Question 1

Port State Control authorities periodically run a "Concentrated Inspection Campaign" (CIC). What is a CIC, and how should a Master prepare for one?

Accepted Answer

A CIC is a coordinated campaign, usually run for a few months by a regional MOU (such as Paris MOU), where PSC inspections place additional focus on a specific theme — for example MLC compliance, fire safety, or emergency systems — in addition to the normal inspection; Masters should check current MOU guidance for the active CIC topic and ensure relevant documentation, equipment, and crew familiarity for that theme are in good order A Concentrated Inspection Campaign is a time-limited, theme-based initiative run by a regional Port State Control MOU (Paris MOU, Tokyo MOU, etc.), often in coordination with each other, to focus inspector attention on a particular area of concern across the fleet for typically three months. Past CIC topics have included MLC 2006 compliance (hours of work/rest, crew accommodation, food and catering), fire safety systems, emergency systems and procedures, and STCW compliance/familiarisation. During a CIC, a normal PSC inspection will include a CIC-specific questionnaire and checklist covering that theme in extra depth. A well-prepared Master keeps an eye on MOU/MCA bulletins (and the company's own circulars) to know what the current CIC theme is, and makes sure the ship's documentation, equipment condition, and crew familiarisation for that theme would stand up to closer-than-normal scrutiny — not because the rest of the ship is exempt, but because that area will get the most attention that quarter. This question is often asked alongside Ship Risk Profile and expanded inspection questions as part of a broader PSC awareness line.

Question 2

Under UNCLOS Article 98 and SOLAS Chapter V, the Master of a vessel has a legal duty to render assistance to persons found at sea in danger of being lost — including, in many cases, persons attempting an irregular sea crossing. Which statement best reflects how this duty interacts with immigration law?

Accepted Answer

The duty to render assistance to persons in distress at sea overrides immigration status considerations at the point of rescue; the Master must rescue and provide for their safety, while disembarkation arrangements and any immigration questions are a separate matter to be coordinated afterward with flag state, coastal state authorities and the company/DPA The duty to render assistance is a fundamental and near-absolute obligation under UNCLOS and SOLAS, independent of the rescued persons' nationality or immigration status. Disembarkation to a 'place of safety' is a separate, often legally and diplomatically complex question that the Master should escalate to the company/DPA and relevant authorities — but it must never delay or prevent the initial rescue.

Question 3

Under MLC 2006, Regulation 2.3, the minimum hours of rest for seafarers must not be less than 10 hours in any 24-hour period and 77 hours in any 7-day period — and these minimums apply regardless of any contrary clause in the Seafarer Employment Agreement (SEA).

Accepted Answer

True True. MLC 2006 Standard A2.3 sets the floor at 10 hours rest in 24 and 77 hours in 7 days (or, under the alternative formulation, maximum hours of work of 14 in 24 and 72 in 7). These are minimum statutory protections — an SEA or company policy cannot lawfully contract below them, and falsifying rest hour records to mask non-compliance is itself a serious ISM/flag-state and, in some jurisdictions, criminal matter.