CO129-536-10 Need for leglisation concerning number of certificated officers carried on passenger ships 18-11-1931 - 15-6-1932 — Page 23

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QUESTION 3

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REPLIES OF THE GOVERNMENTS

POLAND

26

27

2. The definitions proposed in the Questionnaire for the different classes of officers in question appear to be sufficiently clear and precise.

2.

RUMANIA

[L

The Rumanian Government agrees that the scope of the Draft Convention should be established by general defini- tions, which might be those proposed by the Questionnaire. It is considered, however, that the expression engineer officer in charge of a watch should be modified by omitting the second word. so that this category of persons would be called "engineer in charge of a watch ". This is the expression used in Rumania.

وو

SOUTH AFRICA

See reply under Question 1, ante. p. 18.

SPAIN

2. The general definitions suggested by the Questionnaire for the Draft Convention are accepted, but it should be observed that in the case of navigating and engineer officers in charge of watches the definition might be made clearer by indicating that they are navigating the ship or running its engines during their period of watch, as the general responsibility for the running of the ship or its engines rests exclusively on the master or chief engineer.

SWEDEN

2. As regards the definitions referred to in this question, the only observation to be made is that these definitions, except those affecting the master and the chief engineer, should be formulated in such a way that they apply exclusively to officers in charge of a watch.

YUGOSLAVIA

2. The reply is in the affirmative.

Question 3.

Minor exceptions as regards vessels.

3. Do you consider that it should be left open to national laws or regulations to provide for minor exceptions on such grounds as, for example, type of vessel and tonnage? If so, what proposals do you make ?

AUSTRALIA

3. It is considered that exceptions should be a matter for consideration of the respective administrations in connec tion with the qualifications and the number of officers to be carried in different classes of ships, conditions to be governed by the type and size of ship and trade engaged in.

It will be appreciated that exceptions applied in any one country would not be suitable for application in other countries. the type of ship and trade engaged in differing to a great extent. some countries having extensive coastlines whilst others have comparatively short stretches of coast: but it is considered that in the larger types of vessels, engaged in foreign trade or on long coastal voyages, the general principle of carrying three certificated navigating officers in addition to the Master, and three certificated engineer officers in addition to the Chief Engineer, should be observed.

Requirements with regard to the smaller vessels engaging in short coastal voyages could be varied by the local adminis- tration in accordance with local conditions, and with due regard to safety and commercial aspects.

The position of vessels subject to Australian law is set out in paragraph VI of the statement forwarded to the International Labour Office under cover of a letter from the Prime Minister dated 6th March, 1929 1. The classification of ships there shown is suggested as suitable for adoption internationally.

BELGIUM

3. It is not desirable to recommend that it should be left open by the Draft Convention to national laws or regulations to provide for exceptions on the grounds of the type and

1 For a summary of the main contents of this statement ef., under Australia, the Grey Report on minimum of professional capacity submitted to the XIIIth. Session of the Conference, pp. 11-13.