Borneo Seaman

Job Vacancy

2012-02-17T07:18:00.000-08:00

Looking for :

Master Fgn
Chief Officer
2/0
3/0
Chief Engineer
2nd Engineer
3rd Engineer
Bosun
Oiler
Ab
OS
Cadet Engine/Deck

Pls email your resume to infra.supplies@gmail.com

UNCLOS 1982

2011-05-28T08:03:00.000-07:00

Introduction

The 1982 United Nations Convention on the Law of the Sea (UNCLOS) is the most comprehensive attempt at creating a unified regime for governance of the rights of nations with respect to the world's oceans. The treaty addresses a number of topics including navigational rights, economic rights, pollution of the seas, conservation of marine life, scientific exploration, piracy, and more. The treaty, one of the longest in history, is comprised of 320 articles and 9 annexes, representing the codification of customary international law and its progressive development.

Historical Background

Since humanity first set forth upon the seas, the issue of sovereign control over the oceans has been an ongoing concern. Prior to the 20th century, the oceans had been subject to the freedom of the seas doctrine. This principle, adopted in the 17th century, limited national rights and jurisdiction over a narrow band of water along a nations coast, the rest of the sea being free to all and belonging to none. Nearly a century later, the "cannon-shot" rule became the basis for determining how much of the adjacent oceans were under the jurisdiction of a nation. The cannon-shot rule set forth that a nation controlled a territorial sea as far as a projectile could be fired from a cannon based on shore. In the 18th century this range was approximate three nautical miles. As time progressed, three miles became the widely accepted range for the territorial sea.^[1]
Due to the slow pace of technological developments prior to the Industrial Revolution, these simple rules provided effective governance of the world's oceans. With the technological developments of the mid-19th and early-20th centuries, however, not only did ships become more powerful, but technology allowed humanity to exploit ocean resources that had never before been envisioned. Fishermen, once limited to areas near their own coasts, were now equipped with vessels that could allow them to stay at sea for months at a time and capture fish harvests that were far from their native waters. Virtually unrestrained, fleets from around the world traveled to areas rich in fish-stocks. The lack of restraint on the part of these fishermen resulted in fish stocks around the world being depleted without regard to the stability of their numbers.^[2]
Evolving technology also allowed for the exploitation of previously inaccessible off-shore resources, most notably oil (but also diamonds, gravel, and precious metals). To illustrate the rapidity of these developments, in 1947 off-shore oil production in the Gulf of Mexico was still less than 1 million tons. By 1954, production had grown close to 400 million tons.^[3] As a matter of perspective, just in the Gulf of Mexico, the United States alone currently produces 218,192 tons daily, for a total of 79.6 million tons annually, reflecting a steadily decreasing trend that began in the 1970's.^[4]

In order to protect local resources, be they biological or mineral, nations began expanding their claims of sovereignty beyond the traditional 3 mile limit. The first nation to challenge the long-standing freedom of the seas doctrine was the United States. On September 28, 1945, President Harry S. Truman signed what has become commonly known as the Truman Proclamation. The proclamation set a claim of sovereignty by the United States to the outer continental shelf (OCS) and the resources therein as well as establishing the right of the U.S. to establish conservations zones "in areas of the high seas contiguous to the coasts of the United States."^[5] While recognizing some limited sovereignty over an expanded region of the sea, the proclamation was careful to stipulate that the new US policy did not affect "the right [of] free and unimpeded navigation."^[6]
After the United States expanded its claim, it was not long before other nations followed suit. By 1950, Argentina was actively claiming its continental shelf as well as the water column above it, Ecuador, Chile, and Peru were asserting rights over a 200-mile zone in order to protect its biological resources from foreign fleets, and a spate of Arab and Eastern European nations were laying claim to a 12-mile territorial sea. There was a growing understanding, however, that such a fractured regime could not continue.^[7]
^{For further information pls click below link:-}

^{UNCLOS 1982}

MLC 2006

2011-05-28T04:48:00.000-07:00

MARITIME LABOUR CONVENTION 2006
An ILO cinvention which consolidates in the document up to date standard of various older ILO Maritime Convention .

http://www.dnv.com/binaries/6.1%20MLC%202006%20convention%20text_tcm4-273727.pdf

What is Demurage ,Despatch and Deadfreight

2011-05-28T01:51:00.000-07:00

Demurage
The money payable to the owner for delay for which the owner is not responsible in loading and or/discharging after the laytime has expired.

Despatch
The money payable by the owner if ship complete loading or discharging before the laytime has expired .

Deadfreight
This term is applied to the sum of payable to the shipowner when the charter has failed to load a full and complete cargo in accordance with the provision of the contract .

Best Management Practise For Somali Piracy Attack

2011-03-13T17:55:00.000-07:00

1.1
(BMP) contained in this booklet is to assist ships to avoid, deter
or delay piracy attacks off the coast of Somalia, including the
Gulf of Aden (GoA) and the Arabian Sea area. Experience,
supported by data collected by Naval forces, shows that the
application of the recommendations contained within this
booklet can and will make a significant difference in preventing
a ship becoming a victim of piracy.
The purpose of the Industry Best Management Practices
1.2
of violence against ships, her crew and cargo. This includes
armed robbery and attempts to board and take control of the
ship, wherever this may take place.
For the purposes of the BMP the term ‘piracy’ includes all acts
1.3
to the Maritime Security Centre – Horn of Africa website
(www.mschoa.org), which provides additional and updating
advice.
Where possible, this booklet should be read with reference
1.4
the 2
published in August 2009.
This BMP3 booklet updates the guidance contained withinnd edition of the Best Management Practice document
1.5
latest IMO MSC Circulars
This booklet complements piracy guidance provided in the
IMPORTANT: The extent to which the guidance given in this booklet
is followed is always to be at the discretion of the Ship
Operator and Master.
Introduction
Section 1
2
3
Somali Pirate Activity –
The High Risk Area
Section 2
2.1
in the Gulf of Aden, concentrated on the Internationally
Recommended Transit Corridor (IRTC), has significantly
reduced the incidents of piracy attack in this area. With Naval
forces concentrated in this area, Somali pirate activity has
been forced from the Gulf of Aden out into the Arabian Sea.
It is important to note, however, that there remains a serious
threat from piracy in the Gulf of Aden.
The significant increase in the presence of Naval forces
2.2
land and at extreme range from the Somali coast, and continue
to do so.
Somali based pirate attacks have taken place both close to
2.3
the piracy attacks have taken place. For the purposes of the
BMP, this is an
and 78°E
extreme East of this area, they have taken place at almost 70°-E
There remains the possibility that piracy attacks will take place
even further to the East of the High Risk Area. Attacks have
occurred to the extreme South of the High Risk Area. A high
state of readiness and vigilance should be maintained even
to the South of the Southerly limit of the High Risk Area and
the latest advice from MSCHOA on the extent of pirate activity
always sought (contact details are contained in Annex A).
recommended that the BMP is applied throughout the High
Risk Area
The High Risk Area for piracy attacks defines itself by wherearea bounded by Suez to the North, 10°S. While to date attacks have not been reported to theIt is.
4
5
Risk Assessment
Section 3
3.1
Masters should carry out a risk assessment to assess the
likelihood and consequences of piracy attacks to the vessel,
based on the latest available information (see Annex A for
useful contacts, including MSCHOA and UKMTO). The output
of this risk assessment should identify measures for prevention,
mitigation and recovery, which will mean combining statutory
regulations with supplementary measures to combat piracy.
Factors to be considered in the risk assessment should
include, but may not be limited to, the following:
Prior to transiting the High Risk Area, Ship Operators and
3.2
the safety of the crew. Care should be taken, when formulating
measures to prevent illegal boarding and external access to
the accommodation, that crew members will not be trapped
inside and should be able to escape in the event of another
type of emergency, such as, for example fire.
Crew Safety: The primary consideration should be to ensure
6
3.3
being attacked at the lowest point above the waterline, making
it easier for them to climb onboard. These points are often
on either quarter. Experience suggests that vessels with a
minimum freeboard that is greater than 8 metres have a much
greater chance of successfully escaping a piracy attempt
than those with less. A large freeboard will provide little or no
protection if the construction of the ship provides assistance to
pirates seeking to climb onboard.
Freeboard: It is likely that pirates will try to board the ship
A large freeboard alone may not be enough to deter a pirate attack.
3.4
attack is by using speed to try to outrun the attackers and/or
make it difficult to board. To date, there have been no reported
attacks where pirates have boarded a ship that has been
proceeding at over 18 knots. It is possible however that pirate
tactics and techniques may develop to enable them to board
faster moving ships.
Full Sea Speed in the High Risk Area
‘Group Transit’ (see section 8.3 on page 17 for further details of
Group Transits) within the International Recommended Transit
Corridor (IRTC), speed may be required to be adjusted.
In the Gulf of Aden, ships capable of proceeding in excess
of 18 knots are strongly recommended to do so. Within the
remainder of the High Risk Area ships are reminded that
speed is extremely important in avoiding or detering a pirate
attack. It is recommended that reference should be made to
the MSCHOA website for the latest threat guidance regarding
pirate attack speed capability.
Speed: One of the most effective ways to defeat a pirateShips are recommended to proceed at. If a vessel is part of a
7
3.5
even where they are supported by larger vessels or ‘mother
ships’, which tends to limit their operations to moderate sea
states. While no statistics exist, it is likely to be more difficult to
operate these small craft effectively in sea state 3 and above.
Sea State: Pirates mount their attacks from very small craft,3.6
immediately following the release of a hijacked vessel and/or
following a period of poor weather when pirates have been
unable to operate.
Pirate Activity: The risk of a piracy attack appears to increase
8
9
4.1
open boats or ‘skiffs’ are used in attacks, often approaching
from either quarter or the stern. Pirates appear to favour trying
to board ships from the port quarter.
Commonly, two or more small high speed (up to 25 knots)4.2
equipment, supplies and smaller attack craft, has enabled
attacks to be undertaken at a greater range from the shore.
Pirates are also using larger long range attack craft to attack
at much greater distance from the Somali Coast.
The use of a pirate ‘mother ship’, carrying personnel,4.3
being attacked to enable one or more armed pirates to climb
onboard. Pirates frequently use long lightweight ladders to
climb up the side of the vessel being attacked. Once onboard
the pirate (or pirates) will generally make their way to the
bridge to take control of the vessel. Once on the bridge the
pirate/pirates will demand that the ship slows/stops to enable
further pirates to board.
Somali pirates seek to place their skiffs alongside the ship
Typical Pirate Attacks
Section 4
10
4.4
many pirate attacks have taken place early in the morning,
at first light. Attacks have occurred at night, but this is less
common.
Attacks have taken place at most times of the day. However,4.5
Propelled Grenades (RPGs) in an effort to intimidate Masters
of ships to reduce speed and stop to allow the pirates to
board. In what are difficult circumstances, it is very important
to maintain Full Sea Speed, increasing speed where possible,
and using careful manoeuvring to resist the attack.
It is not uncommon for pirates to use small arms fire and Rocket
4.6
crew who have planned and trained in advance of the passage
and applied the BMPs contained within this booklet.
The majority of attempted hijacks have been repelled by ship’s
11
5.1
for every ship type. Therefore, as part of the Risk Assessment,
it is important to determine which of the BMP will be most
suitable for individual ships.
Not all measures discussed in this booklet may be applicable
5.2
Naval forces. This is to ensure that Naval forces are aware
of the sea passage that a ship is about to embark upon and
how vulnerable that ship is to pirate attack. This information
is essential to enable the Naval forces to best use the assets
available to them. Once ships have commenced passage it
is important that they continue to update the Naval forces on
progress. The three key Naval organisations to contact are:
An essential part of BMP that applies to all ships is liaison with
5.2.1
is the planning and coordination authority for EU forces
(EU NAVFOR) in the Gulf of Aden and the Somalia
Basin. (See contact details at Annex A.)
The Maritime Security Centre – Horn of Africa (MSCHOA)5.2.2
The day-to-day interface between Masters and Naval
forces is provided by UKMTO, who talk to the ships and
liaise directly with MSCHOA and the Naval commanders
at sea. UKMTO require regular updates on the position
and intended movements of ships. They use this
information to help the Naval units maintain an accurate
picture of shipping. (See contact details at Annex A). A
copy of the UKMTO Vessel Position Reporting Form is
attached at Annex B.
UKMTO is the first point of contact for ships in the region.
5.2.3
as a conduit for information exchange between the
Combined Maritime Forces (CMF) and industry within
the region. (See contact details at Annex A).
The Martime Liaison Office Bahrain (MARLO) operates
Implementing BMP
Section 5
12
13
6.1
access to the restricted sections of the MSCHOA website
(www.mschoa.org) prior to entering the High Risk Area as it
contains additional and updated information.
It is strongly recommended that ship operators register for
6.2
Risk Area) – an area bounded by Suez to the North, 10°S and
78°E – ensure that a UKMTO Vessel Position Reporting Form
is sent (this can be done by either the ship or ship operator).
On entering the UKMTO Voluntary Reporting Area (or High
6.3
Recommended Transit Corridor (IRTC), ensure that a ‘Vessel
Movement Registration Form’ has been submitted to MSCHOA
(either on line, by email or by fax –see contact details at
Annex A)
4-5 days before the vessel enters the International
6.4
implementation of the Ship Security Plan (SSP), as required
by the
Review the Ship Security Assessment (SSA) andInternational Ship and Port Facility Security Code
(ISPS), to counter the piracy threat, including the addition of
UKMTO (as a recognised emergency response authority), as
an SSAS recipient.
6.5
a contingency plan is in place for a passage through the High
Risk Area, and that this is exercised, briefed and discussed
with the Master and the Ship Security Officer (SSO).
The Company Security Officer (CSO) is encouraged to see that
6.6
that have been promulgated (by for example Navigational
Warnings on SAT C or alerts on the MSCHOA website –
www.mschoa.org.
Be aware of any specific threats within the High Risk Areas
Company Planning
Section 6
14
6.7
recommended routeing through the High Risk Area and
available methods of transiting the IRTC (eg Group Transit
or national convoy where these exist). Reference should be
made to the MSCHOA website for the latest routeing guidance
(see contact details at Annex A).
Offer the Ship’s Master guidance with regard to the
6.8
sessions post transits.
Conduct crew training sessions prior to transits and debriefing
6.9
Protection Measures
Area is very strongly recommended. Suggested SPMs are set
out within this booklet. The use of SPMs significantly increases
the prospects of a ship resisting a pirate attack.
The provision of carefully planned and installed Self(SPMs) prior to transiting the High Risk
6.10
numbers.
Consider additional resources to enhance watch-keeping
6.11
discretion of the company, but the use of armed guards is not
recommended.
The use of additional private security guards is at the
15
Masters’ Planning
Section 7
7.1
Risk Area) – an area bounded by Suez to the North, 10°S and
78°E – ensure that a UKMTO Vessel Position Reporting Form
is sent (this can be done by either the ship or ship operator).
On entering the UKMTO Voluntary Reporting Area (or High
7.2
Recommended Transit Corridor (IRTC) ensure that a ‘Vessel
Movement Registration Form’ has been submitted to MSCHOA
(either online, by email or fax – see contact details at Annex A).
4-5 days before the vessel enters the Internationally
7.3
the crew should be briefed on the preparations and a drill
conducted prior to arrival in the area. The plan should be
reviewed and all personnel briefed on their duties, including
familiarity with the alarm signal signifying a piracy attack, an
all clear and the appropriate response to each.
Prior to entry into the High Risk Area it is recommended that
7.4
communication plan, to include all essential emergency contact
numbers and prepared messages, which should be ready
at hand or permanently displayed near the communications
panel (eg telephone numbers of MSCHOA, IMB, PRC, CSO
etc – see list of Contacts at Annex A).Masters are advised to also prepare an emergency

Guidelines on Early assesment of Hull Damage and Possible need for abandonment of Bulk Carriers

2011-03-13T15:03:00.001-07:00

GUIDELINES ON EARLY ASSESSMENT OF HULL DAMAGE AND
POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS
1 The Maritime Safety Committee, at its seventy-sixth session (2 to 13 December 2002),
considered recommendations for decision-making emanating from various formal safety assessment
(FSA) studies on bulk carrier safety. In particular, the Committee agreed that a circular should be
prepared addressing bulk carriers which may not withstand flooding of any one cargo hold and
containing information on the action to be taken in case of flooding of such holds, making sure that
the professional judgement of the master is not undermined.
2 The Committee, at its seventy-ninth session (1 to 10 December 2004), having considered the
recommendations made by the Sub-Committee on Ship Design and Equipment at its forty-sixth
session, the Sub-Committee on Safety of Navigation at its forty-ninth and fiftieth sessions and the
Sub-Committee on Standards of Training and Watchkeeping at its thirty-fifth session, approved
Guidelines on early assessment of hull damage and possible need for abandonment of bulk carriers,
as set out in the annex. Some common causes of hull damage are contained in the Appendix to the
annex.
3 Member Governments are invited to urge companies, as defined in the ISM Code, that
operate bulk carriers flying their flag, to issue ship specific guidance, based on the annexed
Guidelines, to the masters of such bulk carriers with a view to improving the precautionary measures
and procedures for emergencies on board their ships. This ship specific guidance should be brought
to the attention of all crew members during familiarization training.
***
MSC/Circ.1143
I:\CIRC\MSC\1143.DOC
ANNEX
GUIDELINES ON EARLY ASSESSMENT OF HULL DAMAGE AND
POSSIBLE NEED FOR ABANDONMENT OF BULK CARRIERS
1 Provoked by the disappearance and loss of a number of bulk carriers from mid 1970s
onwards the international shipping community has grown increasingly concerned that such ships are
particularly vulnerable to rapid loss. Consequently, IMO has been taking action over the years to
address this problem and to find appropriate solutions. Among such actions, the Organization has
adopted amendments to the 1974 SOLAS Convention, by introducing chapter XII in 1997 (amended
in 2002), and other related provisions in chapter II-1, and has also amended the Guidelines on the
enhanced programme of inspections during surveys of bulk carriers and oil tankers
(resolution A.744(18)) on several occasions. More recently, a number of formal safety assessment
(FSA) studies on bulk carrier safety have been carried out. From these studies, the Maritime Safety
Committee of IMO concluded at its seventy-sixth session in December 2002 that bulk carriers do
deserve continued special attention and a number of measures were approved to address the issues
identified, both structural and operational.
2 Records of bulk carrier losses indicated, in a large proportion of the cases studied, that ship.s
masters often appeared to be unaware of the imminent danger they were in. Many lost their lives
together with the other seafarers on board as a consequence. Ship losses were frequently so rapid
that the ship did not have time to send a distress signal.
3 The records studied show that in the event of loss of hull integrity, in many cases, bulk
carriers should be evacuated as quickly as possible. EARLY ASSESSMENT OF THE SITUATION
IS THEREFORE IMPERATIVE, COMBINED WITH ALERTING A MARITIME RESCUE
CO-ORDINATION CENTRE, ALERTING ALL PERSONNEL ONBOARD AND MAKING
PREPARATIONS FOR EVACUATION. This is of particular importance for single skin bulk
carriers which may not be capable of withstanding flooding of any cargo hold.
4 Companies should consider the following advice carefully with a view to improving their
own precautionary measures and procedures for emergencies. The advice applies equally to ships
other than bulk carriers when carrying dense cargoes.
Heavy cargoes
5 In most cases in which bulk carriers have been lost, heavy cargoes such as iron and other
dense ores are a common factor. Ships are also vulnerable when carrying certain break-bulk cargoes
such as steel products. This could include other ship types. The small volume taken up by the cargo
in the ships. holds results in a large unoccupied space. This provides potential in a flooding scenario
for large volumes of water to rapidly destroy the ship.s residual buoyancy and, in the case of smaller
vessels, its stability. Larger vessels are also highly susceptible to structural failure due to increases
of weights caused by the influx of water.
6 Heavy cargoes place high loads on the structure, and structural failure is therefore more
probable when subjected to the additional forces associated with flooding.
MSC/Circ.1143
ANNEX
Page 2
I:\CIRC\MSC\1143.DOC
Structure
7 Deterioration of structure through corrosion, fatigue and damage is identified as a principal
factor in the loss of many bulk carriers. Failing to identify such deterioration may lead to sudden and
unexpected failure. Bulk carrier crews may be unaware of the vulnerability of these vessel types.
The consequential loss of a ship carrying heavy cargo can be expected to be very rapid, should a
major failure occur.
Forward flooding
8 Spaces forward of the collision bulkhead will, in the event of flooding, significantly affect the
trim of the ship and reduce freeboard at the bow. In extreme weather this further threatens the ship
as green seas come inboard and impact on hatch covers and other fittings that protect the water or
weathertight integrity of the ship. Shell plating in the region of the bow protects the fore peak tank
and other spaces as do air pipes and ventilators. If any of them are damaged the ship.s ability to
resist further escalation of flooding is compromised.
Early assessment
9 When it occurs or is likely to occur, masters should quickly assess damage to their ships by
being alert to water ingress and its consequences. The following guidelines are given to assist them
in this assessment.
Unusual motion or attitude
10 If a ship takes on an unusual trim or heel, or if her motions become changed, breach of the
hull envelope should be suspected immediately:
- Unusual collections of water on decks may be indicating trim or heel abnormality.
- Sudden changes of heel or trim will indicate flooding or in smaller ships with lighter
cargoes it may indicate cargo shift.
- Jerky lateral motions can be indicative of large scale sloshing as would be the case if a
hold were flooded.
- On smaller ships, slowing of the ship.s roll period may indicate excessive water within
the hull - a serious threat to stability. Ships fitted with GM meters should be able to
identify any unexpected changes in GM.
- Increases of water boarding forward decks may indicate flooding of a forward
compartment. Trim and freeboard changes are notoriously difficult to assess from an
after bridge.
11
Methods of detection
- Hatch covers may be dislodged by pressure and/or sloshing from within a hold if
flooding occurs through side shell or bulkhead.

"ship security Incident"

2011-03-13T08:27:00.001-07:00

Taken From Malaysian Shipping Act (Amendment and Extension 2007)

“security incident” means any suspicious act or

circumstance threatening the security of a ship, including

a high-speed craft, or a marine facility, or any shipmarine

facility interface or ship-to-ship activity;

“security level” means the quantification of the degree

of risk that a security incident will be attempted or will

occur;

“security level 1” means the level for which minimum

appropriate protective security measures shall be maintained

at all times;

“security level 2” means the level for which appropriate

additional protective security measures shall be maintained

for a period of time as a result of heightened risk of a

security incident;

“security level 3” means the level for which further

specific protective security measures shall be maintained

for a limited period of time when a security incident is

probable or imminent, although it may not be possible

to identify the specific target;

A 23 /Res 949 -Port Og Refuge

2011-03-13T07:48:00.000-07:00

INTERNATIONAL MARITIME ORGANIZATION

E
IMO

ASSEMBLY A 23/Res.949
23rd session 5 March 2004Agenda item 17 Original: ENGLISH
Resolution A.949(23)
Adopted on 5 December 2003
(Agenda item 17)
GUIDELINES ON PLACES OF REFUGE FOR SHIPS
IN NEED OF ASSISTANCE
THE ASSEMBLY,
RECALLING Article 15(j) of the Convention on the International Maritime Organization
concerning the functions of the Assembly in relation to regulations and guidelines concerning
maritime safety and the prevention and control of marine pollution from ships,
RECALLING ALSO the obligations and procedures for the master to come to the
assistance of persons in distress at sea, established by regulation V/33 of the International
Convention for the Safety of Life at Sea, 1974, as amended,
RECALLING FURTHER that the International Convention on Maritime Search and
Rescue, 1979, as amended, establishes a comprehensive system for the rescue of persons in
distress at sea which does not address the issue of ships in need of assistance,
CONSCIOUS OF THE POSSIBILITY that ships at sea may find themselves in need of
assistance relating to the safety of life and the protection of the marine environment,
RECOGNIZING the importance of and need for providing guidance for the masters
and/or salvors of ships in need of assistance,
RECOGNIZING ALSO the need to balance both the prerogative of a ship in need of
assistance to seek a place of refuge and the prerogative of a coastal State to protect its coastline,
RECOGNIZING FURTHER that the provision of a common framework to assist coastal
States to determine places of refuge for ships in need of assistance and respond effectively to
requests for such places of refuge would materially enhance maritime safety and the protection of
the marine environment,
HAVING CONSIDERED the recommendations made by the Maritime Safety Committee
at its seventy-sixth and seventy-seventh sessions, by the Marine Environment Protection
Committee at its forty-eighth session, by the Legal Committee at its eighty-seventh session and
by the Sub-Committee on Safety of Navigation at its forty-ninth session,
For reasons of economy, this document is printed in a limited number. Delegates are
kindly asked to bring their copies to meetings and not to request additional copies.
I:\ASSEMBLY\23\RES\949.doc

A 23/Res.949 - 2 -

1. ADOPTS the Guidelines on places of refuge for ships in need of assistance, the text of
which is set out in the annex to the present resolution;
2. INVITES Governments to take these Guidelines into account when determining and
responding to requests for places of refuge from ships in need of assistance;
3. REQUESTS the Maritime Safety Committee, the Marine Environment Protection
Committee and the Legal Committee to keep the annexed Guidelines under review and amend
them as appropriate;
4. REQUESTS the Legal Committee to consider, as a matter of priority, the said Guidelines
from its own perspective, including the provision of financial security to cover coastal State
expenses and/or compensation issues, and to take action as it may deem appropriate.
I:\ASSEMBLY\23\RES\949.doc

-3 -
A 23/Res.949
ANNEX
GUIDELINES ON PLACES OF REFUGE FOR SHIPS
IN NEED OF ASSISTANCE

Table of Contents

A 23/Res.949 - 4 -
1 General
Introduction
Objectives of providing a place of refuge
1.1 Where the safety of life is involved, the provisions of the SAR Convention should be
followed. Where a ship is in need of assistance but safety of life is not involved, these guidelines
should be followed.
1.2 The issue of .places of refuge. is not a purely theoretical or doctrinal debate but the
solution to a practical problem: What to do when a ship finds itself in serious difficulty or in need
of assistance without, however, presenting a risk to the safety of life of persons involved. Should
the ship be brought into shelter near the coast or into a port or, conversely, should it be taken out
to sea?
1.3 When a ship has suffered an incident, the best way of preventing damage or pollution
from its progressive deterioration would be to lighten its cargo and bunkers; and to repair the
damage. Such an operation is best carried out in a place of refuge.
1.4 However, to bring such a ship into a place of refuge near a coast may endanger the coastal
State, both economically and from the environmental point of view, and local authorities and
populations may strongly object to the operation.
1.5 While coastal States may be reluctant to accept damaged or disabled ships into their area
of responsibility due primarily to the potential for environmental damage, in fact it is rarely
possible to deal satisfactorily and effectively with a marine casualty in open sea conditions.
1.6 In some circumstances, the longer a damaged ship is forced to remain at the mercy of the
elements in the open sea, the greater the risk of the vessel.s condition deteriorating or the sea,
weather or environmental situation changing and thereby becoming a greater potential hazard.
1.7 Therefore, granting access to a place of refuge could involve a political decision which
can only be taken on a case-by-case basis with due consideration given to the balance between
the advantage for the affected ship and the environment resulting from bringing the ship into a
place of refuge and the risk to the environment resulting from that ship being near the coast.
Background
1.8 There are circumstances under which it may be desirable to carry out a cargo transfer
operation or other operations to prevent or minimize damage or pollution. For this purpose, it
will usually be advantageous to take the ship to a place of refuge.
1.9 Taking such a ship to a place of refuge would also have the advantage of limiting the
extent of coastline threatened by damage or pollution, but the specific area chosen may be more
severely threatened. Consideration must also be given to the possibility of taking the affected
ship to a port or terminal where the transfer or repair work could be done relatively easily. For
this reason the decision on the choice and use of a place of refuge will have to be carefully
considered.
I:\ASSEMBLY\23\RES\949.doc

-5 -
A 23/Res.949
1.10 The use of places of refuge could encounter local opposition and involve political
decisions. The coastal States should recognize that a properly argued technical case, based on a
clear description of the state of the casualty, would be of great value in any negotiations which
may take place.
1.11 At the international level, the Conventions listed in Appendix 1, as may be amended,
constitute, inter alia, the legal context within which coastal States and ships act in the envisaged
circumstances.
Purpose of the Guidelines
1.12 The purpose of these Guidelines is to provide Member Governments, shipmasters,
companies1 (particularly in connection with the ISM Code and procedures arising therefrom),
and salvors with a framework enabling them to respond effectively and in such a way that, in any
given situation, the efforts of the shipmaster and shipping company concerned and the efforts of
the government authorities involved are complementary. In particular, an attempt has been made
to arrive at a common framework for assessing the situation of ships in need of assistance.
1.13 These Guidelines do not address the issue of operations for the rescue of persons at
sea, inasmuch as the practical difficulties that have given rise to the examination of the issue of
places of refuge relate to problems other than those of rescue. Two situations can arise:
-
the ship, according to the master.s assessment, is in need of assistance but not in a
distress situation (about to sink, fire developing, etc.) that requires the evacuation
of those on board; or
-
those on board have already been rescued, with the possible exception of those
who have stayed on board or have been placed on board in an attempt to deal with
the situation of the ship.
1.14 If, however, in an evolving situation, the persons on board find themselves in
distress, the rules applicable to rescue operations under the SAR Convention, the IAMSAR
Manual and documents arising therefrom have priority over the present Guidelines (and
procedures arising herefrom).
1.15 In any case the competent MRCC should be informed about any situation which may
develop into a SAR incident.
1.16 Even though a .rescue. operation, as defined in the International Convention on Maritime
Search and Rescue (SAR) is not the case, the safety of persons must nevertheless be constantly
borne in mind in the application of these Guidelines, particularly in two respects:
-
if the ship poses a risk (explosion, serious pollution, etc.) to the life of persons in
the vicinity (crews of salvage vessels, port workers, inhabitants of the coastal area,
etc.);
-
if persons voluntarily stay (master, etc.) or go (fire-fighters and other experts,
personnel of marine salvage or towage companies, etc.) on board to attempt to
overcome the difficulties experienced by the ship.
1 As defined in the ISM Code.
I:\ASSEMBLY\23\RES\949.doc

A 23/Res.949
- 6 -

Vacancies

2011-02-02T20:28:00.000-08:00

C/O for OIL/PRD Tanker

- Chief Mate on AHTS DP1

- Deck foreman for work on board jack-up barge. Contract 4weeks on/off. Salary 250 Euro/day

- Master, Ch.off, 2nd off DPO. Contract 4weeks on/off.

- Riggers. Contract 4 weeks on/off

- 2/E for Bulk Carrier, 4200-4370 EUR, 4 month

Apply online on http://www.facebook.com/l.php?u=http%3A%2F%2Fwww.jurnieks.com%2F&h=74e91HsqhLVE0M02F3uu13awg6g

How To Become A Pilot ?

2011-02-02T20:19:00.000-08:00

How to Be a Pilot

HOW TO BE A PILOT
Introduction
The information in this pamphlet is only for guidance. It is
meant to all school leavers who have great interest in flying
as a profession or hobby. This guidance material can assist
the students to make the right decision for his/her carrier and
providing a good choice for the flying training institution.
If there is any enquiry on the procedures or regulatory
requirement it has to be forwarded to DCA, Flight Crew
Licensing Office, Level 2, Block Podium B, Lot 4G4, Precinct 4,
Federal Government Administration Centre, 62570 Putrajaya,
Malaysia, for formal respond. The telephone number is at 603
88714000 and E-mail address is at
yahaya@dca.gov.my
Becoming a Pilot
Flying is a challenge and it is a fun. To fly an aircraft ably
and safely is a huge achievement. Flying is a fast, safe and
cost-effective way to travel.
Jan 2006
4
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Whether you want to fly a small aircraft during the weekends,
or a Boeing 737 for an airline, you will follow much the same
process. You will learn about yourself, the aircraft, the
weather, the flying environment, and the rules pilots use to
keep their flying safe. How much you must learn depends on
what kind of pilot you want to be. With a Private Pilot License
(PPL) you can fly throughout Malaysia and carry passengers.
But you are not allowed to charge for your services. With a
Commercial Pilot License (CPL) you can work as a pilot. With
an Airline Transport Pilot License (ATPL) you can fly as a
captain on large aircraft and receive good salary.
These licenses are like steps on a ladder and must be worked
through in the correct order. First you become a private pilot,
then a commercial pilot, and finally an airline transport pilot.
However you have the option to become commercial pilot by
attending a CPL course in an approved flying training school.
Getting Started
You can fly right now. Most people’s first taste of flying is an
introductory flight at any local flying club or flying school.
During an introductory flight you will sit in the pilot’s seat and
be given a flying experience, where your flight instructor will
control the aircraft and will begin to show you how to fly
during that first flight. You don’t need to know anything about
flying to take an introductory flight. Throughout your training
you will not be asked to attempt anything you are not ready
for. There is no need to own an aircraft. There are about 15
flying clubs and 4 approved flying training schools around
Malaysia that own aircraft and employ flight instructors. Pilots
hire these aircraft, with or without an instructor, at set hourly
rates. You usually pay only for the time the aircraft is taxiing
and flying.
Aviation Flying Training Schools (AFTS) focus on professional
training, while others have a recreational focus in a ‘club’
Jan 2006
5
DEPARTMENT OF CIVIL AVIATION MALAYSIA
atmosphere. It is a good idea to shop around and choose the
training organization that best meets your needs. If possible,
ask other pilot’s from a variety of training organizations about
their flying experiences.
Becoming a Private Pilot
Most pilots in Malaysia hold or have held a Private Pilot
Licenses. We have about 500 private pilots who fly many
different types of aircraft.
After enrolling yourself as a student pilot at any flying club,
you can apply to DCA for a Student Pilot License (SPL). This
license will authorize you to fly instructional (dual) sortie with
an instructor. The prerequisite for SPL is only pass medical
examination Class 2.
You can hold a PPL only at the age of 17 years old.
no minimum academic requirement to be a PPL pilot.
Private Pilot cannot be paid or rewarded to fly.
There isA
You can hold a Private Pilot License when you are 17 years
old.
A PPL is made up of several parts, both practical and written.
The first step is a medical examination.
Medical
Private Pilots must pass a Class 2 medical examination (Same
requirement as SPL medical). This examination must only be
carried out by specialist aviation doctors, located throughout
Malaysia. Your flying club, flying school or the DCA will
provide you with a list of these doctors in your area. During
the Class 2 medical examination your general health, hearing
and eyesight will be tested. If you are aged under 40, you
Jan 2006
6
DEPARTMENT OF CIVIL AVIATION MALAYSIA
must renew your medical every two years. If you are between
40 and 60 your medical lasts for one year, and if you are 60
or older it is valid for six months only. If you are unable to
pass your medical examination, you can continue to fly with
an instructor, but you cannot hold a PPL. So, to avoid possible
disappointment later, you should make sure you are able to
pass your medical before beginning flight training.
Fit and Proper
Another thing to consider before you begin your flight training
is that the PPL is an aviation document requiring that you be
assessed as a “Fit and Proper Person” to hold this license. The
application form for the issue of your license contains
questions on such things as your court conviction history. To
be considered “Fit and Proper” to hold an aviation license you
must have demonstrated an acceptable respect for the law,
such that the DCA may have confidence in your ability to fly
within the Civil Aviation Rules. You are required to remain a
“Fit and Proper” person throughout the operating life of your
license. For further information contact DCA or view the DCA
web site www.dca.gov.my.
Flying Lessons
You will learn to fly progressively. Early lessons cover the
basics, like controlling the aircraft in straight and level flight.
The structure and sequence of lessons creates a building
block process, where previous learning is reinforced and
developed in succeeding lessons. Eventually you will cover
everything you need to be a capable and safe pilot.
Learning about the flying environment, and your aircraft, is
part of being a safe and competent pilot.
Jan 2006
7
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Most students will fly solo for the first time after about 10 to
15 hours of flying lessons. A full PPL requires a minimum of
45 hours of flying, but most students have about 70 hours
before they are ready for the flight test.
Alternatively, you could train for a PPL that limits you to flying
near the aerodrome at which you are trained. This license
requires a minimum of 40 hours flying, as it does not include
cross-country training. You could choose to gain this license
first, and then move on to gain your full PPL later. Your flying
club or flying school will discuss these options with you.
Each flying lesson typically lasts about 45 minutes. Your
instructor will usually give you a briefing before the flight so
you will know what to expect, and what is required of you. A
debriefing after the flight helps to consolidate what you have
learned. You must log every flight. Your flying club or flying
school will sell you a pilot’s logbook to record the date of each
flight, the aircraft type and registration, the name of your
instructor, the length of your flight, where you went and what
you did. You can take your flying lessons as frequently as
time and finances allow, but, it is advisable to plan for regular
Jan 2006
8
DEPARTMENT OF CIVIL AVIATION MALAYSIA
sessions. One lesson every week or 10 days will ensure cost
effective training.
Private Pilot License Examinations
The six (6) PPL examinations are set at about the same level
as SPM or O level examinations. A pass mark of 70 percent or
greater is required. Learning about the flying environment,
and your aircraft, is part of being a safe and competent pilot.
Your flying club or flying school will help you prepare for
these examinations.
You do not have to pass these examinations before you begin
your flying lessons, but it is advisable to sit them
progressively while learning to fly, as examination passes are
required before you can fly solo cross-countries.
Jan 2006
9
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Air Navigation and Flight Planning
You will learn to calculate the distance of your planned flight,
what compass heading you will need to fly, how long it will
take you, and how much fuel you need to get there. You will
also learn to use maps that are specifically designed for
aviation.
Aircraft Technical Knowledge
Understanding how your aircraft flies, and its systems,
enables you to make safe flying decisions. As a trainee pilot,
you will learn about aerodynamics, engines, electrical
systems, your flight instruments and loading your aircraft.
Helicopter pilots and aeroplane pilots sit slightly different
Aircraft Technical Knowledge exams.
Meteorology
The weather has a major bearing on your flying. Often flights
will be cancelled or delayed because of the weather. You will
learn about Malaysia’s weather patterns, about cloud
formations, and about how different weather conditions affect
the performance of your aircraft. With this knowledge, you
will be able to develop decision-making skills essential to safe
flying.
Human Factors
Human error is one of the most common causes of air
accidents worldwide. It is, therefore, important to understand
the human element in aviation. Areas of study include:
aviation medicine and health, stress management, and
decision-making.
Flight Radiotelephony
Pilots keep in contact with air traffic controllers, and with each
other, by radio. As a trainee pilot, you will learn the terms and
Jan 2006
10
DEPARTMENT OF CIVIL AVIATION MALAYSIA
phrases pilots use to make these communications clear and
free from misunderstanding. You will also learn how to
operate your aircraft’s transponder and emergency locator
beacon.
Law
Everyone in aviation follows the same set of standards when
they are flying. These standards are set out in the Civil
Aviation Regulations 1996. As a trainee pilot, you will develop
a working knowledge of these rules.
License Issue
When you have gained your medical certificate, passed all
your exams, have the required flying experience, and passed
your flight test, you can apply to DCA for the issue of a PPL.
Jan 2006
11
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Think Ahead
Before gaining your PPL, it is important to plan your flying
beyond the initial issue of your license. It is necessary to
budget for sufficient funds that will allow you to fly often
enough to remain both current and competent. Information
on how to stay current can be found on page 19. Many very
experienced pilots in Malaysia are content to fly simply for
fun. To work as a pilot, you must hold a Commercial Pilot’s
License.
Recreational Flying
If you want to fly for fun, then flying microlights or gliders is
another option open to you.
The first thing to do is contact the local microlight or gliding
club. You can contact Malaysian Sport Aviation Federation
(MSAF) at telephone number 03 78737377 and Fax. 03
78755378 for club contact details. The pilot will be issued with
PPL (Restricted) on completion of 30 hours program.
You will fly with an instructor, or under the supervision of an
instructor, until you have gained the skills needed to pass
your Pilot License flight test. This normally takes around 40
hours flying to become fully qualified.
The prerequisites for holding a PPL (R) are:
• You must be 17 years of age to hold a PPL(R)
• You require a medical declaration from your General
Practitioner
• You must pass written examinations (Same subjects as
PPL except Navigation & Meteorology, Aircraft General and
Radio Telephony)
Jan 2006
12
DEPARTMENT OF CIVIL AVIATION MALAYSIA
A PPL (R) allows you to fly privately, under Visual Flight Rules
(VFR), by day within the flight park (5km radius). If you want
to carry passenger you have to achieve at least 30 hours of
experience.
Another way to fly for recreation is to take up hang gliding or
paragliding. Information on these clubs can be found with the
MSAF or at telephone number 03 89436571/019 2167526 [Lt.
Col. (R) Basir bin Hj Abdul Rahman]
If you are a thrill seeker at heart, you may be interested in
parachuting. Information about this sport is also available
with MSAF or surf the web site at
skydive@po.jaring.my
Flying Training Organizations
Choosing the right flying Institution is very important. You
have to ask yourself two main questions. Are you going for
professional pilot or just for experience in flying as a hobby.
Your budget whether you have sufficient fund for professional
training or private training only. If you can’t afford financially
for professional flying, you may start fulfilling your ambition
by joining the flying club. It is reminded that flying clubs are
basically voluntary and self help organization and it is not
actively supervised by DCA. Flying Clubs are only allowed to
conduct PPL courses. DCA only ensure that the clubs conduct
the PPL course in accordance to the approved syllabus with
qualified flying instructors, suitable aeroplane and adequate
classroom facilities. The overall running of the clubs is
governed by the club constitution, as such payment and the
amount charged for the flying instructions are decided by the
club members. You are advised to pay for the flying lessons
on hourly basis. You only pay when you fly. DCA does not
protect or guarantee money paid to be refunded in the case
that the club cannot fulfill their obligation.
Jan 2006
13
DEPARTMENT OF CIVIL AVIATION MALAYSIA
If you wish to take a professional flying training, it is
recommended that you enroll yourself to any approved flying
training school and to examine the agreement carefully, if you
are in doubt please do not hesitate to conform with us in
DCA. The list of flying training schools and flying clubs can be
found in annexure A.
Becoming a Commercial Pilot
There are about 2500 Professional (CPL and ATPL) Pilots in
Malaysia. Professional Pilots can be paid to fly. They may fly
as pilot-in-command on aircraft with only one pilot, or as a
Pilot or co-pilot on a multi-crew aircraft. You cannot hold a
Commercial Pilot License until you are 18 years old.
The requirement for CPL includes both theoretical and
practical training. Again, the first step is your medical
certificate.
Jan 2006
14
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Medical
Commercial pilots must pass a Class 1 medical examination.
This is more stringent than the Class 2 examination that
private pilots undergo, and you should ensure that you are
able to pass your medical before beginning flight training.
A Class 1 medical certificate must be renewed annually if you
are aged less than 40, or every six months if you are 40 or
older. This includes an ECG, general health, and hearing and
eyesight checks. There are certain medical conditions that
may prevent you from passing this examination. Your
Designated Aviation Medical Examiner (DAME), specialist
aviation doctor will be able to explain this to you. Your flying
club, flying school, or the DCA will provide a list of aviation
doctors in your area.
You can hold a Commercial Pilot License once you are 18
years old. DCA requires applicant for CPL to meet the
minimum academic qualification as stated in the AIC. The
minimum academic requirement is attain at least 5 credits at
SPM level with credit in English, mathematics and a science
subject. The applicant that does not meet the requirement
will not be issued with CPL.
Flying
To be a commercial aeroplane pilot you must have completed
a minimum of 200 hours of flying training, out of which 165
hours on single engine aeroplane and 35 hours on twin
engine aeroplane. The training has to be carried out in an
Approved Flying Training Organization. These training flying
hours are a mandatory requirement before you are allowed to
sit for your flight test. Most people, however, do not sit this
test until they have about 230 hours.
Jan 2006
15
DEPARTMENT OF CIVIL AVIATION MALAYSIA
To be a commercial helicopter pilot you must have a
minimum of 150 hours of flying training. The initial 50 hours
of flight training can be done in aeroplane and the rest 100
hours is on helicopters, before you are able to sit for your
flight test.
Malaysia has few flying schools that offer different aircraft
types and training environments.
All schools teach commercial pilots in full-time courses that
involve both flight training and theory training. Others like
flying clubs provide the training up to PPL can be given credit
hours of 30 hours and the rest of the training has to be done
in an approved training school.
Holder of a foreign CPL will be required to undergo an
abridged course of flying before Malaysian CPL can be issued.
They have to pass all the ‘Navigation papers’ and minimum of
35 hours flying training with a practical flight test by DCA
examiners at the end of the training.
You can seek an advice from several training organizations
and choose the package which best suits your needs and
goals in aviation. Your commercial flight training will follow a
set syllabus and will include cross-country flying and
instrument flying. You will be expected to meet a higher
standard than for your PPL.
Commercial pilots must pass examinations in Law, Navigation,
Human Factors, Meteorology, Aircraft Technical Knowledge
and Principles of Flight.
Jan 2006
16
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Examinations
Commercial Pilots must pass (score 75 percent and above)
examinations in Law, Navigation, Human Factors,
Meteorology, Aircraft Technical Knowledge and Principles of
Flight. These are similar to tertiary (diploma) level
examinations.
When you have passed your examinations, have the required
flying experience, have passed your practical flight test, and
you hold a current Class One medical certificate, you can
apply to DCA for the issue of a CPL.
Jan 2006
17
DEPARTMENT OF CIVIL AVIATION MALAYSIA
What Next?
You can now work as a pilot, but you can only fly under Visual
Flight Rules (VFR). This means that you must be able to see
the surface to navigate - you cannot fly in cloud. Possible
careers include VFR charter, scenic and agricultural flying.
You could also consider training as a flight instructor or
gaining further aircraft ratings.
Instrument Flying and Basic Gas Turbine Rating
If you want to expand your employment options with a view
to becoming an airline pilot, you will need an Instrument
Rating. This allows you to fly in cloud, navigating with
reference to the aircraft instruments. Possible careers include
freight and charter operations, or you can fly for an airline as
a first officer or second officer.
Airlines, some freight or charter companies, helicopter and
agricultural companies, operate aircraft that are powered by
gas turbine engines. These are different from the piston
engine aircraft you will train in. In order to fly a turbine
powered aircraft you will need to pass a Basic Turbine
Jan 2006
18
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Knowledge examination. This is a prerequisite of a type rating
in your first turbine powered aircraft.
In order to progress to being an airline captain, you can work
towards your Airline Transport Pilot License.
Approved Training schools normally will train you with
Instrument Rating and theoretically up to frozen ATPL level,
whereby the theory examination is conducted using ATPL
examination papers. Frozen ATPL is issued on your CPL
license until you meet the flying hours for issue of ATPL
.
Becoming an Airline Transport Pilot
To apply for an Airline Transport Pilot License (ATPL), you
must be 21 years old, hold a current instrument rating, and
have 1500 hours total flight time in an aeroplane, or 1000
hours in a helicopter. You must also pass seven written
examinations and a flight test with a flight examiner.
Jan 2006
19
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Keeping Your Pilot License
Getting your pilot license is only the first step.
To keep it current you must have carried out at least three
takeoffs and landings in the preceding 90 days, in the aircraft
types that you wish to fly. Every six months, you will need to
carry out a flight test (C of T) conducted by DCA approved
Authorized Examiner.
This involves demonstrating to a flight examiner that your
knowledge and flying skills are still maintained at the required
standard for the type of license you hold. A C of T will also
ensure that you remain up to date with the current operating
environment. Many pilots continue to have occasional
refresher flights with an instructor employed by the company.
When employed as a CPL or an ATPL, you will have ongoing
competency checks to ensure you are flying to the required
standard.
Jan 2006
20
DEPARTMENT OF CIVIL AVIATION MALAYSIA
Gaining a rating in a new aircraft involves practical conversion
flying lessons and some theoretical study of your new
aircraft’s systems and performance.
Learning More Skills
Once you have your pilot license you can develop many more
skills.
In aviation, these qualifications are called ratings:
•
Instrument rating
•
Type rating
•
Night rating
•
Assistant Flying Instructor rating
•
Flying Instructor rating
•
You can also train in mountain flying, formation flying, or
competition flying.
Authorized Flight examiner
Aircraft Type Ratings
Pilots are only permitted to fly the aircraft types they hold
ratings for. When first learning to fly, you will take your
lessons in the same type of aircraft or simulator.
Once you have your pilot license, you may choose to learn to
fly other types. Gaining a rating in a new aircraft involves
practical conversion flying lessons and theoretical study of
your new aircraft’s systems and performance.
Becoming a Flight Instructor
Once you are a commercial pilot, you can do further flight
training and study to become a career flight instructor. Newly
qualified flight instructors are called Assistant Flight Instructor
(AFI). As an AFI you may teach trainee pilots, although you
Jan 2006
21
DEPARTMENT OF CIVIL AVIATION MALAYSIA
will work under the supervision of an experienced instructor.
There are several flying clubs and flying schools that offer AFI
category instructor training.
What does it Cost?
The cost of learning to fly varies between training
organizations, and may depend on the type of aircraft they
use. Costs also vary from pilot to pilot, depending on how
quickly trainees pick up flying skills, and reach the appropriate
standard.
The cost of flying also changes in response to fuel prices and
inflation.
It is best to contact a range of flight training organizations to
find out the latest costs and compare their prices to the
facilities they provide.
It is important not to judge your choice of training
organization solely on cost. You should also look at how each
organization can help you achieve your ultimate goals. An
aspiring airline pilot has different training needs from an
aspiring agricultural pilot, or an aspiring tourist sightseeing
pilot, who will be flying in mountainous terrain.
For budgetary purposes a PPL training on aeroplane will cost
from RM 24,000 to RM 26,000 at an approved training school
and for CPL with IR (Frozen ATPL) will cost between RM 150,
000 to RM 170,000 excluding accommodation.
Closure
Thank you for your interest in reading this guidance material,
we hope that the information will give you a clearer picture
and be able to decide the right way to fulfill your ambition to
be a pilot.

Why students failed?

2011-02-02T20:06:00.000-08:00

It's not the fault of the student if he fails,
because the year ONLY has 365' days.

Typical academic year for a student:

1. Sundays-52, Sundays in a year, you know Sundays are for rest.
Days left 313.

2. Summer holidays-50 where weather is very hot and difficult to study Days left 263.

3. 8 hours daily sleep- 130 days GONE.
Days left 141.

4. 1 hour for daily playing- (good for health) means 15 days.
Days left 126.

5. 2 hours daily for food & other delicacies (chewing properly & swallowing)-means 30days.
Days left 96.

6. 1 hour for talking (man is a social animal)-means 15 days.
Days left 81.

7. Exam days- per year at least 35 days.
Days left 46.

8. Quarterly, Half yearly and festival (holidays)-
40 days.
Balance 6 days.

9. For sickness- at least 3 days.
Remaining days=3.

10. Movies and functions -
at least 2 days. 1 day left.

11. That 1 day is your birthday.

How can you study on that day??????!!!!!!!!!!
Balance = 0

" Then how can a student pass ??"

Ship Master Law and business-Can shipmaster be sued in a civil court ?

2011-01-27T05:11:00.000-08:00

Yes .See for example the case of Adler V Dickson (1955) ( The Himalaya) .Under the Law Of Tort in section B.......In recent years there have been several reports of cases of cruise ship passengers swing ( or threatening to sue) Masters in person for negligence .e.g after sailing into heavy weather regardless of a poor weather .

What is a Tort?

A wrongful act or omission ( other than a wrong that is purely breach of contract ),committed by a person for which damages may be sued in a civil court by the person wronged .

What is Master Criminal Lability ?

Liability for offences against the criminal law of the flag state , a coastal state or a port state , for which the penalty is usually either a fine , or imprisonment or both .Hundreds of offences have been created under UK Law for which a Master may be fined , or in many cases both fined and jailed .

Load Line for Ship Master ****

2011-01-27T04:51:00.000-08:00

In What circumstances will an administration cancel an International Load Line Certs?

-When material alterations have been made in the hull or structural strength such as would necessitate assignment of an increased freeboard.
-When fitting an appliances are not maintained in an effective condition
-When the certs is not endorsed to show the vessel has been inspected in annual surveys ( or periodical inspections Or
- When the structural strength of the vessel is lowered to such an extent that she is unsafe .

New Post ....for seaman

2011-01-14T05:40:00.000-08:00

C/E Container vsl 6300EU at EXPROMO AGENCY (middle February 2011)
- Chief Mate with DP unlimited, Rotational (56/56), 250 euro per day
- Chief Engineer on AHTS, Rotational (56/56), 290 euro per day
- AB's and Motormans for Drillships, 4 weeks on/off and 100 EUR per day
- 2O, AB, MTM, COOK, for newbuild survey vessel, Tour of Duty 28/28

DON'T REPLY TO THIS MESSAGE!
This is shortcut to job postings on Free Maritime Job Board Jurnieks.com

Apply online on www.jurnieks.com

Last Oral Question D1MC27 Dec 2010

2011-01-12T07:30:00.000-08:00

Last Oral Question D1MC 27 Mate Class 2

Soalan Baru Capt. Samad

1. Trim and stability booklet for containermen.
i) Find the stability of the vessel after loading container.
- KG on deck and in hold of container.
- What is KN? The use?
- IMO stability criteria. What the additional for container vessel?
2. IMDG code. Explain.
3. Duty of Safety Officer
4. Damage and stability Booklet. What is the contain inside? How to use? The location?
5. EEBD. Requirent and location.
6. BNWAS. Explain
7. GPS and DGPS. Explain
8. Correctors for magnetic compass.
9. SOLAS CHIII reg 20, CHV reg 19
10. RADAR plotting.
11. Embarkation ladder and pilot ladder requirement.
12. How to launch lifeboat?
Soalan lame pun dia ade tye gak.

Examiner: Capt Nazri
1. ISM
2. Angle of Loll, explain n how to correct it
3. IALA Buoyage System
4. Radar plotting
5. AIS n ECDIS
6. SF n BM on Container Ship
7. Stiff n Tender ship
8. Stable, unstable n neutral equilibrium
9. Light and shapes
10. SMS, anything to add
11. Heavy lift

Examiner with Capt Rahim

1. Latest info about ALAM
2. buoyage Region A & B
3. Rule 19, Understanding
4. LNG Operation @ Bintulu... Cargo Ops N Berthing
5. Magnetic compass... How many compass carried? Liquid use for MAgnetic compass, What to use when the liquid is not available..
6. sextant... Everything.. Principle, error n how to correct.. what inside the sextant box... can we use the last year Almanac if the vessel still not received the new edition... what observation that u made on board n explain how u make the fix posn.. theory only..
7. ship interaction, principle n how to eleminate
8.. squat
9. meaning of IALA (aku terkene kat soklan nie... struggle so hard to ingat balik ape
yg MYo Thant kate dalam klass... akhirnye berjaye..)
10. ship on fire n grounding.. what will u do..
11. gyro compass
12. Type of TUG BOAT
13. Single WHITE light in philippines... what the posibility
14. Colreg latest amendments.... Annex 4
15. safe navigational watch
16. Passage plan... APEM
17. ECDIS
18.AIS
19. GPS
20. radar performance..
21. Type of restricted visibility in MAlacca straits
22. Port State n Flag state inspection
23. Loadlines survey
24. Gyro compass... how many that we carry onboard
25. Mooring and anchoring operation
26. In restricted visibility, Who should give way??? Situation converging on stbd quater.... what action that u should take...

Examiner : Capt. Sukhbir
Result : xxx
Duration : 1hour couple of minutes...

1. Tank cleaning operation (chemical)
2. Let go anchor
3. Cert. and record keep by C/O
4. Chain register
5. Buoy Lateral Mark,Cardinal Mark
6. Towing vsl seen from astern(yellow above white)
7. Cargo ship safety construction survey-preparation
8. Lay out cable at dock..how to break anchor chain,kenter lugless shackle.
9. Jury rudder
10. Colreg Annex 4.

candidate : BADRUL
examiner ; capt iswadi
question
1) passage planning(detailed)
2) chart datum - wgs84
3) how to transfer courseline to chart
4) PSC- what e check
5) ROR - 5,6,9,10,19
6)what is narrow channel
7) ship handling- berthing
8) emergency - e/r fire & how to use Fixed CO2
9) buoyage - region A & B
10) watchkeeping at sea

Examiner: Capt Sukber Singh

Oral Question:
1. flag Q,B,O n meaning
2.light (towing n vsl underway)
3.preparation drydock as C/O.
4.calculate P force n loss of Gm when entering drydock
5.LNG operation
6. Fire at E/R
7.Meaning of underway n making way
8.how to perform safe watchkeeping on bridge
9.how to communicate using VHF DSC.

Examiner: Capt Iswadi

Oral Question:
1. Basic radar plotting. Explanation.
2. Preparation for departure port.
3. Preparation for Loadline Survey.
4. Explain plimsoll mark, freeboard
and purpose of loadline.
5. Calculation:
Sunset & sunrise at PKG.
Amplitude sunrise PKG.
6. Precaution for loading heavy
cargo on deck.
7. ROR: Rule 10- Details
Rule 9- Details
You are sailing vsl want to cross
in TSS, one vsl on stbd. Action.
Who can use ITZ?
8. Buoyage:
Port hand buoy reg A.
Pref chan to port reg B.
East cardinal mark.
9. East cardinal mark ahead. Action.
10. Ship handling:
Bring vsl alongside current fm
Astern.
How to perform short turn no
tug n no bow thruster.
11. Light n fog signal:
Vsl constraint by draft
Pilot vsl
Vsl at anchor
12. Action when vsl grounding as
c/o.
13. IMDG Code- container.
14. Definition & formula:
DWT, Lightship, FWA, DWA,
TPC, Displacement.
15. What is unstable equilibrium.
16. Towing vsl on port bow. Action.
17. Terestial Navigation- How to
determine ship posn.
18. Advantage & disadvantage of
magnetic compass.
19. You vsl dont have magnetic and
gyro compass on board. What
will u do?

Examiner : Capt. Rahim
Result : PASS.
Duration : 1hours 05minutes
1. Explain about MISC’s container liner business (general info)
2. Cargo operation for container vessel
3. Document to be received/sign before departure ( Bill of Lading, Mates Receipt,Cargo Document)
4. Marking/Placarding for DG missing,what your action,when to check the marking.
5. If more than 1 class of DG loaded in same container,marking missing,where to refer for the DG info inside the container.
6. Vessel departure port, next port very close(Singapore-P.Gudang),how you plan your cargo( loading&discharging)
7. Fire onboard (Accommodation),what your action.
8. If fire in at Galley, then Galley totally damage,cannot cook,what is your action.
9. ISM, what?,Purpose of ISM, how you implement onboard.
10. PSC onboard, what you expect they want to check?
11. Chart correction, how frequent to update(Voyage chart,non-voyage charts)
12. Vessel enter port,then PSC come onboard,found that chart correction not done,what do you think will happen/action by PSC?
13. In TSS, what is Precautionary Area?
14. What is your action when about to passing Precautionary Area?
15. TSS, what is purpose of TSS
16. Vessel passing Piracy Area, what is your action?
17. New Foreign Master joint your ship,how do you expect he know the culture of crew onboard(different Nationality)
18. Your experience in bring the ship to Pilot Station,Achorage.How the Master train your in doing this.
19. How you determine no of shackles to be used for anchoring.
20. Even you used such formula to determine no of shackle to be used,is it suitable for use for all anchorage situation?What factor to be considered?
21. What factors to consider in determining no of shackles to be used for anchoring.
22. What is Ships Interaction.
23. How to reduce Ships Interaction.
24. Where can you obtain Weather Forecast
25. Vessel near an area of Restricted Visibilty, do you need to comply to Rule 19?Why.
26. Once you clear from the area of Restricted Visibilty, your saw 1 fishing boat, what is your action.
27. Bring your ship alongside with current from stern,no tug,no pilot available,AB on wheel,Cadet on the telegraph,how you give order to them,alongside between 2 vessel(fwd & aft have other ship a’side)
28. Bring ship a’side(same like item 27) but limited space for turning,how to make the turning, with short turning radius?
29. Once you already turn the ship against the current,how you bring the ship alongside?(Refer to item 27&28)
30. What is the first line to send,and how you bring the ship alongside using all the lines?
31. How you adjust your ship position at port( to move ahead or astern)
32. How you prepare your passage planning.
33. In Piracy Area what to do with your AIS,anything to log inside Deck Log Book?
34. Do you have any emergency preparedness for oil pollution prevention onboard your ship?
35. Where is the location of SOPEP Locker?
36. Who responsible in maintaining SOPEP Locker?
37. Do you have Oil Pollution Record Book onboard?
38. Who keep the Oil Pollution Record Book?
39. TSS,where usually IMO put/use it.
40. What you understand with Conduct of vessel in Restricted Visibility and In Sight of one and another.

My QuestiOn with Capt Nazri :
Date : 22/12/2010
1)Sign On as C/O on Product Tanker at Port Dickson voyage to Japan
2)Maximum BM & SF during voyage
3)Last ship GM,DWT,GRT,NRT,LOA
4)Damage stability
5)Heavy weather precaution as C/O
6)Weather forecast
7)Tropical revolving Storm @ NH & SH (sketch & explain)
8)Radar plotting (ship course 230' x 20kts,target brg 320' 0900=5' 0906=4' 0912=3' - plot & action)
9)M.P for today (Lat=3'N Long=100'E)
10)Rule 7 & 19
11)ECDIS
12)Radar X & S band-explain frequency & during raining condition
13)AIS-explain

Examiner: Capt. Nazri

1.IGS plant...describe advantages of IG
2.ISM purpose n objective
3.Radar plotting...sama je
4.TSS - vsl on stbd bow,crossing lane
5.Loadline Survey
6.Bunga Kelana 3 incident @singapore
7.Colission - vessel loaded n ballast,mane yg lagi dasat impact - LEL
8.ISPS

Examiner: Capt Sukhbir Singh

1. Sign on as c/o.
2. Preparation for Loadline Survey.
3. LSA requirement on board yr vsl.
4. How you perform safe watchkeeping.
5. Loadline certificate validity & intermediate survey for loadline.
6. Buoyage:
a) preferred channel to stbd region b.
b) west cardinal mark
c) safe water mark.
7. Port operation watch as c/o. How do you arrange?
8. Ship heading 000G 001C var 2 E
Polaris brg by gyro: 359 G
Calculated polaris brg: 000
Find C/E & Dev?

Examiner: Capt Sukhbir Singh

1. Sign on as c/o. Handing over procedure.
2. Current from astern. One vessel astern. How to cast off?
3. Buoyage:
a) preferred channel to stbd reg b.
b) south cardinal.
c) safe water mark.
4. South cardinal mark ahead. You are out from port.
5. Other vessel show flag 'Y', 'Q' & 'B'. Action?
6. Towing light from astern. Arc of light?
7. Towing fog signal & daylight signal.
8. Loadline survey preparation.
9. Draw plimsoll mark from stbd side.
10. Master hand over to you. How to maintained safe watchkeeping.
11. Sign on as c/o. What FFA u xpect on board as per SOLAS req?

Soklan capt nazri kat aku lak:
1) Plotting - sama soklan mcm paddy, dia nak tgk action ko
2) ISM - explain the purpose
3) Drydock - preparation as C/officer b4 & during drydock.
Hint: Drydock spec, survey, spare part & tools available, gas free cert., Fire, safety & security watch etc...
4) Drill - as per ISM, how u implement to ur crew
5) Cargo Operation - Loading chemical, what & where to refer the data of the cargo, handling, heating etc....
6) Lights - NUC
7) Azimuth calculation - given positon, local time. Find the true bearing
8) Safety - Bad weather at port during discharging (liquid cargo remaining 50%). What is your action & advise to the master.
9) Chemical tanker matters - CRIS Code, MSDS, IMDG Code, IBC Code

examiner Capt Rahim Akob
1.berth LNG vessel,how?
2.how steam can generate power fo LNG vessel
3.ror 19,14,13
4.radar limitation
5.bouyage system,describe region A bouy
6.how ship n shore know total loaded volume
7.tug boat types in btu n japan
8.PSC
9.ISM
10.purpose or ROR n TSS
11.preparation for towing
12.fire fighting,how to tackle..
13.grounding,action
14.hand lead line measurement,bape panjang
15.use of hand lead line

xaminer : Capt Nazri
1) NUC Light
2) Buoy - cardinal mark & Action
3) Sign on as chief mate
4) Objective of ISM
5) As chief mate, how to implement ism onboard
6) Radar plotting and action to be taken
7) MP calculation

1. Preparation for dry dock
2. LEL diagram
3. Type of tanks
4. Vessel partly laoding,( slack tank), heavy weather, vessel need to cast off, c/o action.
5. Ror
6. Sf bm
7. Radar plotting
8. Mp calculation
9. Can u reliable on radar 100%, aku jawab no.. Asw is yes- wind force berapa utk kapal cast off masa tengah Alongside

Sextant

2011-01-11T07:50:00.000-08:00

1st-- a brass Sextant of 10 Inches radius, graduated to 15' which by the assistance of the nonius was devisible to 15"; and half of this sum by means of the micrometer could readily be distinguished, therefore--7.5" of an angle was perceptible with this instrument; she was also furnished with three eye-pieces, consisting of a hollow tube and two telescopes one of which last reversed the images of observ ed objects. finding on experiment that the reversing telescope when employed as the eye-piece gave me a more full and perfect image than either of the others, I have most generally imployed it in all the observations made with this instrument; when thus prepared I found from a series of observations that the quantity of her index error was 8' 45"--; this sum is therefore considered as the standing error of the instrument unless otherwise expressly mentioned. the altitudes of all objects, observed as well with this instrument as with the Octant were by mens of a reflecting surface; and those stated to have been taken with the sextant are the degrees, minutes, &c shewn by the graduated limb of the instrument at the time of observation and are of course the double altitudes of the objects observed.

Roustabout

2011-01-10T17:09:00.001-08:00

If you think you have the worst job in the world, and you are an oil rig laborer, you are probably right, at least according to one survey published this week.
Ranking pay, stress levels, physical toll and other factors for 200 professions, website CareerCast thinks "roustabouts" get the rawest deal.
Maintaining oil rigs and pipelines is physically tough and offers little in return.
CareerCast described a hardscrabble life of "twelve-hour shifts, exposure to the elements in hostile environments, low pay, high risk of injury and isolation from loved ones for weeks at a time," making it "the worst job of 2011."
For all that roustabouts are likely to receive around 32,000 dollars a year.

MSO 1952

2011-01-09T09:14:00.000-08:00

MSO 1952 -Marine Pollutions

Really dont Understand , why person contravenes under this only get fine less than RM 10 K and less one year imprisonment .....why??

PMSB caruman syarikat perkapalan untuk Dana Latihan Para Pelaut Malaysia

2011-01-09T06:29:00.000-08:00

PMSB Caruman Syarikat perkapalan untuk Dana Latihan Para Pelaut

Terang-terang di sini ,Jabatan Laut mewajibkan semua syarikat perkapalan berdaftar membuat caruman untuk Dana Latihan para pelaut . Tetapi yang hamba tak faham ,kenapa masih lagi pelaut-pelaut terutamanya daripada syarikat-syarikat kecil terpaksa menanggung kos sendiri untuk datang belajar,walaupun mereka telah berkhidmat dengan syarikat itu lebih dari sepuluh tahun.

Hal ini banyak terjadi kepada pelaut-pelaut sebelah Sabah....(Lahad Datu,Tawau dan Sandakan.)

SSAS Guidelines from MARDEP

2011-01-09T06:06:00.000-08:00

Some guidelines your company and Ship Master need to review.

SSAS procedures by MARDEP

Peluang Baru Kepada Pelaut yang sedang mencari pekerjaan

2011-01-09T05:55:00.000-08:00

Kewujudan Data Pelaut Yang Memohon Pekerjaan Di Atas Kapal

Dengan adanya simpanan data maklumat pelaut ini , pelaut berpeluang untuk mendapat pekerjaan baru di Syarikat perkapalan yang mencari pelaut-pelaut baru menerusi siste ini.

Borneo Seaman: Kota Kinabalu ,Sabah Ship Handling Simulator Compl...

2011-01-08T22:40:00.000-08:00

Borneo Seaman: Kota Kinabalu ,Sabah Ship Handling Simulator Compl...: "Shiphandling Simulator Complex KASI Malaysia"

Kota Kinabalu ,Sabah Ship Handling Simulator Complex

2011-01-08T20:59:00.000-08:00

Shiphandling Simulator Complex KASI Malaysia

Career In Maritime Insdustry On Shore and Off Shore Base

2011-01-07T22:13:00.000-08:00

OffShore

Ship CaptainNature of the Work
A Ship Captain would have begun his seafaring career as a Third Officer before eventually progressing to become a Captain.

The Ship Captain is in charge of the entire ship. He is responsible for the safe navigation of the ship, along with the safety of passengers, crew and cargo onboard through monitoring and maintaining procedures for fire hazard and damage control requirements. He makes sure that national and international codes of conduct are observed in guiding sea transportation, and is responsible for the budgets and expenses pertaining to the ship.

The Chief Officer is second-in-command on board a ship. He oversees the planning involved for smooth cargo operations, assists during navigation and allocates duties for the maintenance and upkeep of the ship. His responsibilities include ensuring that discipline and order are maintained on board a ship.

A Second Officer is responsible for the bridge and navigational equipment such as charts used for the navigation of vessels. He keeps navigational watch at sea and supervises cargo operations while in port. A Third Officer maintains the safety equipment, lifeboats and firefighting equipment on board a ship. He also functions as the Signal Officer, in charge of giving signals to ships, ports and shore personnel.

A Third Officer will also oversee the loading and discharging of cargo when the ship calls at a port.

Typical employers include:
• Shipping companies
• Cruise companies
• Port authorities
• Ship agencies

Working Conditions
A Ship Captain may travel onboard a ship for about 24 weeks at a stretch, with paid rest periods of about 12 weeks between sea voyages.

(This varies from company to company based on contract)

Qualification, Training and Advancement
Required:
• A Deck Officer Class 1 (Master) Certificate of Competency (CoC)

Opportunities abound for Ship Captains beyond seafaring. Ship Captains may make use of their leadership experience accumulated from careers onboard ships to take up management positions in maritime or non-maritime companies.

A typical career progression track for seafarers would be:
Third Officer -> Second Officer -> Chief Officer -> Ship Captain

Personal characteristics & Core competencies
You should possess the following key traits:
• Ability to make decisions under pressure
• Able to lead and manage a crew
• Willing to spend time at sea
• Normal colour vision and health

Job availability
Ship Captains and officers are in demand due to the increase in shipping trade activities globally, and the consequent high demand for ships needed to transport the cargo.

Earnings
With a starting pay of $2500, Third Officers can work their way up to Ship Captains, who can earn around $7200 and above.

Chief Engineer Nature of the Work
A Chief Engineer starts off his seafaring career as a Fourth Engineer on board a ship.

The Chief Engineer is charged with the operations and maintenance of all engineering (propulsion, electrical plants and other machinery) equipment throughout the ship. He supervises all work that is done in the engine room. He also determines the consumables required by the ship for all voyages, such as the fuel and lubrication oil needed. When the engine room is due for inspection by the local marine or safety authorities, the Chief Engineer ensures that the engine room is ready for inspection.

The Second Engineer plays a supervisory role in the engine room, ensuring that systems are properly maintained. He is also responsible for systems not being maintained by other Engineers, and ensures that the engine room is prepared for arrival, departure or standby.

A Third Engineer is in charge of maintaining the main engine and ensuring that spare parts for the main engine are in supply. He also ensures that purifiers, boilers and compressors are in good working condition.

A Fourth Engineer is in charge of maintaining the numerous generators onboard a ship. He is also responsible for electrical maintenance, sewage treatment systems and oily water separations.

Typical employers include:
• Shipping companies
• Classification societies
• Offshore and marine engineering companies that build ships and /or repair and maintain ships
• Marine equipment suppliers

Working Conditions
A Chief Engineer may travel onboard a ship for about 24 weeks at a stretch, with paid rest periods of about 12 weeks between sea voyages.

(This varies from company to company based on contract)

Qualification, Training and Advancement
Required:
• A Class 1 Engineer Officer (Chief Engineer) Certificate of Competency (CoC)

Opportunities abound for Chief Engineers beyond seafaring. Their leadership experience onboard ships may lead them to senior management positions in both maritime and non-maritime companies (hotels, factories, hospitals etc). They may also work as Marine Surveyors in classification societies.

A typical career progression track for Engine officers would be:
Fourth Engineer -> Third Engineer -> Second Engineer -> Chief Engineer

Personal characteristics & Core competencies
You should possess the following key traits:
• Ability to make decisions under pressure
• Able to lead and manage a team of engineers
• Good planning and project management skills
• Willing to spend time at sea

Job availability
Chief Engineers and deck engineers are in demand due to the increase in shipping trade activities globally, and the consequent high demand for ships needed to transport the cargo.

Earnings
With a starting pay of $2500, Junior Engineers can work their way up to Chief Engineer position and earn around $7200 and above.

OnShore

Naval ArchitectNature of the Work
As a Naval Architect, you will be involved in the design and construction of sea-going vessels, including ships, yachts and submarines. You will be a professional engineer specializing in the areas of hydrostatics, hydrodynamics, structural engineering and structural arrangements. You may also design and build offshore platforms and marine structures used in the offshore oil and gas industry.

You will be required to:
• Plan and prepare designs
• Work with complex computer and 3D models
• Ensure that the design complies with international safety standards
• Coordinate the shipbuilding and offshore engineering projects
• Advise on operation, maintenance and repair

Typical employers include:
• Offshore and marine engineering companies that design ships and structures used in the marine environment
• Marine equipment suppliers
• Firms in the defence industry that design and build warships, submarines or related craft

Working ConditionsWorking hours are usually normal office hours. You may be required to work overtime to meet deadlines.

Qualification, Training and Advancement
Required:
• A degree in Naval Architecture
• Engineering subjects, mathematics and physics are core requirements.

Possible advancements or lateral movements include:
• Moving up the technical ranks to technical management
• Becoming specialists in one field or develop broad experience in several
• Taking up senior management posts in areas within or outside the maritime field given their broad and diverse knowledge accumulated throughout their career

Personal characteristics & Core competencies
You should possess the following key traits:
• Analytical
• Good planning and project management skills
• Good leadership skills to coordinate and manage large scale and complex projects

Job availability
Naval architects are in demand due to increase in shipping trade activities globally, especially in the specialist field of shipbuilding.

Earnings
Starting pay ranges from about $2,400 to $2,900, with competitive bonuses depending on performance.

Marine EngineerNature of the Work
A marine engineer designs, operates, maintains and repairs the mechanical systems of ships. A marine engineer may be involved in the design of the propulsion, auxiliary power machinery and other equipment needed to run the ship while working closely with the naval architect who designs the ship structure.

You may also be involved in project planning, management, quality assurance and control. Depending on your job, you may also be called upon to perform technical review of vendor quotations, co-ordinate production, manage operations and subcontractors.

Typical employers include:
• Offshore and marine engineering companies that build ships and /or repair and maintain ships
• Marine equipment suppliers
• Firms in the defence industry that design and build warships, submarines or related craft

Working Conditions
Working hours are usually normal office hours. You may be required to work overtime to meet deadlines.

Qualification, Training and Advancement
Required:
• A diploma in marine engineering or marine and offshore technology, OR
• A bachelor’s degree in ocean/marine engineering.

However, those who possess a diploma or bachelor’s degree in mechanical engineering can be trained on the job to pick up the specialized skills.

A typical career progression track for good performers can be:
Engineer -> Project Engineer -> Production Manager -> Marine Manager -> Senior Engineer

Other advancements or lateral movements include:
• Management positions
• Employment in the ancillary service industries as consultants, equipment service and commissioning engineers, lecturers, examiners and shipbrokers

Job availability
Marine engineers are in demand due to increase in shipping trade activities globally, especially in the specialist fields of shipbuilding and ship operations.

Earnings
Starting pay for Diploma holders (after NS) is about $1,800.
Starting pay for Degree holders ranges from $2,400 to $2,900, depending on the class of degree.

Ship Broker Nature of the Work As a Trainee Shipbroker, you will act as an intermediary between shipowners and charterers or the buyers / sellers of ships. Your key function will be to arrange the ocean transport of goods and commodities by sea, the employment of vessels, or to buy and sell ships on behalf of clients. You will be expected to provide clients with a wide range of market intelligence and advice.

Fundamentally a sales position, a typical project may require you to:
• Initiate a business deal to potential clients
• Negotiate the terms of a contract or sale
• Finalize the details of the contract
• Follow the deal through to its conclusion

Typical employers include:
• Shipbroking firms
• Major shipping companies that employ in-house shipbrokers

Working ConditionsWorking hours can be irregular but remuneration is competitive and attractive. You may be required to travel as shipbroking is a global and dynamic business.

Qualification, Training and Advancement
Companies are generally willing to recruit people who are new to shipbroking, including those who may not possess shipping-related qualifications, as much of the knowledge and experience can be acquired on the job.

Nonetheless, shipping-related business degree modules are available in many established universities in Singapore and overseas. The Institute of Chartered Shipbrokers also offers professional qualifications in this area.

A typical career progression track for good performers can be:
Junior/Trainee Broker -> Broker -> Senior Broker -> Management position

Personal characteristics & Core competencies
• You should possess the following key traits:
• Positive attitude
• Keen, flexible and analytical mind
• Able to work under stress and adhere to tight deadlines
• Excellent people engagement in order to build a global network of contacts
• Strong commercial acumen and a dynamic personality to plan, work and deliver
• An ethical and professional code of conduct in handling confidential information and closing deals

Job availability Shipbroking has seen significant growth in the past 5 to 10 years both locally and globally. Shipbrokers are in high demand as more ship owners/operators establish their operations base in Singapore.

Earnings
Starting basic pay ranges from $2,500 to $3,000, along with an attractive commission structure. Depending on performance, competitive bonuses can also be expected.

Ship Banker Nature of the Work
As a Shipping Finance Analyst / Associate, you will provide a wide range of shipping finance services to maritime companies. You may later choose to specialize in:
• Corporate finance
• Debt
     - Senior and subordinated debt
     - Structure debt finance
     - Export and project finance
     - Bilateral, club and syndicated loans
• Merger & acquisition
• Advisory and risk management solutions

Typical employers include:
• Financial institutions or banks offering ship financing
• Maritime companies

Working ConditionsWorking hours are usually normal office hours. You may be required to work outside office hours to network with clients or meet deadlines. You may be required to travel as shipping is a global and dynamic industry.

Qualification, Training and Advancement
It is preferred if the individual has:
• A degree in finance, business or accountancy, AND/OR
• Knowledge and experience of the transport/shipping sector.

Possible advancements or lateral movements include:
• Management of ship financing desks in financial institutions
• Research analysts
• Credit risk managers, finance managers or CFOs in maritime companies

Personal characteristics & Core competencies
You should possess the following key traits:
• Analytical
• Determined and proactive
• Good interpersonal and communication skills
• Able to work under stress and adhere to tight deadlines

Job availability
Shipping finance analysts / associates are in demand due to the growth in trade and the consequent high demand for ships to transport the cargo.

Earnings
Starting pay ranges from $2,500 to $3,000, with competitive bonuses depending on performance.

Marine InsurerNature of the Work
Marine insurance covers the loss and damage of ship cargo, terminals, ships and their property. There are four main types of marine insurance cover, namely:
• Marine Hull Insurance
• Marine Liability Insurance
• Marine Cargo Insurance
• Offshore / Energy

As a Marine Insurance Underwriter, you will ascertain whether applications for insurance cover (risks) should be accepted and the terms and conditions of the insurance cover. You will be required to:
• Examine documents to determine degree of risk from factors such as applicant financial standing and value, and condition of asset.
• Evaluate possibility of losses due to catastrophic or excessive insurance
• Review company records to determine the amount of insurance in force on a single risk or a group of closely related risks
• Authorise reinsurance of policy when risk is high
• Assess risks according to the likelihood of a claim by assessing a number of factors from detailed information about the prospective clients (policyholders)
• Work directly with clients, reviewing insurance applications to evaluate, classify and rate each risk to determine acceptability, coverage and pricing
• Analyse defined geographic markets, resources and processes to recommend appropriate action plans in response to loss, regulatory restrictions and competitive forces

Typical employers include:
• Commercial direct insurance companies (e.g. Lloyd’s syndicates)
• Protection & Indemnity Clubs
• Loss adjusting firms
• Reinsurance companies
• Shipping companies

Working ConditionsWorking hours are usually normal office hours. You may be required to perform on-site visits when conducting assessment of risks. Overseas postings may be possible.

Qualification, Training and Advancement
Required: A bachelor’s degree

It is preferred if the individual has:
• A degree in business, economics, insurance, risk management, engineering, law or mathematics/statistics, AND/OR
• Domain knowledge of the maritime industry.

A typical career progression track for good performers can be:
Underwriterà Senior Underwriter (manages a team) -> Management position

Possible advancements or lateral movements include:
• Other core areas of insurance such as risk management (in shipping and maritime companies), insurance broking, claims or re-insurance

Personal characteristics & Core competencies
You should possess the following key traits:
• Analytical
• Highly numerate
• Ability to absorb technical information
• Ability to make sound judgment and decisions
• Ability to work with tight deadlines
• Have good initiative
• Strong interpersonal and communication skills
• Commercial acumen
• Strong grasp of English language

Job availability
Underwriters in marine insurance are in high demand due to the increase in shipping trade activities globally and the need for such specialised knowledge.

Earnings
Starting pay ranges from about $1,800 to $2,500, with competitive bonuses depending on performance.

Ship ChartererNature of the Work
You will liaise with shipbrokers or shipowners to charter ships to deliver your cargo on time and in the most cost-effective manner.

You will be required to:
• Analyse transport and cargo market
• Develop market-oriented offers
• Plan the transport of goods by sea
• Calculate costs involved in the transport
• Organise clearance and dispatch of ocean-going vessels
• Handle ship and cargo-related documents, and damage and insurance cases
• Function as the point of contact for brokers, shipowners, suppliers and agents

Typical employers include:
• Ship chartering or broking firms
• Ship agencies
• Major shipping companies that employ in-house ship charterers

Working ConditionsWorking hours are usually normal office hours. You may be required to work outside office hours to network with clients or meet deadlines.

Qualification, Training and Advancement
Required:
• A bachelor’s degree preferably in business or maritime studies, AND
• 3 – 5 years working experience in the maritime sector

A typical career progression track for good performers can be:
Assistant Chartering Manager -> Chartering Manager -> Senior Chartering Manager -> Management positions

Job availability
Ship charterers are in demand due to the growth in trade and the consequent high demand for ships to transport the cargo.

Earnings
Starting pay for a Ship Charterer (who should have 3 to 5 years of experience in the shipping sector) ranges from $6,000 to $7,500 with competitive bonuses depending on performance.

Ship PlannerNature of the Work
You will coordinate vessel schedules and plan container positions within the container ship to maximize slot utilization and cost-effectiveness and minimize the vessel unloading time at the next port of discharge.

You will be required to:• Assess suitability for loading or discharging of containerized cargo when the container vessel arrives at port
• Allocate quay cranes work shifts to load or unload a vessel, given the ship’s import and export list
• Study and judge dangerous cargo restrictions and safe segregation to assess if it is suitable to be discharged for storage in the container yard
• Communicate with the port operations executive to assign destinations in the container yard for the containers that have been unloaded

Typical employers include:
• Major shipping companies
• Shipbroking firms
• Ship agencies

Working ConditionsWorking hours are usually normal office hours. You may be required to work outside office hours to network with clients or meet deadlines.

Qualification, Training and Advancement
Required:
• A diploma or bachelor’s degree preferably in maritime studies, AND
• 2 – 3 years working experience in the maritime sector

A typical career progression track for good performers can be:
Central Planner -> Senior Planner -> Management positions

Personal characteristics & Core competencies
You should possess the following key traits:
• Analytical
• Good interpersonal and communication skills
• Able to work under stress and adhere to tight deadlines

Job availability
Ship planners are in demand due to the growth in trade and the consequent high demand for ships to transport the cargo.

Earnings
Starting pay for a Ship Planner (who should have 2 to 3 years of experience in the shipping sector) ranges from $3,000 to $4,500 with competitive bonuses depending on performance.

Maritime LawyerNature of the Work
As a Maritime Lawyer or Legal Assistant / Associate, you will render advice and representation support to clients in ‘dry’ and ‘wet’ contentious and non-contentious shipping matters, as well as for matters pertaining to shipping finance.
Traditional ‘wet’ work areas include rendering advice on rights and liabilities, and disputes arising from casualties, ship arrests, marine pollution, salvage, and accidents.

‘Dry work’ areas include advice on charter-parties and insurance policies as well as disputes arising from such contracts. New and growing areas in ‘dry work’ include ship building, repair and conversion contracts.

Shipping finance matters cover all work relating to the financing of vessels and shipowning companies. This includes legal documentation required for sale & purchase, mortgages, mergers & acquisitions, public listing, etc.

Typical employers include:
• Local or international law firms
• Shipping / marine companies and oil majors / petro-chemical companies with in-house legal advisers
• Protection & Indemnity Clubs, their correspondents / managing agents and marine insurers / brokers.National, inter-governmental, non-governmental (NGOS) and international maritime organizations

Working ConditionsDepending on business demand, working hours can be long and demanding but the remuneration is attractive. You may be required to travel as shipping is a global and dynamic industry.

Qualification, Training and Advancement
Required: A degree in Law

It is preferred if the individual has read legal modules related to maritime law and arbitration, such as:
• Carriage of Goods by Sea
• Marine Insurance
• Admiralty Law
• International Trade
• Public International Law
• Conflicts of Law
• International Commercial Arbitration
• Ocean Policy and International Regulation of Shipping

Post-graduate studies in maritime law are available at the National University of Singapore, as well as foreign universities such as University of Southampton and University of Cardiff.

Opportunities abound for overseas attachments and continual upgrading through training courses, seminars and conferences organized by the legal and maritime industry.

A typical career progression track for good performers can be:
Maritime Legal Associate -> Junior Partner-> Equity Partner

Personal characteristics & Core competencies
You should possess the following key traits:
• Analytical
• Highly motivated
• International outlook
• Strong reasoning skills
• Able to work independently and in a team

Job availability
Maritime lawyers are in demand due to the increase in shipping trade activities globally, and the consequent high demand for ships to transport the cargo.

Earnings
Starting pay can be more than $4,000, attractive and on par with other specialized areas of law. Bonuses are discretionary and vary from firm to firm.

Are You Capitalist Or A Socialist ?

2011-01-06T08:06:00.000-08:00

There is a joke I heard years ago ,explainning the difference between socialist and a capitalist .One day a socialist knocked on a farmer's door and asked him to join the local socialist party .Not knowing what a socialist was, the farmer asked for an example of socialist behaviour .

The socialist said ," if you have a cow ,then everyone in the village can have some milk from your cow.It's called sharing wealth ."

"Thats sound good ,"said the farmer .
"And if you have a sheep," the socialist said," then every one shares in the wool."
"Very nice," said the farmer." This socialism sounds good."
"Thats great ," said the socialist,believing that he had a convert to socialism ." And if you have a chicken ,then everyone shares in the egg."

"What?!!" the farmer screamed angrily . "Thats's terrible .Get out of here and take your socialist idea with you ."

"But,but,but," stammered the socialist ," I dont understand .You were happy with the idea of sharing milk and wool .Why you object the sharing eggs?"

"Because I dont have a cow or a sheep," snarled the farmer." But I do have a chicken ."

Lesson Learnt----Everyone agrees that we need to share the wealth , as long as it is your wealth ,not their wealth....hahaha