Australia

Ships carrying cargo must communicate the impending arrival report, actual arrival report and cargo reports to Customs electronically. All goods intended to be unloaded from the ship or remaining on board must be reported.

Ships not carrying cargo may report information manually or electronically to Customs.

Shipping representatives or Agents in Australia can also assist with how to meet electronic reporting obligations determined by Customs legislation.

The following forms should be lodged with Customs, via Agent, 96 hours (unless advised below) before vessel’s arrival. It is recommended that forms are submitted to Agent as soon as possible, but no later than 5 days before arrival:

To be presented to Customs on arrival:

Penalties for non-compliance with Australia's border legislation can be severe. If there are any doubts whether goods on board require a permit or special conditions, vessel is advised to contact the Customs Information and Support Centre.

Temporary Imports:  Commercial goods brought into Australia with the intention of being sold are subject to the normal rates of duty and tax where applicable.

Transshipments:  Goods being transshipped through Australia must be reported on a cargo report. Customs will allocate a transaction number for the transshipped goods. Number will be acquitted after the consignment is exported and will be used on the export manifest to reconcile the two movements.

Pre-Arrival - Vessel Reporting:  Customs Form 13 (Ship Pre-Arrival Report):  The operator (shipping line or Master) is required to report, to Customs, the impending arrival of the ship, minimum 96 hours before the vessel's ETA. Required to complete a risk assessment of all vessels arriving in Australia. This information is also passed to Customs partner agencies to allow for further risk assessment and compliance with other Commonwealth requirements.

If passage from a place outside Australia is likely to take less than 96 hours:

At this time the ship must also report its arrival through the Customs Integrated Cargo System (ICS). For further ICS information refer to Customs website http://www.customs.gov.au

When reporting, vessels should note:

This report is to be made to the local Customs office at the port where the vessel intends to arrive and may be submitted by hand, fax or email.

Penalty provisions apply for failure to comply with the reporting requirements.

Agents can assist Customs boarding officers to attend a vessel promptly, by keeping their local Customs office advised of changes to the vessel's ETA.

Customs Form 3B (Crew Report):  Under Section 64ACB of the Customs Act 1901 , the operator (shipping line or Master) of a ship must communicate to Customs a report of all crew who will be on board the ship at the time of its arrival at port. This report is required a minimum of 96 hours before arrival at the port, or where the journey is expected to take less then 96 hours then the same timetable as used for vessel reporting applies. This is to be notified using approved Customs Form 3B, Crew Report' . Customs required this information to complete an appropriate risk assessment of all vessels arriving in Australia. This information is also passed to Customs partner agencies to allow for further risk assessment and compliance with other Commonwealth requirements.

Where Customs conduct their pre-arrival checks and determine that there are reported crew that do not appear to have an appropriate visa, this information will be reported back to the ship's Agent. This information will also be forwarded to DIAC for their consideration. As crew would normally still be outside Australia at his stage, the opportunity exists for Agents to re-check crew bio-data if they believe the crew do in fact have visas or possibly arrange for a visa application to be made. There bio-data may be found to have been in error the Form 3B can be resubmitted to Customs with corrected data.

In relation to this reporting requirement, the following should be noted:

From 1 July 2007, Customs introduced a revised Form 3B, Crew Report' . The revised form includes the following changes:

Customs Form 2A & 2B (Passenger Report):  Under Section 64ACA of the Customs Act 1901 , the operator (shipping line or Master) of a ship must communicate to Customs a report of all passengers who will be on board the ship at the time of its arrival at port. This report is required a minimum of 96 hours before arrival at the port, or where the journey is expected to take less then 96 hours then the same timetable as used for vessel reporting applies. This is to be notified using two approved Customs Forms 2A–1, Passenger Report (Face Sheet)' , and 2B–1, Passenger Report' . Customs require this information to complete an appropriate risk assessment of all vessels arriving in Australia. This information is also passed to Customs partner agencies to allow for further risk assessment and compliance with other Commonwealth requirements.

Vessel Arrival – Customs Requirements:  Crew and passengers on vessels arriving in Australia are required to meet a number of requirements. Specifically, under the Migration Act 1958 , all crew and passengers are required to be present for Immigration clearance. Customs Seaports staff have the appropriate authorisation and delegations to undertake the Immigration clearance function on behalf of DIAC.

Immigration Clearance:  Under the Migration Act (S.172) all crew and passengers entering Australia are required to be present for Immigration Clearance on arrival. Any person arriving in Australia, and who departs a vessel (port limits) before being Immigration cleared, is deemed to have bypassed Immigration Clearance. Persons who have bypassed Immigration Clearance may become subject to certain actions by Customs or Immigration that may result in them becoming unlawful and subject to Immigration compliance action (e.g. Visa may be ceased, may be subjected to restriction on board the vessel, etc).

A ship is deemed to have arrived under the Customs Act 1901, when it is secured within a Customs S.15 port (or at a place subject to a Customs S.58 permission). Secured means when the vessel has dropped its anchor (if it goes to anchorage) or when it is made all-fast (last-line) at a berth.

All crew and passengers entering Australia are required to be present for Immigration clearance on arrival. Customs will normally complete Immigration clearance at the time the vessel arrives at the berth at its first port of arrival in Australia, however, this may also occur en route from the last overseas port (eg. when Customs joins a cruise ship for its voyage to Australia), or at a subsequent port (eg. where Customs do not board at the vessel's first port of arrival). In some cases Customs may also provide Immigration clearance for a vessel without actually boarding the vessel. Crew and passengers arriving on vessels into Australia must satisfy the following requirements to be Immigration cleared.

Foreign crew who fail to meet the above requirements may be restricted on board vessel and, additionally, the operator, Master, charterer and Agent may also be liable for an infringement notice up to AUD5,000 for each person who is refused Immigration clearance.

Regardless of whether or not crew have been Immigration cleared on arrival, under S.225 of the Migration Act 1958, at any point during its voyage in Australia, Customs may require the Master of a vessel to muster the crew of the vessel in their presence. This requirement extends to crew producing their relevant identity documents (i.e. passport). For this reason, it is recommended that all crew passports be held securely by the Master of the vessel during its voyage in Australia, and crew not allowed to take personal possession of their passports. For identification purposes ashore, it is recommended that crew use some form of photographic identification, other than the passport (e.g. photocopy of passport bio page, Seaman's Book, company ID Card, etc.).

Customs Form B523 (Seaports Immigration):  It is important that the crew and passengers of vessels arriving in Australia are aware of their status and in particular whether or not they have been cleared by Immigration. Immigration Clearance Advice can be issued by Customs as follows:

Agents/Masters will be advised as soon as possible of any change in status of a crew member by DIAC or Customs.

Customs Form B522 (Seaports – Notification of Sign-On):  Form must be submitted (by hand, fax or email) to the local Customs office 24 hours before the expected sign-on taking place. Failure to submit the form, 24 hours in advance may result in delays in Customs attendance for sign-on or delays during Customs sign-on processing. Where Agents/Masters receive notice less than 24 hours before a crew change-taking place, it is expected that they will provide this form to the local Customs office as soon as possible and provide a reason for the late notice.

The form includes the following data:

After providing this form to Customs, Agents/Masters will still need to make contact with the local Customs office to determine where and when the actual sign-on processing activity will occur. The sign-on processing may occur on board the vessel, at Customs House or some other location as advised by Customs.

It should be noted that for crew to sign on a vessel, the vessel must have arrived in Australia (eg. be in a Customs S.15 port, be at an Australian Resource Installation, etc.). Crew attempting to sign on a vessel that has not yet arrived in Australia (i.e. before its first port arrival) or after it has departed Australia (i.e. after its last port departure), are to be treated as passengers, and are ineligible to utilise their MCV to be considered lawful in Australia. Agents/Masters are to utilise the same form to advise Customs of `sign-ons' occurring under these circumstance. Where crew do join a vessel before its arrival in Australia, and the vessel then arrives in Australia - they will be outwards cleared as a passenger when joining the vessel and then cleared inwards as crew when the vessel eventually arrives.

Crew sign-ons to a vessel that is between ports in Australia can be approved subject to Master/Agents obtaining relevant permissions from the local Customs office.

Where crew are awaiting a sign-on to a vessel in Australia and are currently on a short-term visa (transit visa 3–5 days) and there are concerns that they may not sign on to vessel before the expiry of their period of stay, it is important that advice is sought from Customs or DIAC to determine options for extending that period of stay for those crew.

Customs Form B521 (Seaports – Notification of Sign-Off):  Form contains certain bio-data details of crew wishing to sign off. It shall be submitted (by hand, fax or email) to the local Customs office 24 hours before the expected sign-off taking place. Failure to do so may result in delays in Customs attendance for sign-off or processing.

When Agents/Masters receive notice less than 24 hours before a crew change taking place, it is expected that they will provide this form to the local Customs office as soon as possible and provide a reason for the late notice.

The form includes the following data:

After providing this form to Customs, Agents/Masters will still need to make contact with the local Customs office to determine where and when the actual sign-off processing activity will occur. The sign-off processing may occur on board the vessel, at Customs House or some other location as advised by Customs.

It should be noted that for crew to sign off a vessel, the vessel must have arrived in Australia (eg. be in a customs S.15 port, be at an Australian Resource Installation, etc). Crew attempting to sign off a vessel that has not yet arrived in Australia (i.e. before its first port arrival) or after it has departed Australia (i.e. after its last port departure), are to be treated as passengers, and are ineligible to utilise their MCV to be considered lawful in Australia (i.e. they need a visa other than the MCV to be lawful). Agents/Masters are to utilise the same form to advise Customs of sign-offs occurring under these circumstances. Where crew do depart a vessel before its arrival in Australia, they are to be removed from the inwards Crew List - they will be inwards cleared as passenger when they arrive in Australia.

Crew sign-offs from a vessel that is between ports in Australia can be approved subject to Master/Agents obtaining relevant permissions from the local Customs office.

Where crew have signed off a vessel and their departure from Australia (or sign on to another vessel) is delayed, it is important that advice is sought from DIAC or Customs on how they may be able to extend their sign-off period to avoid becoming unlawful.

Medivacs and Distressed Seafarers:  Crew required to be medivaced from vessels into Australia are generally eligible to utilise their MCV to enter and remain in Australia. Agents/Masters are to advise their local Customs office of medivacs as soon as they become aware of them. Depending on the circumstance, sign-off processing may or may not occur at the location where the crew arrive in Australia. The local Customs office will normally request a Form B521 (Seaports Notification of Sign-Off) be supplied so they have a record of the relevant details relating to the medivaced crew.

Depending on their transportation arrangements, distressed seafarers may be treated like medivacs or as passengers. Agents/Masters are to advise their local Customs office of distressed seafarer arrivals as soon as they become aware of them. The local Customs office will advise appropriate reporting arrangements on a case-by-case basis.

Deserters:  There are generally two situations whereby crew are considered to have deserted their vessel:

Where a Master/Agent suspects that a crew member has deserted a vessel, this is to be reported immediately to Customs.

Customs will liaise with DIAC to take appropriate action in relation to suspected deserters. It should be noted that under S.228 of the Migration Act 1958 , Masters are obliged to report to Customs the details of any crew that are absent from their vessel at the time of its departure from a port.

Form 25 (Report of Absent Members of Crew):  On departing a port in Australia, the Master must report to Customs, any crew member who was on board the vessel on arrival at that port but is absent, with or without leave, when the vessel departs from that port. This does not include crew who have signed off. Failure to report absent crew could result in a fine of AUD4,000.

Imported Vessels:  Immigration policy states that upon a vessel's importation (arrival and Customs import entry), all foreign crew are regarded as having signed off the vessel. Crew signed off will have 5 days to depart the country, sign on to another non-military ship as crew or utilise another visa to remain in Australia (e.g. business visa, tourist visa, etc.). Customs will require a completed B521 Seaports-Notification of Sign-Off form, listing all crew members signing off the vessel where a vessel is to be imported.

Exported Vessels:  Immigration policy states that, upon a vessel's exportation (departure and Customs export entry), all foreign crew are regarded as having signed on the vessel. Crew signed on will be subject to the same processing arrangements as normal sign-on crew. Customs will require a completed B522 Seaports-Notification of Sign-On form, listing all crew members signing on the vessel where a vessel is to be exported. They will also require a Customs Form 3B Crew Report of all persons on board the vessel at the time of its departure.

Contacts:  Customs:  Tel: +61 1300 363 263, +61 (2) 6275 6666 (International). information@customs.gov.au http://www.customs.gov.au

Immigration:  Tel: +61 1300 368 970 (Entry Operations Centre 24 hours). Fax: +61 1300 368 422 (Entry Operations Centre 24 hours). http://www.immi.gov.au/sea/

Currency:  Australian Transaction Reports and Analysis Centre (AUSTRAC) require that travellers entering or leaving Australia must, if asked by a Customs or police officer, disclose whether they are carrying bearer negotiable instruments (BNIs). BNIs include travellers cheques, cheques, money orders, postal orders or promissory notes. The separate requirement for travellers to declare that they are carrying AUD10,000 cash or more (or foreign currency equivalent) in or out of Australia still applies.

Certificates and Documents:  The following certificates and documents should also be made available for inspection on arrival:

The Master and crew are advised that Australian Customs will not permit the vessel to land any items unless prior approval has been sought and given.

Quarantine Pre-Arrival Report for Vessels (Pratique):  This form must be provided to Department of Agriculture, via Maritime National Coordination Centre (MNCC), no more than 96 hours and no less than 12 hours before the vessel's arrival at the first Australian port. DAFF must be notified immediately if the current status of the vessel (relating to questions on this form) changes at any time. Giving false or misleading information is a serious offence. T: +61 (8) 8201 6185. MaritimeNCC@daff.gov.au

Ship's Particulars for Vessel's First Port of Call in Australia: 

Quarantine Pre-Arrival Information:  (In the spaces provided below answer the following questions and tick ❑)

Declaration:  I declare that the Master of the above-mentioned vessel has provided the information within this AQIS form.

Note:  AQIS requirements at http://www.aqis.gov.au/shipping

``Australia'' includes Christmas Island and the Cocos Islands, however, due to the differences in quarantine status of the Australian mainland, Christmas Island and Cocos Islands, all vessels travelling between Australia, Christmas Island and or/ Cocos Islands and between Christmas Island and Cocos Islands must submit a new QPAR.

``Vessel'' includes overseas vessels, installations and overseas installations. Declarations are to be held on board the vessel for a minimum of 2 years and must be presented for inspection by a Quarantine Officer, on request, at any Australian port. The granting of quarantine clearance to a vessel does not release its cargo from being subject to quarantine.

Goods require separate clearance. AQIS may reply by fax unless you state otherwise (Electronic Transactions Act 1999).

Form 006. Date of Effect 12 September 2007.

Permission to Visit Non-Proclaimed Ports:  At the ports where AQIS has no active presence, vessels are to apply for permission 10 days before their scheduled arrival (form 20AA). For ports such as Cape Flattery, the application should be sent more than 10 days in advance.

Application will be accessed on a case by case basis. Vessel will be required to cover all costs for the duration of the quarantine officer's visit.

Entering Australian Non-Proclaimed Port as First Port of Entry. Tel: +61 (2) 6272 3276. seaports@aqis.gov.au

Application for 20AA Permission to Enter an Australian Non-Proclaimed First Port of Entry And/or Subsequent Port of Call:  Must be submitted no less than 10 working days before arrival in Australia.

Department of Agriculture, Fisheries and Forestry (DAFF):  Document to guide Agents and vessel operators intending to land in Australia, and applies to vessels of LOA 25.0 m. and greater. It outlines the AQIS requirements for vessel clearance in accordance with Australian Government legislation.

http://www.daff.gov.au/aqis/avm/vessels/guidelines-over25

Document guiding operators of vessels of LOA less than 25.0 m. intending to arrive in Australia. It outlines the AQIS requirements for vessel clearances in accordance with Australian Government legislation. http://www.daff.gov.au/aqis/avm/vessels/guidelines-under25

DAFF – AQIS National Office:  Australian Quarantine and Inspection Service, GPO Box 858, Canberra ACT 2601, Australia. Tel: +61 (2) 6272 3933, 1800 803 006 (Redline). pr@aqis.gov.au http://www.aqis.gov.au

Regional Offices: 

Department of Infrastructure, Transport, Regional Development and Local Government. http://www.infrastructure.gov.au

Also see " Identification Cards".

The following apply:

Compulsory Pilotage:  The Inner Route of the Great Barrier Reef between Cape York (Lat. 10° 41′ S) and Cairns (Lat. 16° 40′ S), Torres Strait, and also Hydrographers Passage, has been declared a Compulsory Pilotage District. All vessels 70 m. or more in length and all loaded oil tankers, chemical carriers and liquefied gas carriers, regardless of length, are required to use the services of a licensed Pilot. The compulsory pilotage areas are rigorously monitored by the Authorities.

IMO Recommendation on Pilotage:  The attention of Shipmasters is drawn to the IMO Recommendation A(710) on pilotage in Torres Strait and the Great North East Channel.

The Torres Strait Pilotage Area is bounded on the south by the line of Lat. 10° 41′ S, and on the north by Australia's EEZ, and divided into the following two parts:

Torres Strait Pilotage Area A is bounded by Long. 141° 50′ E and 142° 05′ E.

Torres Strait Pilotage Area B is bounded by Long. 142° 05′ E and 143° 24′ E.

Also see " Report" dated April 2010.

Pilot Boarding:  Vessels requiring a Pilot are to arrange for the Pilot to board at the following locations:

Eastbound vessels of draft of 8 m. or more: Booby Island Lat. 10° 36′ S, Long. 141° 50′ E.

Eastbound vessels of draft less than 8m.: Goods Island Lat. 10° 34′ S, Long. 142° 04′ E.

Westbound vessels: Dalrymple Island Lat. 09° 34′ S, Long. 143° 24′ E.

Masters of eastbound vessels with a draft of less than 8 m. can request the services of a Pilot from Booby Island if they wish to do so.

Charts:  Vessels embarking a Pilot for a transit of Torres Strait must carry the following Australian charts fully corrected to the latest Notices to Mariners: Aus 289, 292, 293, 296, 839 and 840.

Australian Reef Pilots Pty Ltd:  Pilotage arranged through Australian Reef Pilots Pty Ltd. Initial contact shall be made, where possible, at least ten days in advance in order to allow for the relevant arrangements and formalities to be completed. Pilot assistance will be provided for vessel's transit of Hydrographer's Passage, Diamond Islets and Jomard Entrance. Northbound and southbound vessels, Pilot transfer will take place at Torlesse boarding ground, (Lat. 10° 46′ S, Long. 152° 13′ E). Pilot transfer will be by launch rather than helicopter.

The initial message must include IMO number/call-sign, required boarding ground, ETA (UTC +10 hrs), draft, destination, and speed through water.

Pilot will be on board vessel for approx. 50 hours while sailing between Papua New Guinea and Australia. As such, Australian Customs and Immigration require Pilot's details be added to Crew List as a supernumerary at least 24 hours before arrival or departure. Australian Reef Pilots will provide Pilot's details in advance. Tel: +61 (7) 3666 2660. Mobile: +61 4138 78792. operations@reefpilots.com.au

There is currently no change to the pilotage arrangements offered by Hydro Pilots and Torres Pilots.

Pilotage Providers:  Australian Reef Pilots Pty Ltd and Torres Pilots are licensed by AMSA to provide pilotage through the Torres Strait.

Australian Reef Pilots Pty Ltd, PO Box 826, Brisbane, Qld 4001. Tel: +61 (7) 3666 2660. Fax: +61 (7) 3666 2666. Tlx: 51 9407 6260 ARPB G. operations@reefpilots.com.au http://www.reefpilots.com.au Contact: Alan Maffina, General Manager.

Torres Pilots, PO Box 674, Bulimba, Queensland 4171, Australia. Tel: +61 (7) 3217 9544 (24 hrs.). Fax: +61 (7) 3217 9722. operations@torrespilots.com.au

Hydrographers Passage:  Hydro Pilots, PO Box 4018, South Mackay, QLD 4740, Australia. Tel: +61 (7) 4944 0455. F: +61 (7) 4944 0755. Tlx: AA48105 HPILOT. Voicemail: +61 (7) 4944 0455. hydropilots@hydropilots.com.au Contact: Captain James HC London, Director.

Under-Keel Clearance:  Reliance on Charts and Predicted Tides: 

Also see " Torres Strait".

Prior to arrival, all vessels greater than LOA 25 m. arriving in Australia, Christmas Island or the Cocos Island from overseas, or which have been in contact with overseas vessels or sea installations, are required to submit a Quarantine Pre-Arrival Report (QPAR) form to the DAFF Maritime National Coordination Centre. QPAR must be submitted to AQIS at the First Port of Call no more than 96 and no less than 12 hours before vessel's ETA in Australia, Christmas Island or the Cocos Island. Form usually submitted by the Agent on behalf of the Master, and by announcing the planned arrival of the vessel or installation, signals the start of Quarantine Clearance.

DAFF shall be notified immediately if the current status of the vessel changes at any time. If the QPAR is not provided, a Non-Granting of Pratique form will be issued and DAFF will meet vessels on arrival. When quarantine clearance for a vessel has been granted, the vessel should proceed directly to the berth, if available, and as soon as possible after vessel's arrival at the berth, a Quarantine officer will board the vessel and carry out an inspection.

Inspection time can be reduced if vessels follow the guidelines provided within the DAFF requirements for bonding/seizure of stores derived from foot and mouth disease countries on overseas vessels arriving in Australian waters document. Vessels that intend to enter an Australian non-proclaimed port as their first port of call or subsequent port of call must apply for permission to enter that port under section 20AA or s33 of the Quarantine Act 1908.

Applications are to be made on an application for permission to enter an Australian non-proclaimed first port of entry and/or subsequent port of call form, and submitted to DAFF at least 10 days before the intended date of arrival.

Further information, including a list of proclaimed ports, is available in the guidelines to entering a non-proclaimed port. Additional requirements apply for cruise, livestock and passenger vessels.

Contact DAFF. http://www.daff.gov.au/publications/quarantine_and_exports/shipping

Australian Waters Reporting:  Under the AUSREP system all Australian and foreign vessels from arrival at first port until departure from the last port, must report at least once every 24 hours, a position report and destination, to the Australian Coastal Surveillance Centre, Canberra (ACSC), who are responsible for the Australian SAR area. In the event of a report not being made, SAR operations will begin within 24 hours of a missed report. Although not mandatory until first port of arrival, foreign vessels would find it in their best interests to inform Canberra of their arrival in Australian waters and their departure therefrom.

Participation in AUSREP is mandatory for certain ships, but other commercial ships visiting Australia or transiting Australian waters are encouraged to participate voluntarily.

Operator:  Australian Maritime Safety Authority (RCC Australia), GPO Box 2181, Canberra, ACT 2601, Australia. Tel: +61 (2) 6230 6880. Fax: +61 (2) 6230 6868. http://www.amsa.gov.au

Coverage:  Area of coverage for AUSREP and for the Australian Maritime Search and Rescue Region (SRR) are identical.

Co-ordinates of this area are:

The coast of the Antarctic continent in Long. 075° E thence

Lat. 06° 00′ S, Long. 075° 00′ E.

Lat. 02° 00′ S, Long. 078° 00′ E.

Lat. 02° 00′ S, Long. 092° 00′ E.

Lat. 12° 00′ S, Long. 107° 00′ E.

Lat. 12° 00′ S, Long. 123° 20′ E.

Lat. 09° 20′ S, Long. 126° 50′ E.

Lat. 07° 00′ S, Long. 135° 00′ E.

Lat. 09° 50′ S, Long. 139° 40′ E.

Lat. 09° 50′ S, Long. 141° 00′ E.

Lat. 09° 37′ S, Long. 141° 01′ 06″ E.

Lat. 09° 08′ S, Long. 143° 53′ E.

Lat. 09° 24′ S, Long. 144° 13′ E.

Lat. 12° 00′ S, Long. 144° 00′ E.

Lat. 12° 00′ S, Long. 155° 00′ E.

Lat. 14° 00′ S, Long. 155° 00′ E.

Lat. 14° 00′ S, Long. 161° 15′ E.

Lat. 17° 40′ S, Long. 163° 00′ E.

thence to the coast of the Antarctic continent in Long. 163° 00′ E.

Mandatory Reporting Requirements:  The Commonwealth of Australia Navigation Act 1912 (Division 14 Part IV) makes participation in AUSREP mandatory for certain ships.

Voluntary Participation:  Ships participating in AUSREP will have their positions plotted for search and rescue reasons. Not only does this enable the RCC to maintain a positive SAR watch on the ship, but also allows for ships in the vicinity of search and rescue incidents to be recognised. To assist AMSA in achieving its purpose, Masters are strongly encouraged to report to AUSREP voluntarily even where it is not mandated. Such participation will enhance the safety of reporting ships and that of others operating in the Australian SRR.

Small Craft AUSREP:  Small craft may use AUSREP provided:

Position reports must be sent via Inmarsat or via the AMSA HF DSC network that will allow vessels to report directly to RCC Australia.

REEFVTS:  The Great Barrier Reef and Torres Strait Ship Reporting System (REEFREP) was established as a mandatory ship reporting system under the International Convention for the Safety of Life at Sea (SOLAS Regulation V/11). REEFREP was formally adopted by the IMO's Maritime Safety Committee in Resolution MSC.52(66), and later amended by Resolutions MSC.161(78) and MSC.315(88).

Australia's Navigation Act 1912 gives the general power to make regulations to implement SOLAS (s191) and the related power to make Australian Marine Orders (S425(1AA)). The laws about mandatory ship reporting are based on these powers.

Marine Orders Part 56 (REEFREP) states that ships which are required to report to REEFVTS must do so whether they are voyaging overseas, between states or within one state.

REEFVTS manages and operates REEFREP.

Interaction:  Ships transiting through the Great Barrier Reef and the Torres Strait must report to REEFVTS.

Where the ship advises it is an AUSREP reporter, then regular position reports are automatically forwarded to RCC Australia. When the vessel departs the REEFVTS area, the Master should revert to reporting directly to RCC Australia. Ships participating in AUSREP will continue to be polled whilst transiting the REEFVTS area.

When a ship departs a port within the REEFVTS area, and intends to report to AUSREP upon exiting the REEFVTS area, a Sailing Plan should be sent to RCC Australia within 2 hours of departure from the port.

If the vessel is an AUSREP reporter and arriving at a port within the REEFVTS area, the Master should advise REEFVTS that it is the Final Report for REEFVTS and AUSREP. REEFVTS will pass this information automatically onto AUSREP on the ship's behalf.

Procedures for reporting to REEFVTS are provided in the Great Barrier Reef and Torres Strait Vessel Traffic Service User Guide available from AMSA and Maritime Safety Queensland offices.

Communications with RCC Australia:  Primary Communications:  Ships participating in AUSREP are required to provide several reports:

Primary means of communication for reporting purposes:

Note:  If Inmarsat C reports are not sent using SAC 1243 via 212 or 312, it is likely that the messages will not be received by RCC Australia, and charges will apply to the ship.

While reporting to AUSREP, Masters should ensure that the ships Inmarsat-C equipment remains active in the Login mode at all times. Masters of ships being polled as the method of position reporting will still be required to send Sailing Plans, Deviation Reports and Final Reports, so that the system integrity is maintained. Masters are asked not to send manual position reports unless polling is unavailable or they are directed by RCC Australia to do so. Polling is the required method of position reporting when participating in AUSREP.

Masters are required to set up their Inmarsat-C terminals address book with the new Special Access Code (SAC) 1243 via Perth LES 212 (Pacific Ocean) or 312 (Indian Ocean). When setting up the address book entry for sending to SAC 1243, ASCII, 7-bit or IA5 needs to be selected for data presentation or character code.

Alternative Communications:  If for any reason communications are not possible via Inmarsat-C or via the AMSA HF DSC station, the required information must be passed by alternative means to RCC Australia using one of the following:

Contact details for RCC Australia are:

Masters are reminded that the AUSREP system is a positive SAR system, and any unreported deviations from the Sailing Plan will be investigated.

Ship Reporting Obligations:  AUSREP Reporting:  The following reports must be provided to AUSREP:

Defects, Damage, Deficiencies or Other Limitations:  Masters should advise RCC Australia, or the Reef Centre (if in the REEFVTS area) by using the Special Report types when:

When making reports about the likelihood of a discharge, Masters should take into account the sea and wind state, and also traffic density in the area at the time and place of the incident.

Report Formats:  The Sailing Plan, Position Reports, Deviation Reports and Final Reports should all be sent using selected standard IMO message format fields.

Reporting Codes: 

Sailing Plan (SP):  SP contains information necessary to initiate a plot and gives an outline of the intended passage. The AUSREP SP should be sent up to 24 hours before leaving an Australian port or entering the AUSREP area, or within 2 hours of leaving port, or crossing the AUSREP boundary. If the ship does not sail or cross the boundary within 2 hours of sending the SP, the original SP must be cancelled and another sent within 2 hours of the revised sailing time.

SP shall contain the mandatory fields A, F, H, K, L, M, N, U and V. Additional fields G, I, Q, R, X and Y should be added if applicable.

Joining Polling:  By inserting the word POLL in section N of the SP, a Master indicates his ship is available to be polled using Inmarsat-C. Masters should not send Position Reports if polling is being used. The inclusion of POLL in the SP authorises the download of a Data Network Identifier (DNID) to the ships Inmarsat-C terminal that allows RCC Australia to poll the ship''s position.

Masters will still be required to enter the word POLL in the SP for any voyage where polling is available. Masters must provide the number of the Inmarsat-C terminal to be polled in section M of the SP. Masters are asked to use the same terminal each time they are polled for AUSREP.

The DNID may remain in the ships terminal, but the ship will only be polled using that DNID while active in AUSREP. Because Inmarsat-C polling uses a rectangular area that extends slightly beyond the AUSREP area, Masters may find that their ship continues to be polled even though they are outside the designated AUSREP area. This happens particularly to the north and NE of the area. The additional polling is not referenced or stored once a Final Report is received from the ship.

Position Reports (PR):  Inmarsat-C polling is mandatory for ships participating in AUSREP. Masters should not send PRs manually whilst the ship is being polled. All costs associated with Inmarsat-C polling are borne by AMSA.

PRs should only be sent where Inmarsat C polling is not available, or when RCC Australia directs a Master to do so. Where required, PRs should be sent at a convenient time from 2200–0800 hrs. UTC as nominated by the Master. Interval between reports must not exceed 24 hours.

AUSREP PRs are processed automatically by RCC Australia. Automatic processing is efficient, but an operator may not always see the message. If a Master has additional important safety information that requires the immediate attention of an operator, the information should be entered into Field X of a PR preceded by the word ALERT. This will send the message to an operator for action. Only use ALERT to identify important safety information for immediate action.

Masters are reminded that fax or email are not suitable for AUSREP PRs.

RCC Australia cannot keep a SAR watch for ships that do not use GMDSS communications at sea (Inmarsat C or HF DSC).

PR shall contain mandatory A, B, C, E, F and N. Additional fields X and Y should be added if applicable.

The information contained in the PR will be used by RCC Australia to update the plot. The PR must reflect the position of the ship at the time of the report. Masters should always ensure that the date/time of next report is appropriate for the ship's time and location on the following day. Speed must be the anticipated speed until the next report time.

ETA for the next Australian port or AUSREP area boundary must be confirmed in the last PR of the voyage. It should also be amended in any report whenever the Master is aware of a revised ETA. If relying on Inmarsat C polling, and the Master becomes aware that there is a revised ETA for the next port or for exiting the AUSREP area boundary, a Deviation Report (DR) should be sent to notify RCC Australia.

Ships Not Intending to Send Position Reports (NOREP):  All ships must report at least daily when sailing between Australian ports. Foreign ships departing an Australian port for overseas need not send position reports outbound. Masters are asked to consider continuing reporting via polling to assist with SAR planning and response.

If the Master of a foreign ship departing on an overseas voyage from an Australian port does not intend sending AUSREP position reports, an SP must be sent to RCC Australia and include the word NOREP in place of the date/time of next report in format field N. Amplifying remarks may be included in field X if required.

Under this option, RCC Australia will not undertake any positive checks regarding the ship's safety. A NOREP ship must comply with the mandatory requirements of REEFREP should the ship enter the Great Barrier Reef and Torres Strait area.

Deviation Reports (DR):  DR shall be sent when a ship is more than 2 hours steaming from the position that would be predicted from the last PR or SP.

A DR can also be sent when any other voyage details are altered. The mandatory fields for a DR are: A, B, C, N and X. Additional fields should be included where applicable. The reason for the deviation should be included in Field X.

Final Reports (FR):  FR should be sent:

Note:  When a ship approaches an Australian destination and arrives at a position where VHF contact is made with the local harbour authority or pilot station, which under normal circumstances is within 2 hours steaming of the pilotage, an FR is to be sent to RCC Australia. Under no circumstances should an FR be sent more than 2 hours before arrival. Alternatively, if the arrival is outside radio watch keeping hours for the port, the FR may be phoned to RCC Australia immediately after berthing, but no later than 2 hours after arrival. If it is known that the ship is to anchor or berth where telephone facilities are not available, then the FR should be sent to RCC Australia via Inmarsat-C or HF DSC.

Mandatory fields for an FR are A and K.

Masters must ensure that an FR is always sent to RCC Australia to prevent unnecessary SAR action and a waste of valuable resources.

Dangerous Goods Reports (DG):  When an incident takes place involving the loss or likely loss overboard of packaged dangerous goods, including those in freight containers, potable tanks, road and rail vehicles and shipborne barges, into the sea.

The primary report should contain message format fields A, B, C, M, Q, R, S, T, U of the standard reporting format. If the condition of the ship is such that there is danger of further loss of packaged dangerous goods into the sea, fields P and Q of the standard reporting format should be reported.

Harmful Substances Reports (HS):  When an incident takes place involving the discharge or probable discharge of oil (Annex I of MARPOL 73/78) or noxious liquid substances in bulk (Annex II of MARPOL 73/78).

In the case of actual discharge, the primary report should contain message format fields A, B, C, E, F, L, M, N, Q, R, S, T, U, X of the standard reporting format.

In the case of probable discharge, field B should also be included.

The Master of a ship engaged in an operation to render assistance or undertake salvage work should report, as far as practicable, format fields A, B, C, E, F, L, M, N, P, Q, R, S, T, U and X.

Marine Pollutants Reports (MP):  In the case of loss or likely loss overboard of harmful substances in packaged form including those in freight containers, portable tanks, road and rail vehicles and shipborne barges, identified in the International Maritime Dangerous Goods Code as marine pollutants (Annex III of MARPOL 73/78).

In the case of actual discharges, the primary report should contain message format fields A, B, C, M, Q, R, S, T, U, X of the standard reporting format. In the case of probable discharge, field P should also be included.

Overdue AUSREP Reports:  AUSREP is a positive reporting system. If a PR or FR is not received by RCC Australia within 2 hours of the expected time, action is taken to ascertain the ship's whereabouts and confirm the safety of its crew.

What if a Report Cannot be Sent:  If for any reason a Master is unable to send a PR or FR, they should ensure that an attempt is made to pass a message through another ship or harbour or other shore authority as appropriate.

Action Taken by RCC Australia in the Event of an Overdue Report:  Action taken by RCC Australia, if report is not received as expected, will depend upon prevailing circumstances, but will generally include:

By the time 21 hours have elapsed, search planning will be in progress, and details of the ship included in NAVAREA X and facsimile weather broadcasts via VMC and VMW.

By the time the report is 24 hours overdue, positive SAR action will have been started to locate the ship. This action may include the launching of search aircraft.

Note:  The resources available for an air search decrease with distance from an Australian base.

Reports to AMVER:  While participating in AUSREP, Masters may also wish their reports to be forwarded for inclusion in the AMVER system operated by the United States Coast Guard. The words PASS TO AMVER should be added to format field Y of the Sailing Plan to indicate this requirement. The letters in the word AMVER must not be separated by spaces as this may disrupt the computer processing of the message.

RCC Australia will only forward AMVER reports to the US Coast Guard while a ship is active in the AUSREP system. Masters of ships outside the AUSREP area should make reports to AMVER by email addressed to amvermsg@amver.org or transmit Inmarsat-C message through TELENOR using Aussaguel LES (321) when in the Indian Ocean Region and Santa Paula LES (201) when in the Pacific Ocean Region to ensure the reports are received by AMVER.

Reports to Other Reporting Systems:  Reports from ships to other reporting systems (JASREP, etc.) will not be forwarded by RCC Australia. Ships are requested to pass these reports direct.

Assisting Ships:  Master of any ship engaged in, or requested to engage in, an operation to render assistance or undertake salvage should report, as far as practicable, fields A, B, C, E, F, L, M, N, P, Q, R, S, T, U, X of the standard reporting format.

REEFVTS:  VTS reporting system in place for sensitive sea areas on the NE and east coasts of Australia.

Operator:  Townsville Operations Centre. Tel: +61 (7) 4726 3428, 1300 721 293. Fax: +61 (7) 4721 0633. reefvts@vtm.qld.gov.au

Manager, REEFVTS, c/o Maritime Safety Queensland, GPO Box 2595, Brisbane Qld 4001, Australia. reefvts@amsa.gov.au http://www.amsa.gov.au

Coverage:  From the Torres Straits in the north to near Bundaberg in the south. Detailed information on the REEFVTS area can be found on AUS Charts No. 490, 4620 and 4635.

Area defined by:

Compulsory Reporting:  The following categories of ships must report to REEFVTS:

Voluntary Reporting:  Other vessels transiting the REEFVTS area may report on a voluntary basis.

Warships, Naval Auxiliaries and Government Ships:  SOLAS Regulation V/11 does not apply to any warship, naval auxiliary, or any ship owned or operated by government; however SOLAS does state that such ships are encouraged to participate in ship reporting systems.

Failure to Report:  Any Master, or Officer of the watch at the time, who fails to follow the required reporting procedures, or who deliberately transmits information which is incorrect, false or misleading, will have committed an offence, and may be fined if convicted.

Mandatory Reporting Requirements:  A ship must send the following reports to REEFVTS:

Additional reports which must be sent to REEFVTS include:

Reporting Codes: 

Pre-Entry Report (PER):  Forward at least 2 hours before entering the REEFVTS Area or departing from a port within the REEFVTS Area giving codes ID, A, B, C, H, K, M.

Entry Report (ER):  Immediately on entry to the REEFVTS Area or departing from a port within the REEFVTS Area giving codes ID, A, B, C, F, J, K, L, O, P, Q, U, X.

Route Plan Report (RP):  Give route plan details either as standard route plan, reporting points or way points.

Standard Route Plan:  Standard Route Plan send to REEFVTS with ER giving codes ID, A, B, C, F, K, L.

Reporting Points:  Give the following information for a route plan report using reporting points. First sent in with ER giving codes ID, A, B, C, F, K, L.

Waypoints:  Give the following information for a route plan report using reporting points. First sent in with ER giving codes ID, A, B, C, F, K, L.

Final Report (FR):  Give the following information for a Final Report. Immediately on exiting the REEFVTS Area, or arriving at a port in the REEFVTS Area, giving codes ID, A, B, C.

Route Deviation Report (DR):  If ship deviates from Route Plan which was sent to REEFVTS, this information should be reported to REEFVTS before the deviation is made. However, in situations where a deviation is made without much warning, a report should be sent to REEFVTS as soon as possible.

Intermediate Position Reports (IP):  Where REEFVTS advises that the ship's position is being tracked by sensors, then intermediate position reports at the mandatory reporting points are not required. If the ship's position is not being tracked by sensors, then a brief position report must be given as advised by REEFVTS, giving codes ID, A, B, C, F.

Note:  Make sure that the ship's Inmarsat-C terminal is logged into the Pacific Ocean Region (POR).

Defect Report (IR):  Immediately if a ship suffers damage, failure or breakdown which affects the ship's safety, pollution occurs or special reports as defined by IMO for incidents involving Dangerous Goods (DG), Harmful Substances (HS) or Marine Pollutants (MP), vessel shall advise REEFVTS, giving codes ID, A, B, C, F, Q, R, X.

Services Provided:  REEFVTS provides both information services and navigational assistance services in the REEFVTS Area. If a ship encounters any hazard which is not already included in Maritime Safety Information (for example, a faulty navigational aid), it should advise REEFVTS.

Information Services:  REEFVTS provides two types of information services to ships in the REEFVTS Area: ship traffic information and maritime safety information.

Ship Traffic Information (STI): REEFVTS predicts ship encounters and sends this information to individual ships as Ship Traffic Information (STI), usually through Inmarsat-C messaging.

REEFVTS advises individual ships of STI:

There is no general broadcast of STI.

When a ship enters the REEFVTS Area, a ship will receive STI about predicted ship encounters and Maritime Safety Information for the next 6 hours of its transit. The STI lists the ship, the time and the location of the predicted encounter.

New or Changed Traffic Information: REEFVTS monitors the transit of a ship to identify any significant changes to the traffic information previously given. If there is new or changed traffic information, REEFVTS gives the ship updated traffic information for the next 6 hours, listing the predicted encounters as either:

Traffic Information Updates: When a ship has transited the REEFVTS Area for a period of 4–6 hours (depending on a ship's speed), and there has been no new or changed traffic information, REEFVTS gives the ship updated traffic information for the next 6 hours.

This update will also indicate if there are no predicted ship encounters for the next 6 hours. A ship may contact REEFVTS at any time to ask for an STI update.

Receiving Ship Traffic information: REEFVTS gives STI in one of two ways:

Maritime Safety Information (MSI):  REEFVTS gives ships MSI that is relevant to their location and intended movement. If a ship encounters any hazard that may affect the navigational safety of other ships, it should contact REEFVTS.

MSI is sent to ships with the STI. MSI is also given in broadcasts from RCC Australia in the form of navigational warnings (AusCoast Warnings).

Navigational Assistance Services (NAS):  REEFVTS has information which may help decision-making on board a ship, REEFVTS may contact that ship. REEFVTS may contact a ship if it believes that the ship is heading into shallow water or deviating from a planned route. However, the Master remains responsible for the safe navigation of the ship at all times and should not rely on the availability of Navigational Assistance from REEFVTS.

Communication with REEFVTS:  All communications are in English using the IMO's Standard Marine Communication Phrases.

Means of Communication:

Compulsory Pilotage Areas in the REEFVTS Area:  Under Australian law, ``regulated ships'' must carry a licensed Pilot in Torres Strait and sections of the Great Barrier Reef. Pilots are licensed by the Australian Maritime Safety Authority.

The areas where a Pilot is required, see ``Compulsory Pilotage Plan''. A regulated ship includes ships LOA 70 m. or more and all loaded oil tankers, chemical tankers and liquefied gas carriers, except Defence Force vessels.

A Pilot is also required for a tug and tow if either the towing vessel or the vessel being towed has LOA 70 m. or more, regardless of the length of tow.

Great Barrier Reef – Inner Route:  All regulated ships must carry a licensed Pilot when they are transiting through:

Torres Strait – Great North Eastern Channel:  All regulated ships draft 8.0 m. or more must have a licensed Pilot on board when they are transiting Torres Strait Compulsory Pilotage Area A (bounded by the Long. 141° 50′ E – 142° 05′ E).

All regulated ships of any draft must have a licensed Pilot on board when they are transiting Torres Strait Pilotage Area B (bounded by Long. 142° 05′ E – 143° 24′ E).

Torres Strait – Under-Keel Clearance Management (UKCM):  Australian Maritime Safety Authority is introducing an UKCM system. When implemented, it is intended that the system will be compulsory for all regulated ships with draft 8.0 m. or more. The Pilot will create a transit plan, operate the system and monitor compliance with minimum UKC rules.

REEFVTS will monitor the transit against the plan and provide relevant information to the ship as required. The UKCM system is expected to be fully operational in 2012.

Designated Shipping Areas in the Great Barrier Reef Marine Park:  The Great Barrier Reef Marine Park Authority has put in place Designated Shipping Areas and General Use Zones within the Great Barrier Reef Marine Park as part of the Great Barrier Reef Marine Park Zoning Plan. Ship operators need a permit from the Great Barrier Reef Marine Park Authority (GBRMPA) to navigate outside the Designated Shipping Areas and General Use Zones. A penalty of up to AUD5,500,000 currently applies if a ship is navigated outside the Designated Shipping Areas and the General Use Zones without written permission from the GBRMPA.

For further information from GBRMPA Tel: +61 (7) 4750 0700. info@gbrmpa.gov.au http://www.gbrmpa.gov.au

Standard Route Plans:  Inner Route:  There are three standard route plans for transiting the REEFVTS area by the inner route between Booby and Sandy Cape. The route plan applies in either direction of the transit and also applies to any portion of the inner route.

The standard route plan should be communicated to REEFVTS by stating:

For example, a ship plans to transit the inner route, moderate draft route via Varzin Passage (rather than using the standard route via Gannet Passage). This should be communicated to REEFVTS as ``Inner Route, Moderate Via Varzin''.

Great North East Channel:  Ships transiting the Great North East Channel enter or exit the REEFVTS area in three main locations. These are Booby, Bramble or Daru.

The standard route plan should be communicated to REEFVTS by stating:

Publications:  More details can be found at http://www.amsa.gov.au/shippingsafety/reefvts or by emailing reefvts@amsa.gov.au

The following is part of Marine Order – Part 32.

5. Bulk Cargo:  Bulk cargo must not be loaded into or unloaded from a cargo space unless means are provided enabling persons to escape from that space in case of emergency.

6. Accesses, Openings, Ladders, Coamings and Passageways: 

6.1 Requirement for Access:  Loading or unloading must not be carried out in a cargo space the depth of which, measured from the level of the uppermost deck of the space to the bottom of the space, exceeds 1.5 m., unless:

6.2 Access to Include Opening and Ladder:  A means of access must:

6.3 Size of Access, Etc.:  An access opening must be:

6.4 Cover to Access to be Capable of Being Secured Open:  A cover or closing appliance fitted to an access opening must be so arranged as to be capable of being secured in the open position.

6.5 Ladders: 

6.5.1 The permanent ladder adjacent to an access opening, must be:

6.5.2 In ships not having a 'tween deck, the uppermost 2.5 m. of a cargo space measured clear of overhead obstructions, and the lowest 6.0 m. may have vertical ladders complying with Appendix 17, provided the vertical extent of the inclined ladder or ladders connecting the vertical ladders is not less than 2.5 m.

6.6 Shaft Tunnels:  Shaft tunnels passing through cargo holds must be provided with ladders or steps at each end of the hold so that persons may cross the tunnels easily and safely.

6.7 Two Means of Access to be Provided in Certain Ships:  A cargo space in a ship built on or after 1 August 1998, other than a ship used exclusively as a bulk carrier or as a cellular container ship, must be provided with at least two  means of access. Where possible, these should be arranged diagonally within the hold, separated as far apart longitudinally, and as far apart athwartships, as possible. One such means of access must be maintained in compliance with 6.1 at all times during loading or unloading. A ship built before 1 August 1998 may alternatively comply with 6.2 of Appendix 7 of Issue 1 of this part.

6.8 Bulk Carrier Accesses: 

6.8.1 In a bulk carrier, a cargo space requiring personnel access for the purpose of loading or unloading must be provided with:

6.8.2 The second means of access referred to in 6.8.1(b):

6.9 Access in Cellular Container Ships:  In a cellular container ship, only one means of access to a cargo space is required. This may utilise lengths of staggered vertical ladder complying with 2 of Appendix 17 fitted between adjacent transverse webs or stringers that serve as working platforms or passageways within the cargo space, provided that:

6.10 Coamings: 

6.10.1 Where a coaming exceeding 450 mm. in height above the deck surface is fitted to an access opening, steps, cleats or rungs must be fitted inside the coaming to form a continuation of the access ladder:

6.10.2 Where a coaming exceeds 900 mm. in height above the deck, steps or cleats must be provided outside the coaming suitable for use by a person climbing over the coaming to enter or leave the hatch.

Grain Cargoes:  Guidelines for Grain Cleanliness Surveys:  On arrival, a vessel fixed to load grain must have holds clean, dry and free from residues of previous cargoes, free from insect infestation, and be in all respects ready to load. Surveyors from the Australian Maritime Safety Authority (AMSA), and the Australian Quarantine Inspection Service (AQIS) will board, together with charterers' and other surveyors to check the condition of the ship.

Ships' crews cannot be used to clean holds after arrival, so every opportunity must be taken to prepare the holds at a previous port, or en route, to avoid the use of costly Australian labour.

Essential Preparation for Loading:  Special attention should be paid to the removal of all loose scale and rubbish, and the cleanliness of other obstructions, including underdeck girders and the underside of steel hatch covers, which might harbour insects or the remnants of previous cargoes. Scale should be removed by high pressure water jets or chipping and scraping. If jets are used to remove scale, or areas chipped and scraped are painted over, ample time must be allowed for water to dry or paint fumes to disperse completely. Loose scale or previous cargo residues must not be painted over.

AMSA surveyors will pay particular attention, in addition to the stability requirements, to the satisfactory operation of hold bilges, and will require each section to be tested to demonstrate its efficiency. Following a satisfactory test, each bilge well should have its perforated plate cover put in place, with a single layer of burlap over it to prevent grain getting into the bilge well. They will also require hold lighting to be switched off and the fuses removed, to prevent any possibility of the lights being left on and the grain being heated by the lights sufficiently to ignite it.

AQIS surveyors will pay particular attention to residues of previous grain cargoes, and to insect infestation. If such are found, the ship will probably be required to be sprayed or fumigated. The latter will normally require the crew to be accommodated ashore until the vessel is certified safe for them to return. This may be as long as 48 hours.

AMSA surveyors will require to be satisfied that the ship will have sufficient stability to carry the grain safely to her final destination. Form GA, on which the fully detailed calculations should be shown, is available from AMSA offices. This should be completed in detail. Similar forms from other grain exporting countries, such as the National Cargo Bureau's form in the USA, are acceptable in lieu of Form GA. Masters are warned that good quality Australian wheat stows well, and stowage factors considerably below those normally expected are frequently encountered. AMSA surveyors will also require to be satisfied that the ship will not be overstressed during loading or on voyage. If a ship is loading a full cargo at one port, with only one or two slack hatches, there will normally be little difficulty in doing this, and reference to an approved grain loading condition will usually demonstrate compliance with the longitudinal strength requirements. However, when a ship loads at two ports, the requirements may be difficult, and for some ships, impossible, to satisfy. Where doubt exists regarding the stresses that the cargo may place on the ship, surveyors may require detailed calculations to be made.

International Shipping:  Ballast water must be managed to minimise the risk of marine pest introductions. The Australian Quarantine Inspection Service (AQIS) Mandatory Ballast Water requires vessels to manage their ballast water in accordance with AQIS requirements.

Domestic Shipping:  Harbour Master's approval must be obtained before ballast water being discharged within port waters. Such approval may be granted if acceptable to the Department of Fisheries.

Ballast Water:  AQIS deems all salt water from ports and coastal waters outside Australia's territorial sea to present a high risk of introducing exotic marine pests into Australia. The discharge of high-risk ballast water from ships is prohibited anywhere inside Australia's territorial sea.

Ballast water of the following types is deemed by AQIS to be low risk:

Sediments from ballast tanks must not be discharged into Australian waters.

Full Ballast Water Exchange at Sea: 

Sequential exchange (empty/refill) method

Flow through method

Dilution method.

Each method has been tested and demonstrated results achieving the necessary 95% or better volumetric exchange of high risk ballast water. Ballast exchanges must be conducted outside the Australian territorial sea.

It is also recommended that ballast exchanges be conducted as far away as possible from any land mass and in water of least depth 200 m.

Sequential Exchange (Empty/Refill):  Method involves emptying tanks (one or more high risk ballast water at sea before refilling them with clean water from the deep ocean). It is important to ensure that the ballast mix achieved by this method contains no more than 5% high risk ballast water. Not all ships are able to empty ballast tanks at sea due to considerations of stability, stress and sloshing.

Masters should verify that their ship's design parameters for stress, stability and sloshing will not be compromised at any stage of a planned sequential exchange operation. The reduction in positive stability caused by free surface effect in slack tanks during sequential exchanges must be taken into account by mariners using this method.

Flow-Through Method:  At least 300% of a tank's maximum capacity of clean water from the deep ocean must be pumped into each tank to achieve an acceptable 95% volumetric exchange. Even when, at the start of a flow-through operation, a tank is only partially filled with high-risk ballast water, at least 300% of the tank's maximum capacity must still be pumped into the tank to comply with Australian requirements. Capacity is measured from when water begins to flow into a tank. In the case of a tank that is not completely full at the commencement of a flow-through operation, tank's full capacity still starts to be measured from when pumping starts, not from when the tank starts to overflow.

Dilution Method:  Some vessels, mainly tankers, are fitted with extra piping/pumping arrangements. On some of these vessels, ballast may be pumped in through one side of a tank and out through the other side simultaneously (pumping in/pumping out, as opposed to pumping in/simply overflowing out). This type of flushing, using two pumps is acceptable. As for flow-through, at least 300% of each tank's maximum capacity must be flushed through for an acceptable exchange.

Australian State Government Requirements:  AQIS does not regulate the management of ballast water taken up within Australia's territorial sea and domestic ports. Victoria has additional requirements for the management of Australian sourced domestic ballast water which are enforced by the Environment Protection Authority (Victorian State Government) under the Environment Protection Act 1970.

Victoria's requirements regulate the management of ballast water taken up within Australia's territorial sea (12 n.m. off the Australian coast) and within domestic ports. EPA Victoria requires all ships intending to visit a Victorian port to submit a ballast water report form and log detailing the origin of all ballast water on board. No domestic ballast water discharge is permitted in Victorian waters unless approval has been granted from EPA in writing.

If domestic ballast water is intended to be discharged within Victorian waters (12 n.m. off the coast) and ports, it must be managed in accordance with the Victorian requirements which can be viewed and downloaded from the Victorian Environment Protection Authority's (EPA) website http://www.epa.vic.gov.au

EPA Victoria maintains a 24-hour help line for ballast water enquiries. Tel: +61 (3) 9695 2547.

AQIS continues to be responsible for the regulation of foreign sourced ballast water in Victorian ports. For every vessel visiting Australia, it is the Master's responsibility to ascertain if any State/Territory Government ballast water management requirements (over and above the AQIS requirements) need to be met for calls at any and every Australian port on vessel's itinerary.

Contacts:  AQIS Seaports Program:  Tel: +61 (2) 6272 4363 (within Australia), (2) 6272 4363 (international). Mobile: +61 409 604543. Fax: +61 (2) 6272 3276. seaports@aqis.gov.au

AQIS Shipping desk. Tel: +61 (2) 9430 2312. Fax: +61 (8) 9334 1666. aqis.shippingdesk@aqis.gov.au http://www.aqis.gov.au/shipping

Department of Fisheries. Tel: +61 (8) 9482 7333.

Ballast Water Management:  The IMO International Guidelines for Preventing the Introduction of Unwanted Aquatic Organisms and Pathogens from Ships' Ballast Water and Sediment Discharges apply to vessels entering Australian ports. Similar Australian Ballast Water Guidelines also apply for international shipping. Masters should also note that vessels may be subject to inspection by the Australian Quarantine and Inspection Service.

Vessels Less Than 400 G.t. or Coastal Voyages:  The Western Australian Environmental Protection Act 1986 , Environmental Protection (Unauthorised Discharges) Regulations 2004 , apply to vessels less than 400 g.t. or any vessel on Australian coastal voyages. The DEC advises that sewage, treated or otherwise, is presently considered a prohibited discharge and is not permitted in Fremantle Ports' waters.

Vessels are required to report any accidental discharge in contravention of the Environmental Protection (Unauthorised Discharges) Regulations to the DEC and Fremantle Ports.

Oil, Bilge Water and Oily Water:  The maximum penalty in the port of Fremantle for oil pollution is AUD50,000 for individuals and AUD250,000 for a body corporate.

Sediment and Grey Water:  The disposal of sediment and grey water within port limits is prohibited.

Sewage:  Untreated sewage may only be discharged at a distance of more that 12.0 n.m. from the nearest land provided that sewage held in holding tanks is not discharged instantaneously, but at a moderate rate when the ship is proceeding at a speed of not less that 4 knots. Comminuted and disinfected sewage may only be discharged at a distance of more than 3.0 n.m. from the nearest land provided the system meets technical standards set by the IMO.

Treated Sewage:  Effluent from an IMO approved sewage treatment plant may be discharged at any location provided:

The Australian Maritime Safety Authority may board the vessel and inspect the unit and request to sight a copy of certification.

Requirements for Reporting Pollution Incidents: 

1. The International Convention for the Prevention of Pollution from Ships 1973/78 (MARPOL) , Protocol I of the Convention contains comprehensive requirements and recommendations for ship reporting of incidents involving harmful substances. The purpose of these new reporting obligations and guidelines is to enable the Australian Maritime Safety Authority to be informed quickly and more accurately about actual or potential accidental spillages or cargo losses as well as illegal discharges so that immediate action may be taken.

2. Reports must be made when an incident involves:

3. These measures seek to ensure early notification of pollution or threat of pollution. The deciding factor in initiating a report is not so much the distance from the coastline (as in the past) as the possibility of harm to the coastline or territorial sea of a country. Consequently, Australian vessels trading overseas should be aware that a POLREP must be made directly to the Government of any country affected or likely to be affected by a pollution incident.

4. For incidents affecting or likely to affect Australian interests, reports should continue to be made to the Manager, Marine Environment Protection Services in the Australian Maritime Safety Authority through the AusSAR.

Pollution Report: 

5. POLREP to the Manager, Marine Environment Protection Services in the Authority, Canberra:

Harmful Substances Report:  (Oil and noxious liquid substances)

Sections of the ship report form which are inappropriate should be omitted from the report.

Marine Pollutants Report:  (Harmful substances in packaged form)

Also see " Ballast".

Marine Incident Reporting:  A marine incident must be reported to a shipping inspector within 48 hours of the incident, unless there is a reasonable excuse.

The report must be made on the approved form. These forms are also available from Department of Transport. This form is used to report all incidents, no matter the type of ship involved.

The form may be completed with the assistance of a shipping inspector to ensure the information is accurate, unbiased and as reliable as possible. It is important that the form is filled in completely, with the incident described in as much detail as possible. The shipping inspector who receives the form will check to ensure it has been correctly completed.

If the initial report is not made on the approved form, the Owner or Master must make a further report to a shipping inspector on the approved form as soon as possible. The Master would normally report a marine incident but the Owner would report if the Master, for some justifiable reason, was not able to make the report. Each marine incident reported will be investigated by a shipping inspector and the results of the investigation reported in the approved form.

Section 124 of the Transport Operations (Marine Safety) Act 1994 requires ships Masters to assist if a marine incident involves two or more ships. The Master of each ship involved in the marine incident must to the extent that he can do so without danger to his ship or persons on board his ship:

Section 129 of the Transport Operations (Marine Safety) Act 1994 requires the Master of a ship to promptly report dangers to navigation including, an abandoned ship, a damaged aid to navigation, severe weather conditions and so on.

Marine Incident Reporting – AMSA:  Under section 19 of the Transport Safety Investigation Act 2003 any incident involving a ship in Australian waters including:

Must be reported to the Australian Maritime Safety Authority (AMSA) using form 19 incident alert within four hours of the incident occurring. A detailed incident report must be submitted to the Australian Maritime Safety Authority Canberra on AMSA form 19 within 72 hours of the incident occurring.

Reports are to be submitted by Fax: +61 2 6230 6868 or 1800 622 153 or email: Reports@amsa.gov.au

Complete details of these requirements are available on the Australian Maritime Safety Authority website.

Procedures Subsequent to Serious Marine Incidents:  In the case of a vessel grounding, or if structural damage has occurred, the vessel is to be removed to a position of safety. Immediate advice from the Regional Harbour Master should be sought in this instance.

The vessel is to be surveyed by the appropriate authority (Australian Maritime Safety Authority or classification society) to ensure the seaworthiness of the vessel before it leaves port limits.

Port Community Responsibilities:  As a responsible member of the maritime community, any person witnessing an incident which was, or is capable of, becoming an emergency is obliged to report the matter to the Regional Harbour Master's office and/or the emergency response agencies of Police, Fire or Ambulance.

The Australian Maritime Safety Authority requests pilots, and port authority officers and others to notify them of suspected deficiencies on ships.

Date of change may vary by as much as 14 days from state to state (normally late October to early or mid-March).

Department of Transport and Regional Services (DOTARS) requires that any visitors accessing port facilities must have a Maritime Security Identification Card (MSIC). http://www.dotars.gov.au

Regulatory Changes to the Maritime Security Identification Card (MSIC) Scheme:  As of 1 December 2010, the following enhancements to the MSIC scheme took effect:

For further information, please see the MSIC fact sheets at http://www.infrastructure.gov.au

For any enquiries regarding the MSIC scheme, email idsecurity@infrastructure.gov.au

Also see " Documents".

Central East:  Australian Quarantine and Inspection Service, 1 Crewe Place, Rosebery,  NWS 2018, Australia. Tel:  +61 (2) 8334 7447. Fax:  +61 (2) 8334 7517. Contact:  Outports Shipping and Exports Manager. Mobile:  +61 407 355 103.

North East:  Australian Quarantine and Inspection Service, PO Box 1245, Townsville,  QLD 4810, Australia. Tel:  +61 (7) 4789 7813. Fax:  +61 (7) 4789 7821.

South West:  Australian Quarantine and Inspection Service, 9 Fricker Road, Perth Airport,  WA 6105, Australia. Tel:  +61 (8) 9334 1626. Fax:  +61 (8) 9334 1666.

Northern:  Australian Quarantine and Inspection Service, 1 Pederson Road, Marrara,  NT 0812, Australia. Tel:  +61 (8) 8920 7019. Fax:  +61 (8) 8920 7022.