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Key Facts: Mediatore Marittimo Exam

6/10

Pass Mark for the Oral Qualifying Examination (Ex Sezione Ordinaria)

D.P.R. 4 gennaio 1973, n. 66, art. 10; CCIAA Genova exam notice

7/10

Pass Mark for the Special-Section Oral Examination

D.P.R. 4 gennaio 1973, n. 66, art. 11; CCIAA Genova exam notice

8 hours

Maximum Total Duration of the Two Special-Section Written Papers

CCIAA Genova exam notice (D.P.R. 66/1973 programme)

EUR 258.23

Statutory Deposit (Cauzione) for the Ordinary Section

Legge 12 marzo 1968, n. 478, art. 23

1968

Year the Italian Shipbroker Profession Was Regulated by Statute

Legge 12 marzo 1968, n. 478

Italy's mediatore marittimo qualification is examined by the Chambers of Commerce: an oral test (pass 6/10) for the activity itself, and two written papers plus an oral (pass 7/10) for the special section of the Ruolo. This is an independent English-language MCQ study bank for those subjects, not an official-format simulation.

Sample Mediatore Marittimo Practice Questions

Try these sample questions to review concepts for the Mediatore Marittimo exam. Each question includes a detailed explanation. Start the interactive quiz above for the full 100+ question experience with AI tutoring.

1In a standard voyage charterparty, what are the fundamental legal requirements that a vessel must satisfy before the Master can validly tender a Notice of Readiness (NOR)?
A.The vessel must be an arrived ship at the agreed destination, legally ready in all cargo compartments, and physically capable of receiving or discharging cargo.
B.The vessel must be anchored inside port limits, have completed bunker replenishment, and have all crew shore passes cleared by port authorities.
C.The vessel must be alongside the working berth, have stevedore gangs onboard, and have commenced unlashing or opening hatch covers.
D.The vessel must have entered the territorial waters of the discharge nation and received confirmed customs clearance from inland customs offices.
Explanation: Under established maritime doctrine and standard charterparties (e.g. BIMCO Gencon 1994 Clause 6), a valid Notice of Readiness (NOR) requires that the vessel is an 'arrived ship' under the charter terms (within the port or at the designated berth) and is in a state of physical and legal readiness to load or discharge immediately (including clean holds, hatch covers operational, and necessary health and customs clearances unless otherwise agreed by WIBON or WIFPON clauses).
2Which legal principle is expressed by the traditional maritime maxim 'Once on demurrage, always on demurrage'?
A.Once demurrage starts accruing, the agreed freight rate is permanently doubled for all remaining legs of the chartered voyage.
B.Unless expressly provided otherwise in the charterparty, once laytime expires and demurrage begins, time runs continuously without applying laytime exceptions.
C.When a vessel enters demurrage at the loading port, the charterer forfeits all laytime allowances allocated for the discharging port automatically.
D.Demurrage claims cannot be disputed by charterers once an initial partial settlement has been tendered to the disponent owner.
Explanation: The common law maxim 'once on demurrage, always on demurrage' reflects the principle that once the agreed laytime has expired and the charterer is in breach by holding the vessel, demurrage runs continuously (24 hours a day, including weekends and holidays) unless the charterparty contains clear and unambiguous language extending specific exceptions to the demurrage period.
3In voyage chartering, how is despatch money (premio di acceleramento) typically structured in relation to the demurrage rate?
A.Despatch is payable at double the demurrage rate and accrues only when loading operations are completed within the first 24 hours.
B.Despatch is paid at an identical daily rate to demurrage, calculated exclusively on working days that were affected by bad weather.
C.Despatch is customarily agreed at 50% (half) of the demurrage rate, calculated either on all working time saved or all time saved.
D.Despatch is fixed as a lump-sum discount of 10% deducted directly from the gross ocean freight invoiced upon bill of lading issuance.
Explanation: In commercial maritime practice, despatch money is customarily agreed at half the demurrage rate ('despatch half demurrage'). It represents an incentive payment by the shipowner to the charterer for completing cargo operations ahead of the stipulated laytime, calculated on 'laytime saved' (working time saved) or 'all time saved' (calendar time saved).
4In a voyage charterparty with a berth charter provision, what is the precise legal function of inserting the abbreviation 'WIBON' (Whether In Berth Or Not)?
A.It guarantees that the charterer will pay all towage and mooring fees regardless of whether a tugboat is actually employed during berthing.
B.It exempts the shipowner from having to obtain customs clearance or entry into free pratique prior to presenting the vessel for inspection.
C.It converts the voyage charter into a bareboat demise contract if the berth remains congested for more than fourteen running calendar days.
D.It allows the shipowner to tender Notice of Readiness and commence laytime even if the vessel is prevented from reaching the berth due to port congestion.
Explanation: In a berth charterparty, the vessel must ordinarily reach the designated berth to become an 'arrived ship'. The insertion of 'WIBON' (Whether In Berth Or Not) shifts the risk of berth congestion to the charterer by permitting the Master to tender a valid NOR upon reaching the customary waiting anchorage within the port, provided berthing is delayed solely by unavailability of the berth.
5What is the defining characteristic that distinguishes a bareboat (demise) charterparty (locazione a scafo nudo) from a time charterparty (noleggio a tempo)?
A.Possession and full nautical control of the ship pass to the charterer, who appoints the Master and employs the crew as the disponent operator.
B.The registered owner retains operational command of the crew while the charterer pays only for fuel, port dues, and canal transit tolls.
C.The charterer pays freight strictly on the metric tonnage of cargo discharged at the final destination port rather than a daily hire rate.
D.The vessel is leased exclusively for a single round voyage with laytime and demurrage provisions governing port turnaround times.
Explanation: Under a bareboat (demise) charter (governed internationally by BIMCO Barecon and in Italy by Articles 376–383 Codice della Navigazione on locazione a scafo nudo), the owner surrenders possession and nautical control. The charterer acts as the ship's operator (armatore), hiring the Master and crew and bearing all operational and nautical expenses. In a time charter, the owner retains possession and nautical management through its own crew.
6Under Clause 15 of the BIMCO/ASBA New York Produce Exchange (NYPE 93) standard time charterparty, what event triggers an off-hire period?
A.The charterer's failure to pay hire punctually in advance into the shipowner's designated banking institution.
B.Loss of time exceeding that specified from breakdown of machinery, deficiency of crew, drydocking, or detention by average accidents.
C.Unfavorable sea currents that cause the vessel's speed to drop below the warranty figures under calm sea conditions.
D.Delays caused by stevedore strikes organized specifically by local labor unions at the charterer's designated loading berth.
Explanation: Under Clause 15 (Off-Hire Clause) of NYPE 93, hire ceases to be payable for the time lost in the event of loss of time from deficiency of men or stores, fire, breakdown or damages to hull, machinery or equipment, grounding, detention by average accidents to ship or cargo, drydocking, or by any other cause preventing the full working of the vessel.
7Under Clause 2 (Owner's Responsibility Clause) of the BIMCO Gencon 1994 voyage charterparty, what is the standard of liability imposed on the shipowner for cargo loss, damage, or delay?
A.The shipowner is strictly liable as an absolute insurer for all cargo losses occurring between the loading manifold and discharge hook.
B.The shipowner is liable only if the cargo loss was caused directly by willful misconduct or gross negligence of the port stevedoring company.
C.The shipowner is liable only if loss, damage, or delay is caused by personal want of due diligence by the owner or manager, or personal act or default.
D.The shipowner is completely exempt from all cargo damage, delegating all legal claims directly to the hull and machinery insurance underwriters.
Explanation: Gencon Clause 2 is famous for its very protective regime for the shipowner. It states that the Owner shall only be liable for loss of or damage to the goods or delay if caused by personal want of due diligence on the part of the Owner or Manager to make the vessel in all respects seaworthy, or by personal act or default of the Owner or Manager (not the Master or crew's negligence).
8What right does the 'Cancelling Clause' (clausola di cancello) in a voyage or time charterparty grant to the charterer?
A.The right to arrest the vessel in the nearest international jurisdiction if bunker fuel prices increase significantly before loading.
B.The right to substitute the cargo commodity without adjusting the agreed freight rate or obtaining the shipowner's prior consent.
C.The unilateral right to reduce the agreed demurrage rate by 50% if the vessel arrives within 48 hours following the cancelling date.
D.The option to cancel the charterparty if the vessel has not tendered a valid Notice of Readiness by the agreed cancelling date and time.
Explanation: The Cancelling Clause (e.g., Gencon 1994 Clause 9, NYPE 93 Clause 16) provides that if the vessel is not ready to load (or delivered) on or before the agreed cancelling date (cancelling date / laycan deadline), the charterers have the contractual option to cancel the charterparty without prejudice to any claim for damages if breach is established.
9Under Clause 8 (Employment and Agency) of the NYPE time charterparty, what is the division of responsibility regarding cargo operations?
A.The Master is under the orders and directions of the charterers as regards employment and agency, and charterers shall load, stow, and trim the cargo at their expense under the supervision of the Master.
B.The shipowner assumes full financial liability for all stevedoring costs while the charterer directs the navigational route through international straits.
C.The charterer employs the crew and navigators directly, relieving the registered owner of all maritime safety obligations during cargo handling.
D.The Master acts exclusively on behalf of the cargo receivers, with all port agency disbursements debited to the classification society.
Explanation: Clause 8 of NYPE provides that 'The Master shall be under the orders and directions of the Charterers as regards employment and agency; and Charterers are to perform all cargo handling, load, stow, trim, tally, and discharge the cargo at their expense under the supervision of the Master.' Nautical command remains with the owner, while commercial employment is directed by charterers.
10According to the landmark common law decision in The Eastern City (1958), which definition correctly describes a 'safe port'?
A.A port that maintains armed naval escorts and comprehensive ballistic defense systems against piracy and terrorist threats at all times.
B.A port that the vessel can reach, use, and return from without, in the absence of an abnormal occurrence, being exposed to danger that cannot be avoided by good seamanship.
C.A port where the local port authority guarantees immediate berthing without entering an anchorage or experiencing tidal draft limitations.
D.A port that provides full waiver of general average contributions and complete exemption from port pilotage dues for foreign vessels.
Explanation: In Leeds Shipping Co v. Société Française Bunge (The Eastern City) [1958], Sellers LJ established the classic definition: 'A port will not be safe unless, in the relevant period of time, the particular ship can reach it, use it and return from it without, in the absence of some abnormal occurrence, being exposed to danger which cannot be avoided by good navigation and seamanship.'

About the Mediatore Marittimo Exam

The Italian qualifying examination for maritime brokers is held by the coastal Chambers of Commerce under Legge 12 marzo 1968, n. 478 and D.P.R. 4 gennaio 1973, n. 66. Passing it entitles the candidate to practise mediation in the construction, sale, hire and charter of ships and in contracts for the carriage of goods by sea; a further examination is required for the special section of the Ruolo, whose members may exercise public offices such as presiding over public auctions of ships. The syllabus runs from the Civil Code rules on mediation and the Codice della Navigazione through charterparties and transport documents, marine insurance and maritime averages, port operations and the auxiliaries of maritime traffic, to political and economic geography and technical commercial English. The official examination is conducted in Italian and is oral, or written-and-oral for the special section; OpenExamPrep publishes an independent 100-question English-language multiple-choice study bank for the same subject matter, which is a study aid rather than an official translation or a simulation of the examination format.

Exam sponsor: Camere di Commercio, Industria, Artigianato e Agricoltura (CCIAA) holding a Ruolo dei Mediatori Marittimi. The requirements and fees below concern the certification or admission exam, separate from our free practice resources.

Assessment

Qualifying examination for the activity of maritime mediation (ex sezione ordinaria), under Article 9 of Legge 478/1968 and Article 10 of D.P.R. 66/1973: one oral, mainly practical, interview before the Chamber commission, covering the twelve statutory subjects from Civil Code mediation rules to practical commercial English. Examination for the special section of the Ruolo, under Article 10 of Legge 478/1968 and Article 11 of D.P.R. 66/1973: written paper 1 on maritime law and the contractual terms used in chartering and in the sale and purchase of ships; written paper 2 on the drafting of contracts (the two papers together lasting no more than eight hours); then an oral covering all the ordinary-section subjects plus shipping-company costs, forced execution and precautionary measures, commodity knowledge and stowage, the tax treatment and registration of ship utilisation contracts, and arbitration clauses.

Time Limit

Special-section written stage: eight hours maximum for both papers together. Oral examinations have no published fixed duration.

Passing Score

Ordinary-section oral: at least 6/10. Special section: average of at least 7/10 in the two written papers with not less than 6/10 in each to be admitted to the oral, and not less than 7/10 in the oral.

Exam / Certification Fees

Secretariat fee set by each Chamber of Commerce (EUR 77.00 in the Camera di Commercio di Genova 2026 notice) plus stamp duty; registration in the ordinary section also requires the EUR 258.23 statutory deposit under Article 23 of Legge 478/1968.

Exam sponsor website

Fees, eligibility, and exam policies can change. Confirm them with the exam sponsor before applying or paying.

Official sources

Our practice resources: topics covered

We aim to reflect publicly available exam outlines and topic information in our study resources. Coverage, format, and difficulty may differ from the actual exam, and we cannot guarantee that every detail is accurate or current. Confirm exam requirements, fees, and policies with the official exam sponsor.

30%

Maritime Contracts & Charterparties

Standard charterparties (Gencon, NYPE, Barecon), laytime terms, demurrage and despatch calculations, notice of readiness, and freight agreements.

25%

Codice della Navigazione & Carriage of Goods

Vessel ownership, maritime liens and mortgages, bills of lading, carrier responsibilities, Hague-Visby liability regimes, and multimodal transport.

20%

Marine Insurance & General Average

York-Antwerp Rules 2016, general average sacrifice and expenditure, P&I Clubs, hull and machinery cover, and average adjustment.

15%

Shipbroker Regulation, Port Services & Maritime Auxiliaries

Legge 478/1968 and D.P.R. 66/1973, the Ruolo and its two sections, incompatibility, deposit and disciplinary sanctions, the broker's commission under the Civil Code, port services and the functions of maritime traffic auxiliaries.

10%

Naval Technology, Cargo Stowage & Maritime Geography

Ship types, cargo stowage factors, vessel dimensions and drafts, international maritime chokepoints, and commercial shipping routes.

Preparing for the Mediatore Marittimo Exam

What You Need to Know

  • Passing score: Ordinary-section oral: at least 6/10. Special section: average of at least 7/10 in the two written papers with not less than 6/10 in each to be admitted to the oral, and not less than 7/10 in the oral.
  • Assessment: Qualifying examination for the activity of maritime mediation (ex sezione ordinaria), under Article 9 of Legge 478/1968 and Article 10 of D.P.R. 66/1973: one oral, mainly practical, interview before the Chamber commission, covering the twelve statutory subjects from Civil Code mediation rules to practical commercial English. Examination for the special section of the Ruolo, under Article 10 of Legge 478/1968 and Article 11 of D.P.R. 66/1973: written paper 1 on maritime law and the contractual terms used in chartering and in the sale and purchase of ships; written paper 2 on the drafting of contracts (the two papers together lasting no more than eight hours); then an oral covering all the ordinary-section subjects plus shipping-company costs, forced execution and precautionary measures, commodity knowledge and stowage, the tax treatment and registration of ship utilisation contracts, and arbitration clauses.
  • Time limit: Special-section written stage: eight hours maximum for both papers together. Oral examinations have no published fixed duration.
  • Exam / certification fees: Secretariat fee set by each Chamber of Commerce (EUR 77.00 in the Camera di Commercio di Genova 2026 notice) plus stamp duty; registration in the ordinary section also requires the EUR 258.23 statutory deposit under Article 23 of Legge 478/1968. Official sources

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Mediatore Marittimo: Suggested Study Strategy

1Work through the statutory subject list in the Chamber of Commerce notice one item at a time: it is the actual syllabus, from Civil Code mediation rules to political and economic geography and technical English.
2Master the standard clauses of the BIMCO Gencon and NYPE forms, in particular laytime, demurrage and despatch, the cancelling clause, off-hire and the cesser and lien clauses.
3Know the Codice della Navigazione provisions on maritime liens (privilegi) and mortgages (ipoteche), the ranking between them, and the one-year extinction period.
4Memorise the elements of general average under Rule A of the York-Antwerp Rules: an extraordinary sacrifice or expenditure, intentionally and reasonably made, for the common safety in a common maritime adventure.
5Build a working glossary of fixture abbreviations in both languages (SHINC, SHEX, WIBON, WIPON, laycan, FIOST, deadfreight or falso nolo) because the oral tests the English technical terms directly.

Frequently Asked Questions

What is the function of the Ruolo dei Mediatori Marittimi in Italy?

The Ruolo, established by Legge 478/1968 and kept by designated Chambers of Commerce, is the statutory register for maritime brokers. Since D.Lgs. 59/2010 the activity itself is started by SCIA after passing the qualifying examination, while the special section of the Ruolo remains the register of brokers authorised to exercise public offices.

What are the pass marks for the examination?

The oral examination for the activity (ex sezione ordinaria) is passed with at least six-tenths. For the special section, a candidate reaches the oral with an average of at least seven-tenths in the two written papers and not less than six-tenths in each, and passes the oral with not less than seven-tenths.

What is the difference between the ordinary and the special section?

The ordinary-section qualification covers brokerage in the construction, sale, hire and charter of ships and in contracts of carriage. The special section is reserved for brokers authorised to exercise public offices, which under Article 6 of Legge 478/1968 include presiding over public auctions for those contracts and other tasks assigned by the Civil Code or by special laws.

Is English tested in the examination?

Yes. Practical knowledge of English, and in particular of the technical terms used in each institution studied, is one of the statutory oral subjects. The written papers for the special section are on maritime law and contractual terms and on the drafting of contracts, and the examination as a whole is conducted in Italian.

Are OpenExamPrep questions official CCIAA examination questions?

No. This is an independent English-language multiple-choice study bank built from the statutory subject programme, the Codice della Navigazione, standard charter forms and international conventions. The official examination is oral, or written and oral for the special section, and is conducted in Italian, so these questions are a study aid and not a format simulation or an official translation.