Note: Where available, the PDF/Word icon below is provided to view the complete and fully formatted document
Australian Maritime Safety Authority Act - Australian Maritime Safety Authority - Report - 1993-94

Download PDF Download PDF

Australian Maritime Safety Authority





1993 - 1994

Australian Government Publishing Service Canberra

Front cover: AMSA's newly-commissioned 2600 tonne lightstation tender vessel, Cape Grafton, in Sydney Harbour, NSW.

Back cover: The bridge of the Cape Grafton at night

© Commonwealth of Australia

This w ork is copyright. It may be reproduced in whole or part subject to the inclusion of an acknowledgement of the source and no commercial usage or sale.

Reproduction for the purposes other than those indicated above, requires the written permission of the Australian Government Publishing Service, GPO Box 84, Canberra ACT 2601.

ISSN 1039-0626

Copy/ design/ typeset: Australian Maritime Safety Authority

Cover: AGPS Design

Published for AMSA by Australian Government Publishing Service, Canberra.

The Hon. Laurie Brereton


Australian Maritime Safety Authority Office of the Chairm an

The Hon. Laurie Brereton, MP Minister for Transport Parliament House Canberra 2600

Dear Minister,

On behalf of the Australian Maritime Safety Authority, I have much pleasure in subm itting our Annual Report and Financial Statements for the year ended 30 June, 1994.

Yours sincerely

C W Freeland AO 6 October 1994

Benjamin Offices Belconnen ACT 2616 · PO Box 1108 Belconnen ACT 2616 Telephone: (06) 279 5995 Facsimile: (06) 279 5813


M em bers of the A ustralian M aritim e S afety A uthority

Ms Denise Fleming; Mr Paul Memer; Mr Graham McNaughton, Deputy Chairman; Mr Collin Freeland AO, Chairman; Mr Paul McGrath, Chief Executive; Mr Patrick Geraghty AM; Mr Chris Blower, Corporate Secretary; (inset) Mr Iain Murray, AM.

Mr Teki Dalton completed a three-year term on the AMSA Board on 13 December 1993.

Mr Iain Murray, AM was appointed to the AMSA Board for three years from 8 April 1994.

Mr Patrick Geraghty AM was re-appointed to the AMSA Board for two years from 17 June 1994.


C ontents

Page No.

Chairman's Report 3

Highlights of the Year 4

Financial Snapshot 5

Legislative Background 6

Organisation Chart 7

AMSA's Role, Mission and Organisational Structure 8

Navigational Services 9

Ship and Personnel Safety Services 17

Maritime Safety Services 35

Marine Environm ent Protection Services 45

Strategic Development 57

- Shipping Registration 66

- Marine Crews 68

Corporate Services 71

Freedom of Information 84

Financial Statements 87

A MSA Offices 105

Index 106


Chairm an's Report

In 1993-94, the Australian Maritime Safety Authority continued the sound performance that has characterised the organisation since its establishment on 1 January 1991. During the year, consolidation of the earlier gains made in o p eratin g arrangem ents and financial performance provided outcomes that resulted

in major targets being achieved and the change in corporate culture to a more commercial and custom er orientation was progressed


The AMSA Advisory Committee was created and held three meetings during the year. This committee comprises members representative of customers and other bodies with ongoing interaction with the Authority, including State G overnm ents, the sh ip p in g industry, oil companies, recreational craft organisations, unions, fishing industry, shipbuilding and port authorities. The variety of issues addressed by the committee and the commitment of time of the members confirmed the effectiveness of the initiative. AMSA was fortunate in having Capt. Alan Tait of H ow ard Smith Shipping as Chairman of the committee which provides input directly to the Board of AMSA. The ongoing operation of the Advisory Committee is seen as being highly desirable if AMSA is to more easily keep up with the interests and pressures inherent in a maritime industry which is subject to appreciable change.

Staff In regard to staffing, a number of achievements are worthy of comment. In May, the Authority satisfactorily concluded an AMSA Enterprise Agreement which was ratified by the Industrial Relations Commission. This was the first Commonwealth agency agreement to be subject to the amended Industrial Relations Act and was w idely recognised as confirming the suitability of the enterprise agreement approach in public sector bodies. While a range of matters were agreed, the more significant were in relation to creation of a single AMSA award for shore-based staff, in lieu of the 34 awards that currently exist, and the introduction of a classification structure which is directly relevant to the nature and style of AMSA operations.

The Authority appreciated the cooperation of the staff and the union movement in accepting these initiatives which have considerable potential to

assist in ongoing culture change and improved performance.

As part of the process of ensuring improved accountability and more appropriate conditions of employment, the Authority has recommended to Government that AMS A should be empowered to determine terms and conditions of employment of its staff. There has been general acceptance of this proposal and the Authority would like to see the necessary action completed, including changes to legislation, by early 1995.

During the year, staff numbers declined from 533 to 440, a reduction of 17.4 per cent. It is

encouraging to note that there was no need to consider other than voluntary separation arrangements in spite of the relatively large number of staff involved.

I am pleased to acknowledge the contribution and commitment of AMSA’s staff. AMSA is a people-intensiveorganisationwithmodest capital assets. In these circumstances, the performance of our employees is particularly critical to successful operations. The staff have continued to respond to the ongoing change that permeates AMSA; they have generally accepted the culture differences between a Government Business Enterprise (GBE) and a department of State, and they continually seek opportunities for performance improvement and better customer relations. Their support to management and the Authority is readily and gratefully acknowledged.

Financial The financial outcome for 1993-94 exceeded budget targets. The operating profit after abnormal and extraordinary items was $7.73 million. This figure was reached after provision of a further $1.1 million for voluntary redundancy payments to staff rendered surplus as a result of ongoing rationalisation of services. This profit equates to a return on nett assets at year end of more than 12 per cent (14.06% before abnormal items). This was a particularly pleasing result given that 1993-94 was the first year in which there was no government contribution to the safety regulatory activities of the Authority; the Safety Regulatory Levy, which is applied to commercial shipping in Australian waters, met the full cost of industry safety services.


In accordance with Commonwealth GBE policy, a dividend of $3,065 million was paid to Govern­ ment, as owner. This was 50 per cent of the $6,129 million profit after abnormal and extraordinary items which was achieved in 1992-93.

As a result of the good financial outcome for 1993-94, the Authority has obtained approval for a further reduction in the Navigation Levy which will amount to some $3 million in 1994-95. Taking

the proposed reduction into account, since its establishment AMSA will have reduced annual collection of this levy by some $12 million or 28 per cent.

Operations Recognising the fundam ental objectives of AMSA, the Authority undertook a number of initiatives aimed at ensuring pre-eminence in safety performance within the Authority itself. The target is for AMSA to achieve industry-best performance within a three-year period from 1993-94. An AMSA Safety Policy was introduced and a formal occupational health and safety audit was carried out. These are intended to provide the basis for ongoing improvement that will permeate the whole organisation and which will ensure that staff at all levels are committed to and held accountable for safety performance.

Other specific matters of note include:

• the ongoing effective participation of AMSA in International Maritime Organization (IMO) activities • increased participation in the International

Association of Lighthouse Authorities (IALA), which is the world's navigation body • more effective port State control activity at Australian ports, particularly those involved

with bulk commodity exports • purchase within the cost budget of a new navaids vessel, the Cape Grafton which replaced the previous generation of navaids ships which

were over 30 years old • significant progress in implementing action recommended in the review of the National

Plan to Combat Pollution of the Sea by Oil • continued co-operation with the House of Representatives Standing Committee on Transport, Communications and Infrastruc­

ture in the ongoing monitoring of ship quality and safety in the context of the 'Ships of Shame' report

• assumption by AMSA of responsibility for the regulatory framework associated with pilotage in the Great Barrier Reef area of Queensland.

Ship safety In looking at the quality of international shipping the need for Australia to detain a significant number of sub-standard ships during 1993-94 confirms that improvement in quality has been disappointing. While the more reputable flag States and shipping companies and Australian charterers have improved standards there still exist too many operators who are unwilling or unable to meet international obligations in relation to safety standards. AMSA will continue to ensure through its activity in IMO and through port State control and other related approaches,

that shipping visiting Australia or operating in national w aters m eets acceptable quality standards.

Again I thank my Board colleagues for their commitment and contribution. In particular I would record my appreciation to Teki Dalton who completed his term in December 1993 and welcome the new member, Iain Murray, who was appointed for three years from April 1994.

I am also pleased to acknowledge the support of the responsible Minister, initially Senator Bob Collins and more recently the Hon. Laurie Brereton. The co-operation between the Ministers, their staff and the Board and management of AMSA is greatly appreciated.

The pressures for improved performance in the maritime industry and in the public sector generally confirm the period of sustained challenge that will face AMSA in the years ahead. The Authority will continue to strive to service

the Government, the community and the industry in the most efficient way. We believe that we have succeeded to date and have the capacity to meet the future with confidence.

Collin Freeland AO Chairman


Highlights of the year

• The Authority established the AMSA Advisory Committee to assist in keeping abreast of maritime industry issues and to facilitate consultation on important strategic and operational issues.

• Total revenue for the year of $70.55 million included $33.49 million from the Marine Navigation Levy; $10.96 from the Safety Regulatory Levy; $3.23 from the

Marine Oil Pollution Levy and $14.48 from the Commonwealth for Community Service Obligations (search and rescue, maritime safety communications and sea safety education).

AMSA showed an operational profit of $7.73 million (after abnorm al and extraor­ dinary items) and a dividend of $3.06 million was paid to the Commonwealth Government from the 1992-93 year profit.

• A MSA's new $20 million lightstation tender vessel, Cape Grafton, was con­ structed. The 2600 tonne vessel commenced m arine navigation aids maintenance and operation works in northern Australian waters.

• The trading profit for 1993-94 has allowed AMSA to further reduce costs to the shipping industry. Reductions in the Marine Navigation Levy from 1 July 1994 will lower charges to shipping by some $3

million a year. In 1993-94, the full cost of maritime safety regulatory functions was recovered from the industry. •

• After extensive negotiation with staff and unions, AMSA's enterprise agreement was completed in May. This was the first such agreement approved by the Industrial Relations Commission under new Industrial Relations legislation.

• During the year, AMSA recommended to Government that the Authority employ staff under its own terms and conditions as opposed to employm ent coverage under the Public Service Act. This is expected to be finalised in early 1995.

• AMSA achieved first place in the statutory authority category of the annual report awards judged by the Institute of Public Administration Australia. Notable w as the praise for performance against corporate objectives and the acknowledgement that the 1993 annual report was ' a m odel for authorities to follow for the future'.

• A major maritime industry conference was organised by AMSA in September 1993. The 'Ships of Shame' conference concen­ trated on the serious problems associated with eradicating substandard ships from Australian waters.

• In November, Australia, represented by AMSA, was re-elected to the Council of the International Maritime Organization - the peak global maritime safety body - for a further two years.

• In March, Australia, represented by AMSA, was elected to the governing council of the International Association of Lighthouse Authorities. This will enable Australia to become more involved in global navigation policy and operations.

• On 1 July 1993, AMSA took over from the Queensland Governm ent the responsibil­ ity for safe regulation of marine pilotage in the Great Barrier Reef area of north Queensland.


Financial Snapshot

1991-92 1992 - 93 1993 - 94

$M $M $M


Marine Navigation Levy 40.30 34.70 33.40

Safety Regulatory Levy 2.60 6.10 10.90

Marine Pollution Levy 1.90 1.90 3.20

Community Service Obligation (Commonwealth Funded)

22.30 18.00 14.40

Other Revenue 9.40 9.60 8.65

Total O perating Revenue 76.50 70.30 70.55

Total O perating Expenditure 64.70 60.60 61.72


Operating profit (before abnormal items) 11.79 9.68 8.83

Operating Profit 0.020 6.12 7.73

Total Assets 87.19 92.57 94.99

Total Liabilities 30.67 34.42 32.17

Total C urrent Assets 34.39 31.34 26.86

Total Current Liabilities 6.97 11.00 8.28

Total Equity 56.52 58.15 62.82

Dividend to Commonwealth* 3.00 4.50 3.06

Performance Indicators

D ebt/Equity Ratio 0.34 0.33 0.31

Total Liabilities to Total Equity 0.54 0.59 0.51

Return on Assets 20.88% 16.68% 14.06%

Current Ratio (Current Assets/Current Liabilities) 1.12 2.85 3.24

*The dividend paid relates to the profit of the previous year


Legislative Background

The Australian Maritime Safety Authority Act 1990 (No. 78 of 1990) provided the legislative framework to give effect to the Government's decision, announced on 28 November 1989, to establish a maritime safety authority.

This w as a further element in the reform of A ustralia's shipping and w aterfront industries undertaken by the Commonwealth Government.

The Act came into effect on 22 October 1990 and the Authority commenced operations on 1 January 1991.

The Australian Maritime Safety Authority (AMSA) consists of a Chairperson, Deputy Chairperson, a Chief Executive Officer, a representative from the D epartm ent of Transport and

three other members.

All of the members are appointed by the Minister for terms up to five years.

As at 1 January 1991, most of the powers and functions of the Minister set out in the Navigation

Act 1912, the Shipping Registration Act 1981, the Lighthouses Act 1911 and the Protection of the Sea (Prevention of Pollution from Ships) Act 1983, were legislatively transferred to AMSA.


A ustralian M aritim e S afety A uthority 3 0 June 1 9 9 4


AMSA's role, mission and organisational structure

The Australian Maritime Safety Authority (AMSA) was established in 1991 as a government business enterprise. Its charter is to enhance efficiency in the delivery of safety

and other services to the Australian maritime industry.

Mission Statement AMSA will strive to be a dynamic, responsive and cost-effective business that meets the expectations of customers, government, the community and AMSA employees. It will also strive to be a leader in its field, initiate maritime review and reform and be at the forefront of technological change.

For financial and operational accountability purposes, AMSA is structured into the following six business units reflecting the key areas of operation:

Navigational Services provision of the Australian marine navigation aids network and navigational safety policy

Ship and Personnel Safety Services survey and certification of ships, safety standards, inspection of foreign ships in Australian ports, the safe handling of seaborne cargo and qualifications of seafarers

Maritime Safety Services coordination of marine search and rescue through the Maritime Rescue Coordination Centre, operation of the Australian Ship Reporting System (AUSREP), operation of the Cospas/Sarsat satellite distress system and maritime safety communications

Marine Environment Protection Services provision of a planning and response capability appropriate to the threat of marine pollution from shipping in the Australian region

Under legislation, AMSA coordinates Australia's national and international responsibilities in the above activities.

Strategic Development corporate and strategic planning, the secretariat for Australia's involvement in world maritime forums, legal, public relations/sea safety marketing, ship registration and crews employment services

Corporate Services provision of financial management, staff resources, information systems and property services

Operations AMSA's services are provided, on a cost recovery basis, financed from fee and levy revenue sources and by the Commonwealth Government as a Community Service Obligation (CSO). The latter relates specifically to search and rescue, sea safety education and maritime safety communications.

The head office of AMSA is situated in Canberra, ACT and principal offices are located in Brisbane, Queensland; Sydney, New South Wales; Melbourne, Victoria and Perth, Western Australia (see page 105 for addresses).


Navigational Services

The Australian Maritime Safety Authority provides a

national network of integrated aids to navigational and

traffic management measures, to meet the needs of

commercial shipping for safe navigation and to

contribute to protection of the marine environment.

AMSA's lightstation tender vessel, Cape Grafton off Dent Island lighthouse, QLD.

Lighthouse keeper, Wayne Kelly, at Sugarloaf Point, Seal Rocks, NSW.



• To provide systems, information and services to facilitate the safe and efficient navigation and routeing of shipping.


• provide effective and efficient navigation aids that meet the requirements of clients and the expectations of the Australian community in regard to safety of maritime operations

• provide relevant navigation services information to clients

• maintain the marine navigation levy rate at

the lowest practicable level while still maintaining quality services

• ensure navigational services take into consideration social, environmental and heritage factors

• identify and pursue business opportunities

that complement the operations of the Navigational Services business unit

• w ork effectively w ith other agencies w ith an interest in navigation and related


• provide oversight and advice on practical navigation issues relating to shipping


• ensure proper dissemination and application of pertinent navigational safety policies and guidance arising out of the International Maritime Organization

(IMO), International Hydrographers Organization (IHO) and International Association of Lighthouse Authorities

(IALA) forum s.

• ensure potential threats to safe and efficient navigation of shipping are identified and avoided or reduced to an

acceptable level

• total expenditure per navigational aid

• marine navigation levy rate

• availability and reliability of aids compared with international guidelines

• average num ber of days lost per lost-time injury

• number of lost-time injuries per million hours worked.

• rate of return on capital

• accuracy of revenue forecasts

• achievement of capital program

• achievement of an appropriate level of return on assets employed



Under a 1934 Com m onw ealth/ State agreement, the Com monwealth is responsible for meeting the requirem ents of commercial shipping for safe and efficient coastal navigation, w ith the States being responsible for entry to ports, rivers and approach channel aids to navigation. The States are also responsible for the provision of aids required specifically for fishing vessels and recreational craft.

The business unit concentrated on identifying opportunities for the use of new navigational technologies while continuing to investigate and implement schemes to reduce further the cost of operations. In particular, em phasis is placed on destaffing the remaining staffed lights and m aximising the inherent reliability of solar pow ered lights to reduce maintenance costs. The business unit also was active in tendering for commercial projects.

The Aids To N avigation N etw ork

At 30 June 1994, the netw ork comprised a total of 388 aids consisting o f :

284 unattended lightstations

13 attended lightstations

2 light vessels

32 lighted buoys

8 unlit beacons

14 auxiliary visual aids

30 racons (radar transponder beacons)

4 radio reporting tide gauges

1 Omega navigation system transm itter

Staffing A nd O rg an izatio n

During the reporting year, the business unit completed staffing reviews of technical and office staff requirements.

These reviews enabled a comparison to be m ade between actual staffing levels and those

needed to meet predicted operational require­ ments. The managem ent structure for the business unit was also reviewed and the future profile of the unit was identified The recommendations of these reviews were implemented in A ugust 1993.

N avigational Safety

An outcome of a staffing review conducted during 1992-93 was the introduction of a new maritime section in September 1993. This small unit has carriage of practical safety of navigation issues relating to emerging navigational technology, hydrographic matters and vessel traffic management, including dissemination, application and implementation of pertinent navigational safety policies and guidance arising out of International Maritime Organization (IMO), International Labour Organisation (ILO) and the International Association of Lighthouse Authorities (IALA) forums.

The section continues to focus on its administrative and personnel structure and developing associations w ith industry bodies and maritime administrations. Interest has intensified on em ergent technology, including electronic nautical charts and involvement, through IALA and IMO, w ith the development of new guidelines and regulations on traffic m anagement matters, particularly Vessel Traffic Services (VTS) and mandatory Ship Reporting Systems.

A well attended VTS seminar held in Brisbane in late March, and major involvement in the IMO Drafting Group on Ships' Routeing and Ship Reporting Systems were significant achievements during the year. New technology electronic charting equipm ent has also been procured and installed in AMSA's lightstation tender vessel Cape Grafton and in head office to assist in training, research and

development tasks.


Lightstation Destaffing Program

Following consultation with light keepers and their staff associations, a four-year program was developed in 1991 to destaff the remaining 25 manned lightstations, based on application of voluntary redundancy pack­ ages. In the past year, lightstations were destaffed at Point Perpendicular (NSW),

Cape Otway (Vic), Gabo Island (Vic) and Eddystone Point (Tas).

In most cases, lightstation property will be offered to State agencies responsible for environmental management, who will be required to provide appropriate staffing. In the meantime, interim commercial leases have been arranged, w ith conditions to safeguard the heritage and environmental value of the property pending possible sale to State


In recognition of the heritage value of lightstations, AMSA has arranged for conser­ vation management plans to be prepared to ensure environmental protection of the properties. Relevant conditions to protect the heritage worth are included in property

disposal documents.

Open day at Cape Otway lighthouse, Vic, in January 1994. Some 3000 visitors attended.

Capt. Gerard Kopp, IALA, Netherlands visits with AMSA General Manager, Navigational Services, Patrick Hunt.

Industry Consultation

Meetings of the Maritime Services Advisory Committee (Navigational Safety) are held twice a year . The membership of the committee comprises representatives of the Australian Chamber of Shipping, the

Australian Ship Owners Association, the Australian Marine Pilots Association, the Royal Australian Navy Hydrographic Service

and AMSA staff. Other agencies such as State maritime authorities are invited to attend when significant issues relevant to their operations are to be discussed. These meetings provide a vital input to AMSA planning processes to ensure that the network of aids is managed and adjusted to meet current and future needs of the maritime industry.

During 1993-94, the committee endorsed the establishment of new aids at Whale Head (Tas), Burley Shoal (NT), Port Stanvac (SA) and Swains Reef (Qld). It also endorsed changes to the aids at Maatsuyker Island (Tas), Cape Bruny (Tas), Troubridge Island (SA), Eclipse Island (WA), Saumarez Reef (Qld) and Pith Reef (Qld) and the closure of Cave Point (WA).

Valuable interaction with industry was also achieved during a VTS Seminar conducted by Navigational Services in Brisbane in late March 1994. Keynote speaker was Chairman of the IALA VTS Committee, Captain Gerard

Kopp from the Netherlands.


M arine N avigation Levy

With the business unit continuing to introduce

further cost-saving initiatives throughout

1993-94, a decrease in the Marine Navigation

Levy rates for the year 1994-95 was approved.

The savings to the commercial shipping

industry will be $3 million. The reduction in levy since AMSA was created in 1991 now

amounts to more than 30 per cent. The new rates that will apply from 1 July 1994 are as follows w ith a com parison to the rates of

1992-93 and this reporting year.

Vessels Net Tonnage 1992-93 1993-94 1994-95

0 - 5000 54 cents 48 cents 45 cents

5001 -20000 43 cents 40 cents 3ό cents

20001 - 50000 30 cents 30 cents 27 cents

over 50000 19 cents 15 cents 12 cents

The rates do not includes the collections for

the Marine Navigation (Regulatory Functions), or the Safety Regulatory Levy, mentioned the finance section of this report.

Differential Global Positioning Systems (DGPS)

The two Differential GPS broadcasting stations ordered last year passed their accept­

ance testing in May 1994. Installation of the

first station, at Cape Schanck in Victoria, was completed on 7 June 1994. The station is

expected to have a range of at least 150

nautical miles.

Preparations were m ade for the second

station to be installed at Karratha, Western Australia. Both stations will initially function

on a trial basis and will be declared operational at the end of an evaluation


Establishing the DGPS trial station at Cape Schanck, Victoria.

Each station will continuously broadcast

range corrections for all GPS satellites in view. By accessing this broadcast data,

mariners should be able to improve their accuracy of GPS position fixing from about 100 metres to better than 10 metres.

Preliminary planning was commenced on the

possible establishment of a national network

of DGPS broadcasting stations to cover the more critical navigational areas around the Australian coast.

O m ega

The Omega Navigation Facility, located near Sale in Victoria, again achieved a high

standard of on-air performance. The

scheduled and non-scheduled off-air times for the year were 22 hours and 31 minutes and 31 minutes respectively.


The Commonwealth agreed in August 1993, that A MSA should not be required to meet the costs of operating the station after

31 December 1993, as the Omega system is no longer required by commercial shipping for navigation in the Australian region. The Government reimbursed AMSA for the station operating costs from 1 January 1994 to

28 February 1994. The Australian and United States Governments subsequently agreed to share in meeting the operating costs over the

period 1 March 1994 to 30 September 1994.

The Australian Government has since decided to fully meet the costs of operating the station

from 1 October 1994 to 30 September 1997.

AMSA was represented at the 14th meeting of the International Omega Technical Commission, held in Buenos Aires, Argentina

in April 1994. AMSA and the other agencies which operate the seven Omega stations in other countries agreed that adequate warning should be given to w orldw ide users and station staff of any decision to discontinue the system or individual stations.

Electronic C h art Display And Information System (ECDISj

The penultimate stage of the approval process for the IMO Performance Standards for ECDIS was achieved in May when the IMO Maritime Safety Committee (MSC63) endorsed the draft standards and submitted them to the Assembly for adoption at their next session in October

1995. IMO has since provided tacit approval of the standards in circulating them under cover of MSC/Circ.637 and inviting member governments to start applying the standards to any design or production of ECDIS. The

circular also invites Hydrographic Offices to expedite the production of Digitised Nautical Charts (DNCs) and associated updating services.

Use of Electronic Chart Systems (ECS) is increasing, in large as well as small vessels. Although sometimes referred to as a 'second tier', ECDIS and ECS are not the legal equiva­ lent of the paper chart but they can be a useful aid to navigation and, in the short term, will bridge the gap between paper charts and the

full ECDIS capability. Use of ECS will also enable users to become familiar w ith these systems and, in

the light of experience gained, better clarify their requirements for the final

ECDIS product.

With this in mind, the business unit has procured two electronic charting systems, one of which has been fitted in AMSA's vessel, Cape Grafton. The second system, at head office, is an expanded version which will be used for electronic charting development as well as


trials of rem ote identification and tracking

systems. An ECDIS Test Bed unit has been procured similar to that developed by the

H ydrographer Royal Australian Navy, which meets full ECDIS performance standards as currently promulgated.

Ship O p eratio n s

During 1993-94, A MSA operated three vessels. Two of these, the Cape Moreton and

Cape Grafton provided logistic support for construction, m aintenance and resupply of marine navigation aids and the other, the Rig

Seismic, was engaged in geophysical survey activities for the Australian Geological Survey


The Cape Moreton was decommissioned on

31 July 1993 after 30 years service and was subsequently sold to overseas interests. The

Cape Grafton, w as built in Vigo, Spain, by Factorias Vulcano and delivered to AMSA in

January 1994. The 2600 tonne Cape Grafton is 75 metres in length and carries a crew of between 12 to 16, depending on the task undertaken.

The official naming ceremony was performed by Mrs Dawn Freeland, wife of AMSA's Chairman, Mr Collin Freeland, at the National Maritime Museum, in Sydney, on 25 March 1994.

The Cape Grafton then proceeded to Brisbane, Qld. where the fitout of specialised navaid servicing equipm ent was carried out. The ship commenced its first navaid servicing itinerary in May 1994.

O ccupational Health And Safety

In keeping w ith AMSA's safety ethos, the business unit has commenced implementation of a program to formalise and develop the

management of safety and quality, leading to certification of these systems to Australian Standard 3902 over a two year period.



Total expenditure per navigational aid

Total expenditure in operating the network was $29.7 million. This represents an average of

$76500 per aid compared with $78 000 in 1992-93.

M arine navigation levy rate

The business unit achieved a satisfactory trading result for the review year. The emphasis was on

cost-containment and the levy rate was reduced on 30 June 1993 by $1 million and will be further reduced by $3 million on 1 July 1994.

Availability and reliability of aids com pared with international guidelines

The average availability figure for the network of388 aids to navigation over the 12 months was

99.8 per cent. This figure is the same as that achieved during 1992-93.

A verage num ber of d ay s lost per lost-time injury The number of days lost through lost-time

injuries was 26 during the reporting year, a reduction of 17.35 from the 1992-93 figure of 43.35 days (reflecting the emphasis on safety,

particularly in ship and depot operations ).

N um ber of lost-time injuries per million hours w orked

The business unit is dedicated to reducing the lost-tim e injury rate and prom oting a safe

working environment. During the reporting year

the num ber of lost-time injuries per million staff hours was 54.2 compared to 89.4 in 1992-93.

Rate of return on capital

The following table provides an indication of

the business unit's asset base and rate of return on capital invested for 1993-94, compared to the

previous year.

The reduction in the rate for 1993-94 is directly attributable to the increase in the business unit's asset base following acquisition of Cape Grafton.

1992-93 1993-94

Assets at cost $46 087 860 $64 570 387

Assets at w ritten down values $42 561 575 $57 898 577

N et profit $5 106 251 $5 429 106

Rate of return 12.0 per cent 9.4 per cent

The above indicator is expressed as a percentage of the net operating profit to the business unit's assets at w ritten down value.

Accuracy of levy revenue forecast

Levy revenue estimates for 1993-94 were based on a conservative grow th factor of 2.5 per cent. The higher-than-expected outcome of $33,486

million for the reporting period exceeded the forecast by $2,243 million (an increase of 7 per cent). This was due to an unforecast upswing in shipping activity. Continued activity has been factored into the 1994-95 estimates.

Achievement of capital program

The Cape Grafton construction was completed on target and with only a very minor cost overrun

(0.19 per cent).

In 1993-94, a total capital works program of

$12,614 million was approved. Of this am ount $9,713 million was completed in the year with the balance carried over into 1994-95.

Achievement of an ap p ro p riate level of return on the assets em ployed in the business unit.

The business unit achieved a very satisfactory trad in g re su lt for the re p o rtin g period.

Considerable em phasis was placed on cost containment and the business unit operated profitably. As a consequence of continued cost reductions, a $3 million reduction in the Marine Navigation Levy will be made from 1 July 1994.


Ship & Personnel Safety Services

AMS A surveyors undertaking ship safety inspections at ports in Queensland, New South Wales and South Australia.


The Ship and Personnel Safety Services

business unit is responsible for ensuring the seaworthiness and safe operation of vessels in Australian waters and the enhancement of international maritime safety standards.


• manage an effective and efficient regulatory system

• facilitate the maintenance of a safe maritime transport system

• establish the seaworthiness of ships by

assessment and survey

• ensure the operational effectiveness of all

aspects of on-board safety and related procedures

• provide efficient and cost-effective quality surveys and related services to the shipping industry

• ensure the safe and pollution-free transport, stowage and handling of

maritime cargoes

• ensure that crew members are appropriately qualified and able to fulfil

their duties

• contribute to the developm ent of appropriate national and international


• participate in cooperative ventures that complement the goals of the business unit


• compliance by Australian ships with the appropriate national and international safety and operational standards

• detection and rectification of defects found following port State control inspections

• adherence to national and international competency standards by Australian seafarers and colleges approved by AMSA

• effective representation at IMO and other

international forums

• maintenance of an effective and efficient regulatory framework



The unit has been involved in a num ber of national and international initiatives aimed at improving maritim e safety standards as well

as ongoing ship survey, surveillance and regulatory functions.

Development of Cooperative Arrangem ents on port State control in tfie Asia-Pacific Region

Port State control is the inspection of foreign ships visiting Australian ports to ensure they comply w ith international safety standards and do not pose a threat to life, other vessels and the m arine environment. Problems highlighted by the House of Representatives Standing Committee on Transport, Communi­ cations and Infrastructure report, the 'Ships of Shame' have led AMSA, along w ith certain

other countries, to place increased emphasis on port State control. This inevitably has a cost in terms of resources.

At the same time, it should be recognised that no single country can hope to eradicate the operation of unsafe ships by its own effort. A sharing of resources is necessary. To this end, the International Maritime Organization

based on the experience and success of countries participating in the Paris Memoran­ dum of Understanding on port State control, adopted Resolution A.682(17) encouraging

'Regional Cooperation in the 'Control of Ships and Discharges' in 1991.

A large number of countries in the Asia-Pacific region recognised the need to develop some­ thing similar in the region and as a result of a substantial cooperative effort by the countries concerned, cooperation on port State control in the region is now a reality.

After three preparatory meetings, Tokyo, Japan, February 1992, Sydney, November 1992, and Vancouver June 1993, attended by

regional maritime authorities, the concluding meeting held in November 1993 resulted in agreement on:

• a M emorandum of Understanding (MOU) for regional cooperation, known as the Tokyo MOU

• a target annual inspection rate of 50 per cent of the total number of ships operating in the region by the year 2000 and

• location of the regional port State control secretariat of the MOU in Tokyo.

AMSA played a leading role in development of the Asia-Pacific regional cooperative arrange­ ment, particularly through staffing and funding of the Interim Secretariat. AMSA is a member of the execu­ tive management group, the Port State Control Committee, whose inaugural meeting was held in Beijing, in April, 1994.

The AMSA-organised 'Ships o f Shame' conference in Newcastle, N S W in September 1993.


Representatives of Australia, Canada,

People's Republic of China, Fiji, Hong Kong, Republic of Indonesia, Japan, Republic of

Korea, Malaysia, New Zealand, Papua New Guinea, Philippines, Russian Federation, Republic of Singapore, Solomon Islands, Thailand, Republic of Vanuatu, the Socialist Republic of Vietnam and observers from the United States of America, the Paris MOU Secretariat,

Economic and Social Commission for Asia Pacific (ESCAP), International Labor

Organization (ILO) and IMO also participated in these meetings.

Australia, Canada, China, Hong Kong, Japan,

Korea, Malaysia, New Zealand, Papua New

Guinea, Singapore and Vanuatu have accepted and become a party to the MOU; authorities in Indonesia, Philippines, Russian Federation, Solomon Islands and Thailand

have recommended acceptance but are

waiting to receive approval from their governments.

The participation of Canada and the Russian Federation in both the Paris and Asia-Pacific MOU on port State control will provide a link between the two regions and enhance inter­

regional cooperation.

A key initiative w as the establishment of a

data exchange system to store and collate

information related to port State control

inspections carried out w ithin the Asia-Pacific MOU region. The host database is operated

by the Canadian Coast Guard and is linked to

the Paris MOU database.

The benefits of on-line data exchange of intelligence and inspection outcomes include significantly greater potential for members to

better target their inspection efforts, thus deterring unseaworthy a n d /o r substandard

ships in the region.

C om m onw ealth Licensing of Coastal Pilots

AMSA accepted responsibility for the

regulation of pilotage on the Queensland

coast from 1 July 1993. The regime

implemented from that date regulates licence

and safety-related operational aspects of

coastal pilot's duties and provision of pilotage services. However, AMSA does not regulate

commercial aspects of pilotage services which

are subject to the provisions of the

Commonwealths Trade Practices and Prices

Surveillance Acts.

The Prices Surveillance Authority (PSA)

conducted an inquiry into the fees and effects

of industry structure, regulation and barriers to entry, pricing, competitive efficiency and

the availability of coastal pilotage services.

The PSA concluded that the provision of

pilotage services cannot be considered a

natural monopoly and that the new

environment has generated many benefits to

users but that there were factors which suggested that further monitoring would be


AMSA considers that the initial or implementation phase of the transfer of

responsibility has been completed and the

operation of the regulations since 1 July 1993

has been sufficient to allow all parties affected

by the change of regime to evaluate the

framework from their particular points of


These parties include not only the regulator

and those directly regulated, but also includes

ship owners and operators and other interested parties. Accordingly, a consultant

has been commissioned by AMSA to conduct an independent review of the effectiveness of

coastal pilotage regulation. The consultant commenced his inquiry in June 1994 and is

expected to report in A ugust 1994.


Surveyor Training

rhe business unit, in partnership with the Xustralian Maritime College (AMC), has ecently completed development and imple- nentation of a new and innovative training aackage for marine surveyors. The program

aas been designed to accommodate the relatively limited numbers of trainees likely to be training at any one time and their wide

geographical dispersion. It was designed to lead to a nationally accredited award, the 'Graduate Certificate in Marine Surveying'.

The potential exists to include additional units to encompass other areas of AMSA's responsibilities, as a surveyor's role expands

and include up-dating and refresher courses. AMSA believes that the program is unique and it has attracted interest from several overseas administrations. AMSA wishes to acknowledge financial support for the program ’s developm ent from the Australian Committee for Training Curriculum in recognition of the importance of this training initiative.

The program is designed to provide training for newly recruited AMSA surveyors that is consistent in content and quality and to enhance their existing professional qualifications. It also has potential to be

commercially viable and relevant to other marine authorities; in particular, it is capable of adaption for use in the Asia Pacific region. For surveyors themselves, it has the added attraction of providing a nationally recognised formal educational qualification.

The program is divided into four units:

• a distance learning unit focused on basic survey matters, designed to be studied in the workplace

• a professional experience unit, structured on-the-job training aimed at giving the surveyor exposure to and experience of the full range of practical field tasks

• an intensive 'on campus' period at AMC, consisting of formal lectures and workshops presented by AMSA and AMC personnel, which expands on the material in the first tw o units

• a dissertation based on a project, to be developed jointly by AMSA and AMC on a relevant and contemporary subject.

In each unit, trainees are encouraged to draw on the support and expertise of experienced AMSA surveyors. Eleven surveyors are currently undertaking the course and feedback received will be used to review content and modes of delivery.

AMSA marine surveyor training commenced at the Australian Maritime Launceston, TAS, in April 1994 College,


Alcohol an d O ther Drugs of D ependence

Consultations continue with the maritime

industry on instituting objective standards to

assist in the control of alcohol and other drugs

aboard Australian ships. AMSA wishes to

acknowledge the contribution of industry

members of the working group which has

been addressing the issue.

The Australian maritime industry has accepted

the need for the Navigation Act to be amended

to include an objective standard for blood

alcohol, and has agreed in principle to a pack­

age of measures to enhance present strategies to

control use of alcohol and other drugs. These

include amendment of the Industry's Code of

Conduct to introduce an on-duty and an off-

duty consumption standard, an extensive

education campaign to explain amendments to

the Code and to educate personnel on the

effects of alcohol and other drugs on the body

and on ability to perform duties.

The measures agreed 'in principle' are

practical and easily applied, equitable, equal

best international practice and recognise the

unusual circumstance in which a seafarer both

works and socialises on board h is/h er ship.

Final agreement is expected to be achieved

and measures implemented by early 1995.

Recognition of O v erseas Q ualifications a n d Skills

All crew members of an Australian ship are

required to hold an A ustralian marine qualification relevant to their duties. AMSA

regularly assesses m arine qualifications,

issued overseas, of foreign residents who wish

to migrate to Australia or for Australian

citizens or perm anent residents who require Australian qualifications in order to work on

Australian ships. D uring 1993-94 AMSA

processed 200 such applications.

Current practice is to issue an Australian

marine qualification where the overseas

qualifications and experience are assessed as

meeting the relevant Australian requirements, j

This policy has been reviewed following

discussion w ith industry and investigation of

overseas practice. A significant change, to be I

introduced by am endm ents to Marine Orders Part 3 (Seagoing Qualifications) in July 1993,

is that AMSA will now issue a 'Certificate of

Recognition' rather than an equivalent

Australian certificate. This certificate allows

its holder to be employed on an Australian

flagged ship through recognition of the

overseas qualification. In future, Australian

qualifications will be issued only to persons

who have completed the appropriate

education and training and who have met the

relevant standards in Australia.

AMSA has also consulted the States, Northern

Territory and New Zealand marine

authorities to agree on arrangements for the

mutual recognition of marine qualifications.

G lobal M aritime Distress & Safety System

(GMDSS) Radio Q ualifications

On 1 January 1994, AMSA assumed responsibility for the issue of GMDSS radio

qualifications for ships subject to the

Navigation Act 1912. This was previously the

responsibility of the Department of Transport

and Communications and later the Spectrum

Management Agency (SMA). A nine months

period of discussions w ith SMA finalised

handover arrangements and development of

AMSA criteria and processes for the issue of

these certificates. Arrangements were also

m ade for assessment and approval of GMDSS

courses conducted by the Australian Maritime

College (AMC).

Marine Orders Part 6 (Marine Qualifications - Radio) was amended to cater for the issue of

these certificates and Marine Notice No 1/1994 was issued to provide relevant information to

the industry. AMSA's new GMDSS radio

qualifications system and processes are now

well established and include the assessing and

approval of GMDSS courses conducted by

Australian maritime colleges. A large number

of foreign seamen visit Australia to receive GMDSS training and certification. AMSA has issued 100 GMDSS General Operator's

Certificates since 1 January 1994.

Although the GMDSS communication system

began internationally on 1 February 1992, the

Australian industry recognised the benefits of phasing in GMDSS communications on

Australian ships from early 1990, as deck

officers could be easily retrained to operate GMDSS com m unication equipment, thereby

allowing a further reduction in ships' crews by discontinuing the need for a dedicated

radio operator. Most Australian ships now

operate in GMDSS communication mode and do not carry radio operators.

O ccupational Health a n d Safety (OH&S) in th e A ustralian M aritim e Industry

The Occupational Health and Safety (Maritime

Industry) Act 1993 came into operation on

18 July 1994. The purpose of this Act is to

provide a m odern regime for the health and

safety of persons w orking on ships and

offshore mobile units which has previously been covered solely through the prescriptive requirem ents of the Navigation Act 1912. In

contrast, the OH&S(MI) Act codifies the common law duty of care for the protection of

health and safety of w ork at sea.

AMSA will form the Inspectorate created by the Act. The functions of inspectors are to

ensure that obligations and regulations under the Act are complied with, to provide advice to the parties on relevant occupational health and safety matters and, on request, to provide the Seafarers Safety, Rehabilitation and

Compensation A uthority with advice or information.

Some 26 AMSA surveyors have received training and will be appointed as inspectors when the Act comes into force.

S eafarers' A ssistance Service (SAS)

The SAS is a free and confidential service

aiming to help all seafarers w ith personal

problems which may affect their work, home life, health and safety. The service was

developed by maritime employers and unions

in conjunction w ith the Industrial Program

Service and is funded by maritime employers. The steering committee, chaired by AMSA,

continues to oversight operation of the service

and receives regular reports on its activities.

AMSA involvement is based upon the fact that

the SAS is a positive measure to assist

seafarers in coping w ith the dem ands of a

socially atypical way of life and w ith the personal and social consequences of change in

the Australian industry.

It was introduced in 1992 and has established

its credibility w ith members of the industry, as

evidenced by the fact that from 1 May 1993 to

30 April 1994,149 seafarers m ade use of the

service. This involved a total of 359

counselling sessions in the various locations

throughout Australia. Sixty-three case

consultations involving SAS interventions with other parties on behalf, and at the request, of the seafarer client were conducted.

In addition, 17 family members received

counselling through the service.


International Safety M anagem ent C ode

In November 1993, the IMO adopted the

'International Management Code for the Safe

Operation of Ships and for Pollution

Prevention' (ISM Code). The ISM Code w as

implemented through the introduction of a

new chapter of SOLAS, Chapter IX, at a

Diplomatic Conference in May 1994 and will

be phased in. The Code thus becomes

mandatory for certain vessels in June 1998 and for all vessels by 2002. Australia w as a

member of the IMO correspondence group which finalised the new Chapter IX.

Australian ship ow ner/operators, through

the Australian Ship Owners Association, have

decided, however, to adopt the ISM Code on

Australian ships on a voluntary basis from 1

July 1995. The minimum Safety M anagem ent System standards being aim ed for initially are

those set out in guidelines published jointly by the International Shipping Federation and

the International Chamber of Shipping.

M aritime Training a n d Qualifications

AMSA has responsibility for licensing all

crew members of Australian ships operating under the Navigation Act 1912 to ensure their

competency meets Australia's obligations under the International Convention on Standards of Training, Certification and

Watchkeeping for Seafarers, 1978 (STCW).

Australia's standards for marine qualification and training are recognised as world class

and compare favourably with the competence standards of leading maritime nations.

Maritime education and training for AMSA-

issued qualifications is conducted by AMC

and at technical and further education institu­

tions in Fremantle WA, Melbourne Vic,

Sydney NSW, Newcastle NSW, and Brisbane Qld. AMSA approves courses which satisfy

requirements for issue of certificates of compe­ tency; approvals are based upon the quality of

teaching and physical resources, on course content and on the assessment regime, and,

Auditor training

has been arranged to

enable AMSA


surveyors to


monitoring and

audit roles which comprise

its obligations

under the Code. AMSA has been

working closely w ith industry to

facilitate introduction of

the Code.

The AMSA information stand at the Maritime 21st Century conference in Melbourne, October 1993.


generally, are valid for a period of three years. Quality control is maintained by regular audits of the institutions and approved courses, aimed at ensuring that the requisite standards are achieved and maintained.

AMSA is represented on program develop­ m ent and national award-accreditation committees of training institutions and on the national training councils of the maritime and fishing industries. Liaison with State and Territory marine administrations is also maintained.

AMSA proposes to introduce a more formal system of approval and audit of college courses consistent with the Australian Standards 3900/ISO 9000 series. A Quality

Procedures Manual for the Approval and Audit of Maritime Training Organizations has been completed. Training in the procedures has been arranged for AMSA professional qualifications staff in August 1994. It is anticipated that the new approval and audit system will be introduced for the

1995 academic year.

Other issues under consideration relating to standards of training, certification and watchkeeping, both nationally and internationally, include:

• the role of the hum an factor in maritime casualties

• verification of the value of simulator training and its implications for the quantum of practical experience required under the STOW convention

• opportunities for maritime education and training offered by distance learning techniques

• measures for the control of the use of alcohol and other drugs

• control procedures under the STCW convention

• standards for crews of fishing vessels

Certificates of marine qualification are issued to seafarers who successfully complete an

approved training program and, in the case of

masters, mates and marine engineers, final assessment by AMSA of their operational

knowledge and skills. Certificates may be issued either as a first certificate, as an upgrade of a previous level or by revalidation of an existing level. The marine qualification services are provided through nine examination centres around Australia. In

1993-94, 75 per cent of initial and upgraded

certificates were issued to overseas students.

Details of certificates of marine qualifications issued in 1993-1994 are as follows:

Masters & Mates 435

Engineers 252

Total 697

Integrated Rating 300

GMDSS General Operator's Certificate 105

A ustralian Ship Survey an d Inspection M anagem ent System (SHIPSYS)

SHIPSYS is a database system brought into operation by the business unit in 1991. It was introduced to ensure effective collection of data for operational purposes and to enable basic information and statistics to be derived

for the purpose of annual and special purpose reports and publications. As a managem ent tool, particularly w ith respect to port State control inspections, the system contributes to overall maritime safety by facilitating efficient use of surveyor resources and identification of problem issues.

SHIPSYS is currently undergoing a major design review, to enhance accuracy of data input and make it easier for surveyors and management to extract required data .


R adio Survey A rrangem ents

Following transfer of responsibility for radio survey from the Department of Transport and Communications reported in 1992-93, radio survey services have been provided through­ out 1993 -94 by private sector organisations under contract to AMSA. Operational audits are conducted to ensure satisfactory delivery of radio survey services by these contracted organisations.

High Speed Craft

The work reported previously on the devel­ opm ent of the International Code of Safety for High Speed Craft was finalised when the Code was adopted as a new Chapter of the SOLAS Convention by a Diplomatic Conference in May 1994.

Final drafting of the Code was completed by an IMO working group chaired by AMSA in February 1994. AMSA also convened the preceding inter-sessional correspondence


The Code provides a level of safety for high speed craft which is at least equivalent to that of SOLAS for conventional ships. The Australian contribution to the development of

the Code was pursued in close consultation w ith the Australian shipbuilding and ship design industries.

Australia's successful chairing of the corre­

spondence group is an example of the valuable role Australia can take in the inter­

national regulatory system.

Ballast W ater

AMSA continued to participate in the joint Government-industry Ballast Water Steering Committee with a view to ensuring that ship safety is not jeopardised by measures taken to prevent the introduction of undesirable aquatic organisms through ships' ballast


Industry Consultation

Through refinement of its existing procedures, AMSA achieved an improved level of consulta­ tion with industry and marine authorities within the functional areas covered by the business unit. Information gained in consulta­

tion was used in relevant aspects of the busi­ ness unit's domestic and international activity.

Coordination of a num ber of industry bodies, chaired by AMSA was continued during the year, to ensure satisfactory domestic and international outcomes in their relevant areas of expertise. These included :

• Bulk Cargoes Advisory Group, providing advice on legislation and standards covering the carriage of bulk cargoes by sea

• Livestock Advisory Committee, providing advice on policy in relation to shipment of livestock by sea and

• Ship Standards Advisory Committee; a forum for Commonwealth, State and Territory marine authorities aimed at improving the Uniform Shipping Laws Code and resolving inconsistencies in maritime safety requirements.

AMSA also participates in:

• committees of Standards Australia relevant to maritime functions;

• Ballast Water Steering Committee

• Advisory Committee on the Transport of Dangerous Goods

• Stevedoring Advisory Committee on Waterfront Accident Prevention and Occupational Safety

In relation to the last committee, AMSA's marine surveyors also participated in local activities to improve waterfront safety and examine safety-related incidents. AMSA representatives attended a number of industry forums in order to explain current

policies and to provide and input to ship safety policy development.


M arine Council

The Council m et 10 times in 1993-94 and dealt w ith 104 cases of reported misconduct by seafarers.

Seventeen persons were found to be unsuitable for em ploym ent in the industry for reasons including abuse of alcohol and other drugs of dependence, assault and workplace related behaviour.

A ustralian S tan d ard s

AMSA has continued to contribute to the developm ent of m arine related Australian

standards in conjunction w ith the Standards Association and industry. Development of a new standard and revision of existing ones, on the testing, care, inspection, maintenance and use of fibre ropes, was completed.

Special V oyages

AMSA surveyors inspected several vessels to enable them to undertake special voyages including:

• passenger vessel Philanderer II, voyage from Singapore to Adelaide, SA

• fishing vessel Khalf, voyage from Launceston, Tas to South Africa,

• Quickcat II, voyage from Portland, Vic to New Zealand,

• harbour tug Grant, voyage from Adelaide, SA to Portland,

• Proud Sydney, voyage from Adelaide to New Zealand,

• Queenscliff, voyage from Port Lincoln, SA to Melbourne, Vic

• Outward Bound, voyage from Bridgeport, Tas to New Zealand,

• Lady Nelson, voyage from Hobart, Tas to Sanctuary Cove, Qld

• Rip, for voyages M elbourne/K ing Island to replace Searoad Mersey while undergoing repairs

• new AMSA navigational aids vessel Cape Grafton, delivery/m aiden voyage from Spain to Australia.

AMSA Sydney senior surveyor, John McAuley, (right) discussing safety measures with the engineer o f a foreign-flagged bulk carrier.


Ship Survey, Inspection a n d Certification

AMSA is responsible for ensuring the safe and pollution-free operation of foreign vessels in Australian waters and of

Australian-registered vessels operating either in Australian waters or overseas, which are subject to the Navigation Act 1912.

These responsibilities extend to inspecting

vessels and their operations to ensure that they are seaworthy, do not present a threat to the environment or the community and are being operated in a safe manner.

These services are performed by AMSA

m arine surveyors located at strategic ports around Australia and in head office.

To ensure AMSA's responsibilities are achieved, these surveyors inspect and

monitor the condition and operation of ships to ensure that the requirem ents of

international conventions and codes are met.

The following is a brief sum m ary of some of the regulatory activities of the business unit:

Certificates and A pprovals

During the year, 582 statutory certificates

were issued or endorsed by AMSA surveyors following the survey of safety and pollution prevention equipm ent and arrangements on Australian ships. In addition, a num ber of

statutory certificates were issued to foreign

ships or endorsed, at the request of foreign governments, following the appropriate

surveys. Data on certificates issued is on

page 25.

AMSA marine and radio surveyors travelled overseas to survey and issue the necessary

safety certificates for:

• Griffin Venture, a floating production storage and off-take tanker built for BHP

Petroleum, surveyed in Korea

• Iron Chieftain, a bulk carrier built for BHP Transport, surveyed in Korea

• Spirit of Tasmania, a passenger vessel bought by TT Lines to replace the Abel Tasman, surveyed in Germany

• Energy Searcher, mobile offshore drilling unit, surveyed off Vietnam

• Sea Princess, British cruise liner, surveyed in Guam for passenger ship safety certificate

• Cape Grafton, AMSA's new navigational aids vessel, surveyed in Spain.

A total of 110 safety items, safety

arrangements and materials were approved,

or had their approval renewed, for use on

board Australian ships after being assessed as

meeting appropriate Australian and

international standards required by Australia

and international conventions.

Substandard crew quarters (shower) discovered during an AMSA port State control inspection.


Port State control and Tanker Surveillance inspections

Under international maritim e conventions, flag states are responsible for ensuring that their ships com ply w ith convention

standards. Experience has shown that some flag States do not always exercise effective and continuous control over their ships. Port

State control continues to be a key element in m aintaining a safe international marine transport industry.

AMSA continued to implement a rigorous port State control program and increased the

overall inspection rate over previous years.

A total of 2157 foreign ships were inspected during 1993 under AMSA's port State control regime. This represented an inspection rate of 39 per cent of eligible ships for the year (an

eligible ship is one w hich has not been inspected in the previous six months).

Wastage on the main deck of a coal carrier detained by ΑΛ15Α for repairs.

In addition to port State control inspections, AMSA conducts a tanker surveillance program and a total of 248 inspections of foreign flag and 35 Australian oil, gas and chemical tankers were made during the year.

All critical safety related defects found during these inspections were required to be rectified before the ships were permitted to leave port or continue cargo operations.

AMSA's Port State Control Report for 1993 was released in May 1994.


The following inspections were carried out to ensure compliance with the Navigation Act and Marine Orders.

Inspections Number Marine Order Part

Bulk Grain 840 33

Other Bulk Cargoes 624 34

Dangerous Goods 763 41

Livestock 315 43

Atmospheric Pollution - Ozone Depletion

Discussions have continued w ith representa­ tives of industry and the Commonwealth Environment Protection Agency, with a view to finalising a satisfactory strategy for the phasing-out of Halon 1301 fixed fire extin­ guishing systems on Australian flag ships.

As Shipping is an international industry and until such time as international agreement has been reached for the removal of this fire­ extinguishing medium from all ships, there is a need to be able to replenish halon installations on Australian and foreign flag ships when under AMSA jurisdiction.

Discussion of this matter and concerns with the general atmospheric pollution emanating from ships is continuing at IMO.

R epresentation a t IMO

During the year, AMSA adopted an enhanced strategy aimed at maximising the effectiveness of its participation in IMO, playing a promi­ nent role in discussions within IMO on review

of working procedures in order to improve the effectiveness of the Organization itself. AMSA has also undertaken enhanced consultation with Australian industry and other organisa­ tions on issues to be addressed at IMO.

From a national perspective, a major outcome w as AMSA's re-election to the IMO

governing Council in November 1993, for a period of two years.

Other issues of importance adopted as Assembly resolutions were:

• guidelines on port State responsibilities and delegation of statutory functions by port States

• measures to prevent and suppress piracy in southeast Asia

• the International Safety Management Code

• a resolution on p ort State control of shipboard operational requirements, and

• guidelines concerning prevention of the introduction of unw anted aquatic organisms and pathogens.

Maritime Safety Committee

The Maritime Safety Committee (MSC) met in

May 1994 in conjunction with an International

Conference to am end the International

Convention for the Safety of Life at Sea, 1974


The Committee:

• noted satisfactory progress on a thorough

revision of the Seafarers Training, Certifi­

cation and Watchkeeping Convention

• approved IMO's continued participation in

monitoring the quality and uniformity of

services provided by members of the

International Association of Classification Societies, a key element in improving the

international maritime safety regime

• noted the finalisation of the Tokyo

Memorandum of Understanding on port

State control, to which Australia is a


• adopted comprehensive amendments to

the International Maritime Dangerous

Goods Code

All of these measures were

adopted with

support from AMSA as head of

the Australian delegation. As

such, AMSA played an active role in the development of

the resolutions at the committee and sub-committee


Representing Australia at the International Maritime Organization assembly meeting in London, UK, AMSA Managers, Chris Blower, Strategic Development; Ian Williams, Ship and Personnel Safety Services and Bill Banks, Strategic Development


• adopted the International High Speed

Craft Code developed under AMSA's leadership

• adopted requirem ents for the emergency

towing arrangem ents on oil tankers which are to be m ade m andatory under SOLAS

• approved recom m endations for the fitting of hull stress m onitoring systems which had been supported as a means of

substantially im proving the safety of ships carrying d ry cargo in bulk, and

• agreed in principle to proposals for the reform of IMO w orking methods in

relation to Maritime Safety Committee, Maritime Environm ent Protection

Committee and their subsidiary bodies.

SOLAS Conference

Fhe conference, held in conjunction with MSC in May 1994, agreed to procedures w ith potential for enabling amendments to SOLAS to be brought into effect more quickly than previously in urgent cases. Amendments

were also adopted to provide an effective legal basis for port State control of operational shipboard requirements, for implementation under SOLAS of the High Speed Craft Code and the International Safety Management Code and the introduction of enhanced survey

requirements for bulk carriers and tankers.

Further, am endm ents w ere adopted making it m andatory for authorised organisations (ie classification societies) to comply w ith IMO standards and im prove the ability to identify ships through m andatory application of the

IMO Ship Identification Num ber Scheme.

Sub-Committee on Ship Design and Equipment

This sub-committee m et in February 1994 under AMSA chairmanship, agreeing to:

• finalised drafts of the High Speed Craft Code and provisions for its implementation under SOLAS, through a working group chaired by AMSA

• incorporation of a ship construction standard into SOLAS

• a recommendation on hull stress monitoring systems for both new and existing ships; and

• improved requirements for emergency towing equipm ent on oil tankers

These conclusions w ere subsequently endorsed by the MSC.

A senior officer w ith the business unit was

re-elected to the chair of the Sub-Committee for 1995.

Sub-Committee on Stability, Loadlines and Fishing Vessel Safety

AMSA attended the meeting of this sub­

committee in March 1994, w hich m ade substantial progress on several m atters

including revision of the International

Convention on Loadlines 1966, tonnage measurement and subdivision and dam age

stability of both passenger and cargo ships.

Sub-Committee on Fire Protection

AMSA w as represented at tw o m eetings of

this Sub-Committee in 1993-94. Major issues

progressed included fire protection requirements for high speed craft and open-

top container ships, phasing out of halon fire extinguishing systems and developm ent of replacement systems, specification of fixed

fire extinguishing systems for high speed craft and fire protection aspects related to the

safety of oil tankers having im proved pollution prevention characteristics.


Sub-Committee on Life-saving, Search and Rescue

The principal issues considered at the 25th session of the sub-committee, in April 1994, were:

• revision of Chapter III (life-saving

appliances and arrangements) of SOLAS

• consideration of an international system for the approval of equipment, and

• harmonisation of the search and rescue manuals

Since the last revision, in 1983, of the life­ saving appliance requirements of the SOLAS

Convention, num erous aspects have given rise to directives from IMO as to their interpretation. The wording and content of the revised Chapter III have now been finalised and include new requirements for free-fall lifeboats, marine evacuation systems and anti-exposure work suits as well as num erous clarifications and a general restructuring of the chapter.

The sub-committee decided against pursuing the formation of an international approval

regime for life-saving appliances noting that the European Free Trade Association operated such a system. The sub-committee proposed that those administrations which so desire, may seek to join the BETA system.

It has been considered necessary to synchronise the IMO search and rescue

m anual with the operational requirements of the International Civil Aviation Organization. Proposed amendments have been considered

and the final docum ent is expected to be approved by the end of 1994.

Sub-Committee On Containers and Cargoes

The Australian delegation to the 33d Session of this sub-committee included advisers from the Australian Coal Association, Australian

Mining Industry Council, Australian Ship Owners Association and the cement manufacturing industry.

The principal issues considered by the 33d Session of the sub-committee in April 1994 were:

• amendments to the Code of Safe Practice for Solid Bulk Cargoes (BC Code)

• guidelines on the safe loading and unloading of bulk carriers

• mandatory application of the BC Code, and

• stability of solid bulk cargoes

Australia subm itted papers on a num ber of issues which assisted in achieving satisfactory outcomes. One, concerning guidelines for the loading and unloading of bulk carriers, was accepted by the sub-committee as a basis for further development by an intercessional correspondence group led by Australia. Australia will also participate in other correspondence groups concerned with the mandatory application of the BC Code and developing ship/shore safety check lists and guidelines.

Sub-Committee on Standards of Training, Certification and Watchkeeping (STCW)

The subcommittee met for its 25th session in January 1994. The meeting's main focus was the IMO Secretary-General's proposal for an

accelerated program for comprehensive review of the STCW Convention, for adoption in July 1995 discussed earlier.

The proposal for an accelerated review arose from international concern that poor crewing standards and related operational and regulatory practices w ere a significant and continuing factor in maritime casualties in recent years. The broad objectives of the review are to make the Convention more

effective through the highest possible standards and their effective enforcement.


The review of the STCW Convention is to develop and introduce a functional (skills based) approach to training and certification, likely to be presented in a competency-based training format. It is envisaged that the revised STCW Convention will provide for multi-skilling of crew, creating the framework and freedom for new solutions to crewing associated w ith reduced manning on future high-technology ships. The existing, traditional approach to training and certification will need to be retained. It is likely that both approaches will be incorporated in a revised Convention.

AMSA has subm itted a num ber of papers to IMO on this im portant innovation which have been well received by the international shipping community. A MSA's first paper w as used by IMO as a basic working docum ent in the early stages of international discussion and AMSA has continued to play a major role in consequent working and correspondence groups set up to develop the new standards.

The importance of the meeting to Australia w as dem onstrated by inclusion in the Australian delegation, of representatives from shipowner, union and training interests. The review is scheduled for completion in mid-

1995. A w ide range of specific areas for assessm ent were identified. Of particular

interest to Australia is ensuring that efficiency gains flowing from recent industry reform are not put at risk by the actions of other adm inistrations in not properly implementing standards. Of similar importance is the need

to ensure the revised training standards assist rather than im pede further restructuring of the Australian maritim e industry.

Meetings of the subcommittee to further develop and finalise the new STCW Convention will be held in London in July

1994 and January 1995.

Sub-Committee on Safety of Navigation

Principal issues of particular importance to Australia considered at the 39th session of the subcommittee (September 1993) were:

• revision of navigational requirem ents of the Code of Safety for High Speed Craft

• routeing of ships

• revision of certain rules of the 1972 Colli­ sion Regulations

• officer of the watch acting as sole lookout in periods of darkness, and

• revision of SOLAS Chapter V

Draft am endm ents to SOLAS C hapter V regarding m andatory ship reporting were prepared for circulation with a view to adoption by the expanded Maritime Safety Committee, to be convened during the 63rd Session of the Committee. Preliminary draft guidelines and criteria for m andatory ship reporting were also prepared and a correspondence group was established to process the m atter intercessionally.

The subcommittee agreed that w ork on mandatory ship routeing should be progressed through a correspondence group taking into account provisional draft am endments to SOLAS regarding m andatory ship reporting.

The delegation included advisers from a State marine authority and the Com pany of Master




Com pliance by A ustralian ships with the ap p ro p riate national a n d international safety an d operational standards

All Australian registered ships subject to Part IV of the Navigation Act are inspected by AMSA surveyors, or surveyors accredited by AMSA, for the purpose of the issue or renewal of statutory certificates.

During the reporting year, statutory

certificates were issued or endorsed following the survey of safety and pollution prevention equipm ent on Australian ships. In addition, a num ber of statutory certificates were issued, at the request of foreign governments, following appropriate surveys.

All deficiencies were rectified to the

surveyor's satisfaction and no major incidents occurred onboard these ships as a result on noncompliance w ith requirements.

Detection and rectification of defects found follow ing port State control inspections.

2157 foreign ships visiting Australian ports were inspected by AMSA surveyors to check

compliance with the relevant international conventions. This figure represents an inspection rate of 39 per cent which is above the targeted level of 25 per cent.

All deficiencies were repaired to the satisfaction of surveyors; 100 vessels were detained until deficiencies were rectified.

Adherence to national and international competency standards by Australian seafarers and colleges approved by AMSA

Standards are assured by quality based procedures for approval and audit of college courses leading to Australian marine qualifications. In 1993-94, 30 approved college courses were audited and found to

com ply with prescribed standards.

Effective rep resen tatio n a t IMO a n d other international forum s

In 1993-94, Australian delegations participated in 18 IMO meetings; representation w as comprised in total of 25 AMSA delegates supported by 35 advisers from industry; 33 business papers were submitted from all AMSA business units

Effective representation was also achieved through participation in the management of technical work. An AMSA officer is Chair of

the High Speed Craft Code Working Group and its associated Correspondence Group.

AMSA also participated in a number of other Correspondence Groups, which prepare preliminary texts for considerations at formal sessions. An AMSA officer also chaired the MSC Design and equipm ent Subcommittee.

During the year, AMSA became a founding member of the Asia Pacific M emorandum of Understanding on Port State Control and maintained contacts with the Secretariat of the South Pacific Forum.

M aintenance of a n effective and efficient regulatory fram ew ork

The AMSA regulatory framework is

comprised of legislation, Marine Orders and Instructions to Surveyors and to Examiners. Each is subject to regular review in terms of continuing relevance and in light of

amendment of international conventions.

Six Marine Orders were reissued or amended in 1993-94 and substantial work was undertaken on another three. All were subject to consultation w ith industry. Eleven amendments were issued to Instructions to Surveyors in 1993. These amendments in part reflected changes to six international

conventions and codes.


Maritime Safety Services The Australian Maritime Safety Authority is responsible for coordination of maritime search and rescue (SAR) in Australia's extensive marine search and rescue region and

providing associated maritime safety services. These services, provided by the Maritime Safety Services business unit, are funded by the Commonwealth as a Community Service Obligation (CSO).

AMSA Maritime Safety Services Manager, Graham Mapplebeck, with visiting Japanese Maritime Safety Agency cadets, Mr Yoshinori and Ms Nagashima and MRCC coordinator, Chris Neilson in September 1993.


Australia's maritime search and rescue (SAR)

and communications responsibilities stem from being a party to two international Conventions established by the International Maritime Organization (IMO): the International Convention for the Safety of Life at Sea 1974 (SOLAS) and the Convention

on Maritime Search and Rescue 1979.


In accordance with the Commonwealth Government's responsibilities and Australia's obligations under IMO Conventions, AMSA's role is to maintain and operate the Australian Maritime Rescue Coordination Centre (M RCC), providing associated maritime safety communication services and infrastructure of international standard.


• provide efficient and cost-effective shore- based facilities and services to render timely and effective assistance to persons in distress at sea in the maritime area for

which Australia is responsible

• further develop a national and international reputation as a highly proficient, effective provider of maritime search and rescue and related services

• establish and maintain a regime of close cooperation w ith Australian States and

w ith other countries in relation to the provision of services

• efficiently and cost-effectively provide maritime safety services for which AMSA

is responsible

• contribute to, and implement IMO standards relating to increasing the safety

of life at sea

• provide safety information to the maritime industry, the public and national and international agencies

• ensure cost-effective provision of maritime distress and safety communications services in accordance with international standards


• the num ber of lives saved through the MRCC

• the num ber of incident reports received by the MRCC

• the number of incidents coordinated by AMSA where an alert was received from

an Emergency Position Indicating Radio Beacon (EPIRB)

• the availability of both Australian and New Zealand Local User Terminals (receiver stations) as against accepted international standards

• the number and proportion of air searches for vessels not carrying appropriate

communications equipment a n d /o r an EPIRB

• the cost of operations relative to the services provided



In keeping w ith the worldwide cooperative nature of the Global Maritime Distress and Safety System (GMDSS), Maritime Safety Services had significant involvement with overseas organisations during the year. As

part of AMSA's involvement, the business unit assisted in the implementation of the GMDSS in both New Zealand and Hong Kong.

Under the auspices of an Indonesian and Australian agreement, the MRCC participated in an international search and rescue (SAR) exercise between Australia and Indonesia in August 1993. The exercise, designed to test communications between respective SAR authorities, was conducted from Surabaya. A similar joint exercise was conducted with New Zealand in March 1994.

In December, a high level delegation from Brunei Darussalam visited the MRCC to consider options for an emergency operations centre to be established in Brunei.

The MRCC provided SAR familiarisation training assistance to officers from the Solomon Islands and, on three occasions, to Papua New Guinea delegates. Input was also provided in training courses run by the police and Civil Aviation Authority (CAA).


During the year, a joint C A A /A M SA / Defence review w as commissioned to investigate air delivery of supplies and life support measures, conducted by an experienced consultant. As a result, AMSA and CAA are both reviewing requirem ents for this equipment.

During November and December 1993, an organisational review of the MRCC was carried out by consultants. A thorough examination of the review recommendations and other associated material is expected to result in changes to staffing and operating procedures, leading to a more efficient and effective service.

MRCC Controller, Rick Burleigh with a delegation to the MRCC from Brunei in May 1994 - U Col Haji Ramli Haji Kampong and Ministry of Defence representative, li Col Ismail Bin Sarbini.


The G lobal M aritime Distress And Safety System (GMDSS)

AMSA is now in its second year of successfully operating a complete GMDSS. The system not only provides for ships operating in

Australia's area of interest, but if necessary, for vessels operating anywhere in the world. The system uses long range ship-to-shore communications and satellites in contrast to the more traditional ship-to-ship system for distress alerts.

GMDSS in Australia comprises two elements:

• world wide satellite-based communications

and distress beacon detection systems, and

• a national shore-based high frequency distress-alerting radio network, using

digital selective calling, to provide telex and radio telephone coverage for ships operating in Australian waters.

Under an agreem ent between AMSA and

Telstra Maritime, distress and safety

communications services for Australia's area

of interest are provided through five Telstra

Maritime com munications stations. This

agreement will continue for another three

years during which time the terrestrial service

will be supplem ented by greater emphasis on satellite systems.

Other member countries of the IMO are

moving steadily towards implementing a full

service with most countries currently offering a partial service. Full world-wide

implementation of GMDSS is planned for

February 1999. At that time, the radio

telegraphy morse frequency 500 kHz will be

discontinued and all merchant ships will be

operating on GMDSS frequencies.

General operations concept of GMDSS


COSPAS-SARSAT Satellite System

The COSPAS-SARSAT system enables distressed vessels w ith an activated satellite- compatible Emergency Position Indicating Radio Beacon (EPIRB) to be located rapidly and accurately, thereby increasing the chances of rescue and considerably reducing potential air search costs which m ight be incurred if the vessel was reported overdue later.

The use of EPIRBs has greatly reduced the extent of searches undertaken. State govern­ ments are progressively introducing legislation for carriage of EPIRBs on vessels, including recreational craft, under their jurisdiction. Queensland, New South Wales, Western Australia and the Northern Territory have already introduced legislation to this effect. Following recent expensive searches for missing aircraft, the CAA regulated for the compulsory carriage of similar beacons by aircraft.

Under GMDSS, from 1 August 1993 it became compulsory for all merchant ships over 300 gross registered tonnes to carry a float-free EPIRB. This requirement is strictly enforced by AMSA surveyors during port State control


During the year, a ground tracking station or Local User Terminal (LUT) w as commissioned at Guam by the United States authorities, providing increased coverage of the Pacific Ocean region, bringing to 33 the num ber of terminals operating around the world.

The continuing installation of additional LUTs in the region and the capability of the COSPAS-SARSAT satellites to store informa­ tion from 406 MHz EPIRBs and download to the next available LUT, has increased the value and importance of maintaining effective communication links with other national search and rescue authorities.

Search and Rescue

Canadian National SAR Secretariat executive, Bob Dagenais with AMSA Croup Manager, Maritime Safety Services, Bob Wyers and COSPAS-SARSAT Secretariat, London Executive, Daniel Levesque at the AMSA hosted COSPAS-SARSAT Joint Committee meeting in Western Australia in September I WJ.


The Australian LUT at Alice Springs NT, and

the associated Mission Control Centre (MCC)

at AMSA has recently been upgraded and now offers a faster service to vessels in distress. In 1993-94,1543 emissions were detected by the COSPAS-SARSAT system.

Of these 180 were found to be accidental,

while 56 were associated w ith real distress situations. Since commissioning in Australia

in late 1989, the system has contributed to the saving of 709 lives.

Australia continues to play an important role

in the COSPAS-SARSAT system. AMSA hosted the 7th COSPAS-SARSAT Joint

Committee m eeting in Fremantle, WA, in September 1993. The annual meeting,

attended by delegates from 27 countries and international organisations, addressed issues and procedures concerning emergency marine, air and land beacons, spacecraft and

ground receiving stations used in the


The high level of expertise of AMSA

personnel has led to the COSPAS-SARSAT

Council, requesting that Australia consider becoming a Nodal Mission Control Centre to disseminate information from other MCCs in

the Pacific and Indian Ocean regions.

MRCC senior coordinator, Mike Calway-Jackson, with the survivors of a sea rescue, Naomi Battle, Canberra and her mother, Margaret Bruce, Brisbane and Maritime Safety Services officer, Paul Threlfall at the MRCC in November 1993.

Both coordinators were on duty when the Bruce family yacht, Dragonfly, sank in the Indian Ocean in 7 984.


The M aritim e Rescue Coordination Centre

The MRCC is continuously staffed to provide a maritime search and rescue response capability for Australia's area of responsibility, which is one of the largest in the world. Additional functions are:

• operation of the Australian Ship Reporting System

• monitoring of the COSPAS/SARSAT system

• coordination of navigation w arning prom ulgation for the south w est Pacific (NAVAREAX)

• promulgation of navigation warnings for the Australian coast (AUSCOAST)

Australia, like m any other countries, is concerned w ith increasing num bers of false or unexplained distress alerts and the consequential follow-up action and use of resources.

This matter is under consideration by the IMO. Of the 3896 incidents reported to the MRCC, 2016 were false, operator error or unexplain­ able. These would include such things as auto-alarm reports, false distress calls, beacon detections and unexplained flare sightings.

The Australian Ship Reporting System


AUSREP continued to provide valuable safety and search and rescue intelligence during the year. The system provides for ships in Australian w aters to report details of their position on a daily basis. From these reports, the MRCC m aintains a data base of ships expected to report and a plot of their predicted positions. This provides resource information in the event of SAR incidents and historical information for traffic surveys. AUSREP information has also been used extensively by organisations involved in major studies of shipping using the Great Barrier Reef.

Average daily number o f vessels on plot

The average daily num ber of vessels plotted shows a rise over the reporting year.

Navigation W arnings

The MRCC is responsible for the prom ulga­ tion by terrestrial (radio) and satellite systems

of warnings concerning shipping hazards on the Australian coast (AUSCOAST) and within NAVAREA X which includes Papua New Guinea, Solomon Islands and New Caledonia.

During the year 383 AUSCOAST, 69 NAVAREA X and 117 general safety

warnings were issued. Overall, there was an increase of 15 per cent over last year in the num ber of navigational w arnings issued.

Search and Rescue

The following are brief descriptions of some incidents in which the MRCC was involved over the period. Incidents have been selected to highlight international cooperation or use of GMDSS technology. The use of EPIRBs has been of major benefit in terms of lives saved and search cost minimisation.


Bulk Carrier Adrift

In September 1993, a telex message was received from Lady Moyne which encountered the bulk carrier Georgis-K, damaged and adrift some 350 nautical miles east of Sri Lanka. The vessel was taking water, w ithout electrical pow er or propulsion and had no means of

communicating her plight. Nonessential crew were taken aboard Lady Moyne. Georgis-K was taken in tow by a salvage crew and reached Colombo safely.

stage via Perth WA, to pick-up extra fuel and observers. Meanwhile, race organisers established satellite communications with other yachts in the fleet and the French yacht La Poste and American yacht Winston were diverted to assist. La Poste located Brooksfield, which had suffered severe storm damage,

taken water and lost communications. Brooksfield managed to carry out temporary repairs and subsequently arrived safely in Fremantle under her own power.

Racing Yacht Disabled

On 4 December 1993, an 406Mhz EPIRB, identified as that carried by one of the Whitbread Round the World Race yachts,

Brooksfield, was detected by satellite some 1800 nautical miles southwest of Fremantle, WA. in the southern Indian Ocean. When neither the

MRCC, nor race headquarters in the United Kingdom could establish communications with Brooksfield, a distress phase was declared. The MRCC arranged for dispatch of a Royal Australian Air Force Boeing 707 aircraft from Richmond, NSW. This aircraft, the only one

available with the necessary range, was to

Fishing Boat Fire

On 4 January 1994, a request was received from Taiwan to assist a crew member of a fishing vessel seriously burned in a fire. The vessel was in Indonesian waters off Irian Jaya and, following consultation with relevant authorities, the MRCC arranged for a long- range helicopter to airlift the patient. An Australian fixed-wing aircraft carrying a doctor and medical facilities was positioned at Merauke, Irian Jaya. The patient was successfully winched aboard the helicopter, transferred to the aircraft and flown to Townsville, Qld for treatment.

Fairlight, NSW, Skipper Bruce Hitchman (centre) paid a visit to say thanks to MRCC Coordinators Sushil Pachnandar and Daryl Hiron, for help in the Trans-Tasman race in March 1994 when his yacht, Pacific Breeze was disabled by a 10 metre wave. Bruce activated an EPIRB alerting the MRCC and he and his crewman were rescued by HMAS Sydney.



The num ber of lives sav ed through the MRCC

Seventy seven lives w ere saved in incidents coordinated by the MRCC compared with 41 last year. The num ber of lives saved is as follows:


1994 JAN

8 10 12 14 16

Lives saved

Number o f Rescues and Major Searches undertaken 1993-94

The num ber of incident reports received by the MRCC

During the year, 3896 incidents came to the attention of the MRCC. These ranged from those requiring full scale search and rescue response action, to those requiring no further action. Incident statistics are summarised below and show a 20 per cent increase from last year. Major incidents involving search

and rescue response action continued to be mainly in support of small craft. Major searches were required on 48 occasions as indicated in the table opposite. The use of EPIRBs accounted for 21 major searches.

Approximately 83 per cent of the alerts attributed to beacons are not able to be corroborated for reasons including short duration or lack of feedback from other countries. Total incident trends show a steady increase since 1990, largely as a result of the introduction of GMDSS and increased involvement of the MRCC in incidents in other parts of the world.


3500 τ



2000 - -


1000 - -

1993-94 1992-93 1991-92 1990-91

Total incident reports - trend 1990-94

The num ber of incidents co o rd in ated by AMSA w h ere a n a lert w a s received from an Emerqency Position Indicating Radio Beacon (EPIRB)

During the reporting period, there were 21 incidents, (a 50 per cent increase over the

previous y e a r).


The chart below indicates that some 20 per cent confirmed beacon signals are genuine distresses, including aviation cases and those in other areas covered by the Australian and New Zealand LUTs. Non-distress cases included testing, accidental / inadvertent or inappropriate operation of beacons, as well as those arising through electronic noise.

The cost of o p eratio n s relative to the services provided

Operating costs for the year show a three per cent decrease from the previous year. Search costs am ounted to $935 275 and, while higher than the previous year, reflect the greater

number of searches undertaken. These additional searches have invariably been for emergency beacons (EPIRBs), activated accidentally. Notwithstanding the num ber of

'false' alerts for beacons, searches have included fewer, less costly resources.

real d is tre s s 20%

n o n d istress 80%

Confirmed beacon alerts 1993-94

The availability of both the A ustralian an d N ew Zealand Local User Terminals (receiver stations) as a g a in st accepted international sta n d a rd s

Both these terminals were maintained at availability levels in excess of the targeted 98

per cent.

The num ber a n d proportion of air searches fo r vessels not carry in g ap p ro p riate com m unications eq u ip m en t a n d /o r a n EPIRB

The MRCC is encouraged by the increased num ber of vessels using EPIRBs. This shows a 50 per cent increase over the previous year

and is likely to further increase since States/ Territory Governments introduced legislation

for mandatory carriage of beacons

Marine Environment Protection Services

National Plan to Combat Pollution o f the Sea by Oil training courses for State/ Territory, oil and maritime industry representatives were held by AMSA m several cities during the year.


Protect Australia's marine environment by

coordinating a national pollution prevention and response capability.


• maximise protection of the Australian m arine environment from ship-sourced pollution

• w ork with relevant Commonwealth agencies, the States, the Northern Territory and o il, exploration and maritime

industries towards efficient management of Australia's National Plan to Combat Pollution of the Sea by Oil (National Plan)

• provide technical advice and training to

the States, N orthern Territory and the oil, exploration and maritim e industries on planning and effective use of resources

during oil spill incidents in an environmentally-aware and cost effective manner

• seek business opportunities using AMSA

employees' specialist skills

• improve public understanding and awareness of the National Plan


• effectiveness of m arine pollution

regulatory activities

• minimisation of costs in providing effective training to combat marine pollution,

m easured on a unit cost basis

• effectiveness of National Plan response (including equipment), as determined by the National Plan Advisory Committee



Marine Environm ent Protection Services is responsible for the protection of Australia's marine environm ent through coordination of a national pollution prevention and response capability appropriate to the threat of pollution from shipping in the Australian region.


Pollution prevention is achieved by active involvement in the developm ent and implementation, by legislative and administrative means, of internationally agreed ship construction and operational requirements.


The Protection of the Sea (Shipping Levy) Regulations were am ended, with effect from 1 October 1993, to increase the quarterly pollution levy on commercial shipping using Australian ports from 2.2 to 4 cents per ton. The increase resulted from the adoption of the recommendations of the Review of the National Plan to Com bat Pollution of the Sea by Oil, and is necessary to meet the equipm ent procurem ent and operational costs identified for the National Plan over the next few years.

On 15 October 1993, legislation to enable

Australia to become a party to the International Convention on the Establishment of an International Fund for Compensation for Oil Pollution Damage (Fund Convention) received Royal Assent.

The legislation involved is:

• Protection of the Sea (Oil Pollution Compensation Fund) Act 1993

• Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation

Fund - Customs) Act 1993

• Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund - Excise) Act 1993

• Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund - General) Act 1993

Subordinate legislation, in the form of Regulations, w as approved by Executive Council in May 1994.

Acceptance of the Fund Convention will immediately increase the am ount of compensation for oil pollution damage available to Australian interests from $27 million to some $116 million. This will increase to $386 million when the 1992 Protocol am ending the Convention enters into force and certain membership requirements are met. The Convention is expected to enter into force for Australia before the end of 1994.

On 19 January 1994 the Protection of the Sea (Shipping Levy) Amendment Act 1993 received Royal Assent. This Act raised the maximum rate of oil pollution levy which can be applied to commercial shipping using Australian ports from 4 to 6 cents per ton. The am endment provides AMSA w ith the financial capacity to service and repay a loan of up to $10 million, which m ight need to be taken out by AMSA should a major spill response be necessary.

Amendments to the Protection of the Sea (Prevention of Pollution from Ships) Act 1983 were included in the Transport and Communications Legislation A ct 1994, which received Royal Assent on 30 May 1994. The amendments give effect to a num ber of additional enforcement powers in respect of pollution from ships which have become part of customary international law under the 1982 United Nations Convention on the Law of the



The amendments extend the operation of the 1983 Act to the 200 run exclusive economic zone (EEZ). However, legal action can only be taken in respect of a discharge from a foreign ship within the EEZ if the discharge caused major damage or threat of major damage to the

coastline or related interests of Australia or to any resources of Australia's territorial sea or exclusive economic zone. The duty to report pollution incidents is also extended to incidents which occur within the EEZ.

A potential problem in enforcing pollution regulations is that a foreign ship which is under investigation may sail out of Australian

waters, beyond reach of any legal action should it ultimately be found responsible. The amend­ ments seek to address this concern by provid­

ing AMSA with powers to detain foreign ships suspected of breaching pollution regulations, including powers to escort a ship into port.

A ship will be immediately released if security

is provided of an amount equivalent to the estimated maximum amount of all penalties, other amounts of money, costs and expenses that could be payable by the master and owner of the ship in respect of the pollution breach. Penalties of up to $200 000 for an individual and $1 million for a body corporate are provided for both the owner and master of a ship which sails before it is released from


An amendment to the Protection of the Sea (Civil Liability) Act 1981 was also included in the Transport and Communications Legislation Amendment Act 1994 to provide for recovery of

oil spill cleanup costs by AMSA. Until now, there was no legislative support for cost recovery action taken by the National Plan. AMSA can now legally recover from the owner or the master of the ship, or any other person

responsible, the amount of the loss, damage, costs and expenses incurred in preventing or mitigating any pollution damage.

International Activities

The International Maritime Organization (IMO) Marine Environment Protection Com­ mittee (MEPC) held its 34th and 35th sessions in London in July 1993 and March 1994 respec­

tively. AMSA led the Australian delegation to both meetings. The Australian delegation also consisted of representatives from interested

Government departments and industry.

Issues of significant interest to Australia at the 34th session included the treatment of floating production, storage and offloading facilities (FPSO's) under MARPOL 73/78, an interna­

tional survey of IMO member states relating to ballast water and air pollution from ships.

At the 35th session, issues of particular interest included the establishment of a basis from which a ballast water annex to MARPOL might be developed and the implications of the United Nations Conference on Environment and Development (UNCED) on the work of IMO.

An officer from the business unit also led the Australian delegation to the IMO Intercessional Working Group on Air Pollution. The delega­ tion also consisted of representatives from the

Department of the Environment, Sport and Territories and the shipping industry. This Working Group addressed a number of issues, including the development of a new annex to

the MARPOL 73/78 Convention to deal with air pollution from ships. Issues of particular interest to Australia included sulphur content in ship fuels, greenhouse gas emissions and standards for marine fuel oil.

An officer attended the Oil Spill Response '94 conference held in Kuala Lumpur, Malaysia in May 1994 to present a paper entitled 'National training for an effective response'. The conference involved over 20 speakers from 15 countries and addressed a wide range of issues relating to protection and liabilities for oil spills

in the Asia-Pacific Region.



The business unit represented AMSA on a number of national forums and inquiries in which major issues concerning the environment were given priority. These


• Senate Standing Committee on Industry Science and Technology Inquiry into Disaster Management

• Coastal Zone Inquiry, Resource Assessment Commission

• Senate Inquiry into Waste Disposal

• Management Plan for Whitsunday National and Marine Parks, Qld

• a request for detailed briefing on marine pollution issues by the House of Representatives Standing Committee on Environment, Recreation and the Arts.

• Marine and Hull Liability Conference and,

• Ballast Water Symposium

Community Relations

The business unit developed a program of material on aspects of pollution from ships to educate the public on the realities of a major oil spill. This was one of the major recommen­ dations of the National Plan Review. Two brochures were produced during the reporting period: 'Protecting our Seas' - providing information on the legislation and interna­ tional conventions dealing w ith pollution from ships and 'Stow it, don't throw it' - providing information on laws on garbage disposal from marine vessels. Other promotional material, including a National Plan video and brochure, are being produced and will be available during the 1994-95 financial year.


AMSA is the managing agency of Australia's National Plan to Combat Pollution of the Sea by Oil, working with the States and Northern Territory governments and the shipping, oil and exploration industries, to maximise Australia's marine pollution response capability.

An ABC TV film crew on location in South Australia filming AMSA's new National Plan video 'Planning for the Inevitable'


N ational Plan

The National Plan Review to Combat Pollution of the Sea by Oil was finalised during 1992-93. It was conducted over a period of 18 months by a working party comprising representatives of Commonwealth, State and Territory governments and the oil, shipping and oil exploration industries. The report of the

Review was endorsed by Australian Transport Advisory Council Ministers in June 1993.

During the reporting year, work commenced on implementing the 30 recommendations of the review. The majority of this work was carried out by the National Plan Advisory

Committee (NPAC), established by the review. NPAC met in Canberra on 12-13 August 1993 and in Adelaide on 22 February 1994.

Chemical Spill Response Plan

The National Plan Review recommended that AMSA, in conjunction with interested parties, conduct a review into the requirements to respond to chemical spills from ships. The first meeting was held in November 1993

followed by a second meeting in May 1994. It was decided at the second meeting to develop a national capacity to respond to

chemical spills from ships by putting in place a National Chemical Spill Plan. To continue the task of writing a National Chemical Spill

Plan, a working group, m ade up of representatives from government and the

chemical and shipping industries, was formed. The first meeting of the working group was held in June 1994. It is expected that the development and implementation of

the full Plan could take up to 18 months.

A erial d ispersant spraying capability

In accordance with a recommendation of the

review, NPAC considered what arrangements should be put in place to ensure the

availability of suitable aircraft for dispersant

Launching the report of the review o f the National Plan in Sydney in August 1993 were the Director MSB, Sydney Port Authority, Murray Fox; AMSA Group Manager, Marine Environment Protection

Services, Mike Julian and the Chairman N SW State Oil Pollution Committee, Matt Taylor.

spraying on a national basis. The Victorian Department of Conservation and Natural Resources, which has considerable expertise in aerial spraying, w as appointed to assist in the tendering process. Expressions of interest

will be sought from the aviation industry during August 1994.


The National Plan Review recommended that

additional oil spill response equipment valued

at $5.6 million be purchased to enhance

existing equipment resources and to provide a

first-strike capability in response to a major

spill pending arrival of additional resources

from other locations in Australia or overseas.

AMSA advertised nationally and internationally for the supply of oil spill response equipm ent identified by the review as necessary to ensure Australia had an adequate and appropriate response capability. Tender responses were assessed and orders placed for the provision of the following equipm ent from Australian and

overseas suppliers.

• shoreline protection boom (300 metres) valued at $616 000

• general purpose boom (3600) metres, valued at $503 000

• open w ater boom (3200 metres) valued at $2.1 million

• two oil recovery vessels valued at $335 000 each; and

• two collapsible, air transportable oil storage barges

In June 1994, the business unit commenced assessment of submissions received against a tender for the supply of a helicopter-borne oil spill dispersant spray bucket. Intended for operations in the Darwin area, it is anticipated that an order will be placed in late July 1994 and equipm ent delivered in October 1994.

Documentation to purchase other items of equipment identified by the review currently being prepared. Items include an additional 42 tonnes of oil spill dispersants, three vacuum oil recovery units and a num ber of

oil storage tanks. Orders for these items are expected to be placed in late 1994.

N ational Plan - m ajor activities

T raining

The National Plan training program during 1993-94 included on-scene coordinators courses held in Sydney (September), Gladstone (December), and Geelong, Vic

(March); a scientific support coordinators' course held in Adelaide (October); a contingency planning workshop held in Port Lincoln, SA (July) and an oil spill commanders' course held in Geelong (June). MBPS also provided consultancy oil spill response courses for the Australian Antarctic Division (October) and the Illawarra Port Authority, Port Kembla, NSW (November).

A ssistance p ro v id ed by th e N ational Plan

Assistance was provided w ith the running of a consultancy oil spill response training course for Nabalco Pty Ltd in Gove, NT in October; equipment

operators courses in Gove (August), Rockhampton (September) and Townsville (March)

and contingency planning on Thursday Island, Qld (August). AMSA

officers also provided assistance with several courses run by the oil industry's Australian Marine Oil Spill Centre at Geelong, Vic.

An AMSA National Plan Coordinators Course in session at the Australian Marine Oil Spill Centre in Geelong, Vic.


Oil Spill Commanders Course

The Senior Oil Spill Commanders course held

in Geelong in June 1994 was the first of its

type, resulting from a recommendation of the

National Plan Review. The two day workshop

provides an opportunity to assist nominated

Oil Spill Commanders to develop the neces­

sary skills for m anaging a major maritime oil

spill disaster It also provides oil industry

executives with indepth understanding of

how major oil spills will be handled and their

roles, should the ship involved be a tanker.


A num ber of exercises were held during the

reporting period, the major being Exercise

Capricorn in Queensland on 24-25 May 1994.

The exercise took more than twelve months in

planning and w as designed to test National

Plan response arrangements. The exercise

involved over twenty government and

industry agencies and over 150 personnel.

The scenario for the exercise involved a

foreign fishing vessel colliding with a loaded

Oil recovery equipment being deployed for 'Exercise Capricorn’ at the Port of Gladstone, Qld.


The exercise


m ovement of

equipm ent

from Mel­


Townsville and

Brisbane to test

logistic support


Equipment was

deployed at the

spill scene.

The control centre for 'Exercise Capricorn1 - testing National Plan response arrangements in Gladstone, Qld.

oil tanker some 30 nautical miles off

Gladstone, with the loss of over 2500 tons of

oil from both vessels. Objectives of the

exercise included testing of State, Common­

wealth and industry oil spill response proce­

dures, contingency plans and lines of commu­

nication, as well as to determine the adequacy of Australia's

National Plan


Incidents in Australian waters

During the reporting year, AMSA received

252 reports of m arine oil pollution. Over 46

per cent of these occurred within port limits

and appropriate cleanup action was

undertaken by the port authority or relevant oil terminal. In 42 cases, AMSA w as involved

under National Plan arrangements. Five incidents w ere reported to the flag State of the vessel involved. Two garbage pollution

incidents were also reported to the flag State of the vessel.

Reports of oil slick sightings originated from

several sources, as show n in the table below:

% \

X \ \ \ %

Oil slick reports 1993-1994

The source of 107 of the 252 reported slicks could not be determ ined. The rem ainder were

attributed to a variety of sources, as shown in

the following ta b le :



2 0 - -


1 0 - -

5 --

\ % \ % \ \ %

* \ % \ % \

\ ♦ % % %

Sources o f oil spills 1993-94

Terminal spill in Sydney Harbour

A significant spill at Gore Cove on 19 July 1993 reinforced the value of National Plan training program s in preparing both industry and government personnel for oil spill response. The incident involved the escape of some 10 tonnes of crude oil into Sydney harbour from Shell's Gore Cove terminal

during a transfer operation between storage

tanks at the site.

Despite inclement weather, response to this

potentially serious incident was effective. Booms were deployed by the NSW Maritime

Services Board and Shell, successfully containing the spill to an area of around 170 by 120 metres w ithin the Cove and protecting

nearby nature reserves. While low pressure,

cold water hoses kept oil off the rocky


foreshore, skimming equipment and vacuum

pum ps were employed, recovering over 80

per cent of spilled oil within the first 17 hours.

Investigating Environment Protection

Authority environmental scientists later

concluded environmental damage to this

sensitive area was minimal.

Response to this incident provided a basis for examination of existing local response

arrangements to identify possible weaknesses

and formulate further improvements.

HM AS Melbourne spill

The National Plan responded to an incident at

Victoria Dock, Melbourne on 30 October 1993

involving the spill of nine tonnes of diesel

bunker from HM AS Melbourne.

On being alerted to the spill, the Port of

Melbourne Authority deployed boom around the ship and under the berth. Cleanup operations w ere complicated, however, by oil

which had already drifted across Victoria

Dock. Sorbent materials and a disc skimmer

were used to recover the contained spill

which am ounted to some 6.5 tonnes.

Maersk Oceania Spill

Some 1.25 tonnes of heavy fuel oil w as spilt from the container ship Maersk Oceania during

a bunkering transfer at Swanson Dock, Melbourne on 13 November 1993. National

Plan resources employed included a Marco skimmer, some boom and a quantity of

sorbents. Over two tonnes of oil/ water

mixture was successfully recovered.

Meeting to discuss National Plan issues at AMSA head office (clockwise from top left) Wayne Stuart, AMSA; Don Blackmore, Australian Marine Oil Spill Centre; Paul McGrath, AMSA Chief Executive; Russell Coleman, BHP Petroleum; Dr Ian White, International Tanker Owners Pollution Federation, UK; Collin Freeland, AMSA Chairman and Brent Pyburn, Earl East Asia.


Port Melbourne spill

Station Pier at Port Melbourne was the site of

a one tonne spill of heavy fuel oil on 1 February 1994. The likely source w as a ship

berthed at the pier at the time. The spill spread under the pier and northwards in a 50 metre w ide slick of some 200 metres length.

The oil w as contained before it could affect beaches, using 50 m etres of GP 500 boom and a skimmer. Cleanup was completed within

three days of the incident.

Sinking of Boa Force

A disused underw ater well head was struck

by the oil rig tender vessel Boa Force on 24th

February 1994, near Thevenard Island off the northern coast of W estern Australia. The hull

of the Boa Force w as holed causing it to sink in nine metres of water. There was no dam age to

the well head, Saladin 3, which had been sealed in 1987.

Although no oil escaped from Boa Force as a

result of dam age, a small slick resulted from oily residue on decks and in the engineroom. Booms w ere deployed to contain any further

spillage as 213 tonnes of diesel fuel and one tonne of lube oil rem ained on board.

Refloating and oil transfer operations were

successfully carried out over a six week period w ith no further spillage.

Adventure bunkering spill

Approximately one tonne of heavy fuel oil was spilt at N o.l East Swanson dock in Melbourne, during bunkering operations between Shell's barge Tolema and the fishing

vessel Adventure on 13 April 1994.

Adventure's fuel tanks were overfilled and oil escaped via the oil tank vents into the water.

Seven sections of boom were deployed to

contain the resultant slick which was successfully recovered using a skimmer.

Griffin Venture spill

On 3 June 1994, BHP Petroleum reported an oil spill from its Griffin Venture rig on the North West Shelf off the Western Australian coast. Some 35 tonnes of crude oil escaped during transfer operations to the Cosmo Mercury. A helicopter was deployed to observe the slick and a spray bucket kept on standby. The slick dispersed naturally at the end of the day with no further action necessary.



Effectiveness of m arine pollution regulatory activities

During the reporting period, the business unit kept pace with changes in international

regulations with amendments to legislation in consultation with industry. The Protection of the Sea (Prevention of Pollution from Ships) Act 1983 was amended to give effect to recent changes to the MARPOL 73/78 Convention and to a number of additional enforcement powers, now part of customary international law under the 1982 Law of the Sea Convention.

During port State control undertaken by AMSA in 1993, MARPOL 73/78 deficiencies accounted for only 1.52 percent of all deficiencies.

One hundred per cent compliance was achieved with the International Convention on Civil Liability for Oil Pollution Damage,

w ith 20 Australian vessels issued with Certificates of Insurance, and no foreign tankers arriving in Australian ports without the necessary proof of insurance.

D uring the reporting period, Shipboard Oil Pollution Emergency Plans in respect of 57 Australian vessels were approved. All ships

over 400 gross tons are required to have Shipboard Oil Pollution Emergency Plans approved by 4 April 1995.

Although no prosecutions were mounted in respect of MARPOL contraventions in the

Commonwealth area of jurisdiction, six prosecutions were undertaken by State authorities using complementary MARPOL

legislation and several others are pending.

Minimisation of costs in providing effective training to co m b at m arine pollution, m easured on a unit-cost basis

The num ber of courses under the National Plan training program increased during the

reporting period. The courses were successful in providing quality training to personnel to

acquire skills to respond to marine pollution. The average cost to the National Plan of

attendees to on-scene coordinator courses was approximately $340, for the oil spill commanders course $720 and for operator courses approximately $65. All courses were

conducted within budget.

Effectiveness of N ational Plan response (including equipm ent), a s determ ined by the National Plan M anagem ent Committee

Of the 235 sighting reports of marine oil

pollution, 111 were known to be ship sourced. Of the remainder, the source could not be specifically identified. Over 46 percent of

incidents occurred within port limits where cleanup action was taken by the port

authority or relevant oil terminal. The remainder of incidents occurred offshore and

did not pose a threat to the coastline, consequently requiring little or no further

cleanup action other than initial threat assessments.

No major spills occurred during the reporting

period. However National Plan responded successfully to a num ber of minor oil spills.

The implementation of the recommendations of the review of the National Plan continued

during the reporting period. Of 30 recommendations, 22 were implemented and

considerable progress was made towards concluding the remaining recommendations.


Strategic Development

An AMSA media liaison presentation at the AMSA's public relations section filming a sea safety Australian Marine Oil Spill Centre, Victoria. video off Sydney Heads, NSW.

AMSA's Chief Executive, Paul McGrath receives the top award in the statutory authorities category of the Institute of Public Administration Australia 1993 annual report awards from the speaker of the House

of Representatives, the Hon. Stephen Martin.

AMSA Chairman, Collin Freeland (centre) with the recipients of the 1993 AMSA Outstanding Service Award, Chris Payne, and Safety and Health Award, Maurice Glasson (Fremantle Depot, WA).


Strategic Development is a business unit with diverse responsibilities. The focus is the development of AMSA's corporate strategy within the context of individual business units goals and objectives. However, it also plays an important role in providing services to specific user groups.

In functional terms, the unit's responsibilities are the development and analysis of corporate initiatives, the provision of secretariat and legal services, public relations,

registration of ships and administration of an employment scheme for ships' crews for the Australian maritime industry.

In view of the importance AMSA places on client service through ship registration and provision of crews, a comprehensive report on the performance of these sections appears on pages 66-70. Other elements of the business unit's activities during the reporting

year were:


• development of initiatives identifying AMSA as a corporate entity operating commercially and effectively in the interests of Governm ent and the Australian

shipping industry

• provision of legal and legislative secretariat support services to the AMSA Board and executive m anagem ent and coordination of information to the Minister for Transport

and the portfolio Department

• provision of promotional and marketing services which reflect the Authority's functions and achievements, consistent

w ith AMSA's corporate ethos


• develop a corporate strategy to underpin the effectiveness of business units

• provide a point of advice to executive management on the implications of business unit initiatives within the context of the corporate strategy

• maintain achievements consistent with AMSA's corporate ethos

• provide legal services

• provide secretariat services

• provide a professional public relations and publications service reactive to the needs of stakeholders, clients, the public and staff

• promote and market business capabilities

• implement an efficient and effective recreational craft safety education strategy, in conjunction with State/Territory authorities


• certification of AMSA enterprise agreement and implementation of

productivity measures

• monitor Board perceptions of secretariat services, timeliness and quality of business papers and regular performance feedback

by Board members

• provision of timely and accurate information to Minister for Transport and

portfolio Department


C orporate Plan 1 9 9 3 -9 4 to 1995-96

During the reporting period, AMSA issued a

revised Corporate Plan covering a three-year

forward period. This follows a performance evaluation in the preceding 12 months of

operation, an analysis of developments in the shipping industry in the medium term and an assessment of the strategic directions in which AMSA should focus to maximise its assistance to the industry.

The plan is reviewed annually against estab­

lished perform ance criteria and Government policy.

'Ships of S h am e' Conference

AMSA arranged and sponsored a major conference relating to the House of Repre­

sentatives Standing Committee on Transport, Communications and Infrastructure Report,

the 'Ships of Shame'. This conference was

attended by senior members of the maritime industry, both from within Australia and overseas.

Enterprise B argaining

An AMSA enterprise agreement was endorsed by the Industrial Relations

Commission during the review period. The agreement endorsed an overall salary

increase of four per cent to a majority of staff and will introduce a number of new

initiatives for the Authority. These include a single industrial aw ard and a new AMSA - related classification structure.

In addition to the enterprise agreem ent, the Government gave 'in-principle' agreem ent to the Board recommendation that the staff of AMSA be employed under the AMSA Act

instead of the current Public Service Act.

G overnm ent Committees

Throughout the year, AMSA provided

submissions to a num ber

of Governm ent commit­

tees. In particular, the

Authority provided a

submission on the

'Inquiry into the Com­

mercialisation of Public

Sector Operations'.

In its submission, AMSA

suggested that w ith a

meaningful understand­

ing and a careful

approach, its regulatory

functions m ay be undertaken w ithin an

organisation operating

on commercial rather

than bureaucratic lines.

AMSA Chief Executive, Paul McGrath and Chairman, Collin Freeland, making a presentation to Michael Turner of the Canadian Coast Guard for his involvement in the ’Ships of Shame' conference, held in September 1993.



AMSA is responsible for drafting and promul­ gating marine orders and sponsoring amend­ ments to Acts and Regulations within AMSA's administrative responsibilities. AMSA is responsible for managing its own legal affairs including property matters, formal agree­ ments, administrative law issues particularly Freedom of Information and Privacy Act matters and corporate law generally.

Major legislative changes

The Protection of the Sea (Oil Pollution Compensa­ tion Fund) Act 1993 and three associated Acts received Royal Assent on 15 October 1993 and,

with associated Regulations, opened the way to Australian accession to the International Convention on the Establishment on an

International Fund for Compensation for Oil Pollution Damage 1971.

The Protection of the Sea (Shipping Levy) Act 1981 was amended to provide for an increase in the maximum rate of levy that might be prescribed by regulation, from 4 cents to 6 cents per ton.

The Navigation Act 1912 was amended by the Transport and Communications Legislation Amendment Act (No 2) 1993 to enable AMSA to

assume responsibility for the licensing of pilots in Australian coastal waters.

The Transport and Communications Legislation Amendment Act 1994 amended the following


• Protection of the Sea (Civil Liability) Act 1981 to provide that loss, damages, costs or expenses incurred by AMSA or the Australian Government, in combating pollution may be recovered at law.

• Protection of the Sea (Prevention of Pollution from Ships) Act 1983 to provide for the detention of foreign ships involved in a pollution breach in Australian waters.

• Navigation Act 1912 to consolidate into one section the principal exemption provisions.

A new issue of Marine Orders, Part 6 (Marine

Qualifications - Radio) was promulgated to

provide for the issue and renewal by AMSA of Global Maritime Distress and Safety

System operators certificates.

A new issue of Marine Orders, Part 15 (Ship Fire Protection, Fire Detection and Fire

Extinction) was promulgated to provide for

the extensive upgrading of standards in Part 2

of Chapter 2 of the International Convention for the Safety of Life at Sea (SOLAS) for fire

protection on ships built after 1 February 1992.

Marine Orders, Part 16 (Load Lines) was amended to allow bulk cargoes to be loaded

at Queensland ports to more favourable internationally agreed rules.

Marine Orders, Part 20 (Ship Machinery) was

amended to include the upgraded standards

in Part 1 of Chapter II of SOLAS for safe installation and operation of machinery in ships built after 1 February 1992.

A new issue of Marine Orders, Part 23 (Equip­

ment - Miscellaneous and Safety Measures)

was promulgated to specify the new stand­

ards in Regulation 17 of Chapter V of SOLAS for pilot ladders, mechanical hoists and other

miscellaneous equipment required on ships.

A new issue of Marine Orders, Part 33 (Cargo

and Cargo Handling - Grain) was

promulgated to reflect amendments to Chapter VI of SOLAS relating to the loading,

carriage and stowing of grain in ships.

Administrative law

The Administrative Decisions (Judicial Review)

Act 1977, the Freedom of Information Act 1982, the Privacy Act 1988, and the Ombudsman Act

1976 apply to AMSA. In addition, specific decisions may be reviewed under the

Administrative Appeals Tribunal Act 1975.

Administrative Appeals Tribunal

During the reporting year, five matters were under review by the Adm inistrative Appeals Tribunal. Three m atters were resolved. In one matter, the applicant w ho had sought a review of a decision by the Principal

Examiner of Marine Engineers not to issue to him a Certificate of Competency, did not proceed w ith his application in the Tribunal.

The two other completed matters concerned determ inations by the Marine Council of unsuitability of individuals for engagement as seafarers under section 47 of the Navigation Act 1912. One was settled by consent of the

parties and the relevant determ inations of unsuitability were set aside. In the other matter, the determ ination by Marine Council of unsuitability of the applicant, w as set aside by the Tribunal following the merit review.

Of the two m atters not concluded in the reporting year, one application is for a review of a determination by Marine Council of unsuitability for engagem ent as a seafarer.

The other is an application for review by the Tribunal of decisions, both initially and on internal review, m ade by AMSA relating to a request under the Freedom of Information Act for docum ents concerning the operations of the Seamen's Engagement System.

Freedom of Information

AMSA received 26 applications for docum ented information, of which 23 matters w ere completed as at 30 June 1994. Of these, 17 were processed under the Freedom of Information Act 1982, and in six, full access w as granted, while in 11 cases partial access w as granted. The rem aining six completed applications were resolved outside the Freedom of Inform ation Act provisions.

As m entioned above, in one matter there was a request for an internal review followed by

an application for review by the Administrative Appeals Tribunal which has not yet been heard. The statem ent by AMSA under Section 8 of the Freedom of Information Act is on page 84 of this report.

Privacy Audit

In September 1993, auditors from the Office of the Privacy Commissioner undertook an Information Privacy Principles (IPPs) audit under the Privacy Act 1988 in AMSA head office and the Melbourne office, w here the focus w as the General Register of Seamen.

The A udit Report issued in December 1993 stated that the standard of compliance w ith the IPPs by Marine Crews is satisfactory. The auditors noted that in some of the cases where risks of breaches of the IPPs were evident, these were mainly due to long standing practices which had grow n in the industry and were yet to be addressed by AMSA. AMSA m anagem ent however, accepted the need to adopt new procedures to comply with the IPPs and to im plem ent controls that will manage the privacy risk.

Findings and recommendations m ade by the auditors included:

• an explicit legal authority is required for disclosure of personal inform ation between AMSA and the Marine Council

• access by individual seafarers to their personal information should not include unauthorised access to personal inform a­

tion of third parties

• security of AMSA premises and personal information collections, including contrac­ tual arrangements with cleaners and consultants and adequacy of lockable storage facilities, required review

• AMSA's internal auditor should add a regular review of compliance w ith the

Privacy Act to its audit plan, and


• while AMSA staff had some general knowledge of the Privacy Act, implementation of privacy training for all staff is necessary

AMSA has put in place already or is giving

active consideration to measures implement­ ing the recommendations of the auditors.

Policy Coordination

The Corporate Secretariat provides

Ministerial and general policy co-ordination through the Department of Transport.

During the year, AMSA was asked to provide

replies to 68 letters received by the Minister

and provided information for replies to 12 Questions on Notice.

The Corporate Secretariat also co-ordinated briefing for the Minister on matters including

the closure of the Omega navigation facility, action to protect Australian ships from the threat of piracy and armed robbery, a

Queensland oil spill exercise, criticism of AMSA's search and rescue procedures and Commonwealth licensing of Queensland

coast pilots.

In addition, AMSA was asked to consider and comment on a num ber of wide-ranging issues

including the Administra­

tive Review Council's

review of Commonwealth

environmental impact

assessment decisions, use of

registered designs by the Commonwealth and its

authorities, Commonwealth accreditation of State environment practices, the

Australian disability

strategy, and the Federal age discrimination policy.

Other coordination activities relating to international affairs included the Asia Pacific Economic Co-operation survey of standards, technical regulation and conformance, review of the International Convention for the Unifi­ cation of Certain Rules relating to the Arrest o Sea-going Ships 1952 and Asia-related govern­ ment initiatives.

During the year, Strategic Development provided the secretariat for the AMSA Advi­ sory Committee and coordinated input for meetings of the Australian Transport Council


AMSA Advisory Committee

The AMSA Advisory Committee was established in September 1993 by the AMSA Board to provide advice to AMSA on the future direction of the maritime industry, as well as advising on issues associated with the commercial, regulatory, operational and consultative activities of the Authority.

The Committee is chaired by Captain Alan Tait of Howard Smith Industries. Members are drawn from the commercial and recreational maritime sectors, State governments, peak industry bodies, the Australian Maritime Officers Union representing the maritime trade unions, and AMSA.

The AMSA Advisory Committee in session ■ assessing a range of maritime industry issues

Three m eetings w ere held during the year at which the Committee considered a range of national and international issues including:

• a national approach to marine safety

• industry/union involvement in the IMO and the International Labour Organization

• extent and frequency of ship inspections

• spread of exotic organisms through ballast water discharges

• phasing out of halons (which deplete the ozone layer)

• A MSA's financial position and financial targets

• quality assurance in maritime education

• licensing of coastal pilots, and

• safety during helicopter transfer of marine pilots a t sea.

Public Relations

During the reporting year, a concerted effort was undertaken w ithin the Public Relations Section to actively prom ote the operational services offered by AMSA in the wider marketplace and raise corporate awareness in the community of AMSA's im portant maritime safety activities.

This specifically involved the production of videos on oil pollution and small craft safety and the distribution of a number of new and revised quality colour promotional books and pamphlets.

Additionally, direct contact with client organisations and promotional opportunities sourced w ith m aritim e industry and national new spaper/m agazine groups and television networks w ere successfully pursued.

A num ber of AMSA managers presented papers and organised workshops on operational activities at conferences both in Australia and abroad during the year and

Filming a sea safety education video for AMSA public relations off Sydney Harbour in July 1993.

these were published in a number of newspapers and journals.

The section administers a publications production unit which desktop publishes and distributes around 400 forms, 50 booklets and information papers and the Annual Report each year.

Of note was AMSA's win in the statutory authorities category of the Institute of Public Administration Australia, 1993 Annual Report awards. The judges commended AMSA's report as a model for all agencies to follow for the future.


Two displays were designed and produced on navigational history and AMSA operational activities at Sydney's National Maritime Museum. Work continued on reconstruction of the 1874 former Cape Bowling Green lighthouse, North Queensland, at the museum in Darling Harbour, to be opened in September 1994.

Negotiation with maritime museums continued during the year, resulting in the setting up of two new navigational equipm ent displays in Eden, NSW and Whyalla, SA, and the long-term loan of AMSA-held historic artefacts including

lenses, pedestals and lightstation operational items to existing community museums for display purposes.

Significant enquiries from Australia and overseas continued for historical information

on lightstations. A number of television networks also filmed childrens' programs at selected AMSA lighthouses in Victoria and


Sea Safety Marketing

AMSA's role in recreational boating education was reviewed and a report submitted to the

Board in December 1993. This recommended that safety education activities be coordinated w ith the States and Northern Territory to avoid duplication and reduce costs.

Market research, the first to be undertaken nationally in this area, was conducted to identify issues and attitudes in the recreational boating community. In April 1994, AMSA

organised a meeting of boating authorities from the States and Northern Territory, the Australian Yachting Federation and the Boating Industry Association of Australia at which it was agreed to establish a forum for

development of national safe boating public education strategies, to be known as the National Safe Boating Education Group.

Establishment of the forum was endorsed by the Marine and Ports Group of the Australian

Transport Council in June 1994. Ongoing activities through the year included production of the video 'Mayday Mayday Mayday - the

rescue' and provision of education resources when requested, to volunteer groups, water police, boating clubs and the community.

AMSA also promoted recreational craft safety at major boat shows in Sydney, Melbourne, Perth, Brisbane and the Gold Coast.

Rear Admiral Peter Sinclair AC, Governor of N SW (left) with former N SW policeman, Neil Campbell and his wife Tanya, following presentation of the 1993 Sea Safety Award for heroism at sea. The presentation took place at the Royal Volunteer Coastal Patrol headquarters in Sydney on 13 October 1993.


Certification of AMSA enterprise ag reem en t an d im plem entation of productivity m easures

In line w ith AMSA's commitment to maximising efficient and cost-effective performance, negotiations on the developm ent of an AMSA enterprise agreement were com pleted and the Industrial Relations Commission endorsed the agreem ent in May 1994.

M onitor B oard perception of secretariat services - tim eliness a n d quality of business p ap ers a n d re g u la r perform ance feed b ack by Board m em bers

Reporting requirem ents and service provision have been im plem ented to meet Board requirements, essential legislative changes have been achieved and planning for longer

term arrangem ents commenced during the year

ASSESSMENT AGAINST PERFORMANCE INDICATORS Provision of tim ely and accu rate inform ation to the M inister for Transport a n d portfolio

D epartm ent

A high quality, fast turnaround ministerial and Departm ent of Transport information service w ith pre-determined key contacts is in place. Feedback indicates a high level of satisfaction w ith services.




AMSA provides the maritime and fishing

industries and the boating community with a cost-effective, quality ship registration service.


• to maintain a shipping registration service

which meets customer requirements and conforms w ith the Shipping Registration Act 1981.

• to minimise the cost of providing Shipping Registration Office services.


• the num ber and type of transactions

processed per staff member for a set period

• the financial surplus m ade by the business unit on its operation

• the extent of additional services provided and cost-saving procedures initiated

• correspondence from industry and reports from other users


The Australian Shipping Registration Office and the A ustralian Register of Ships were established under the Shipping Registration Act 1981.

The Shipping Registration Act provides a system of registration of title and

encumbrances in respect of Australian-owned ships and is entirely separate from State registration systems which are mainly

established for regulatory purposes.

Although fishing vessels, recreational craft and some commercial ships are not required

to be registered unless proceeding overseas, there are many advantages in registration. It provides Australian nationality, gives good title of ownership for re-sale purposes and enables the registration of mortgages taken

out by owners. This provides an attractive form of security for the lender.

The number of ships on the Register increased by 63 during the year with 7391 ships registered at 30 June 1994 compared with 7328 at 30 June 1993. There were 267 ship registrations during the year and fees

were not varied.

A review of the legislation was conducted in order to identify ways to ensure that it continues to meet the requirements of industry and the boating community. The

recommendations include enhancements to the existing system, new services, and a linkage of safety with registration


A project to transfer data from the former paper register to the computerised register was carried out during the year. The transferred data is being verified on a transaction-driven basis.

i 66

The num ber a n d ty p e of transactions processed p er staff m em ber for a set period.

This year four staff performed 2525 transac­ tions (excluding the granting of certificates and searches of the register) compared to last year's average of 5.75 staff performing 2703 transactions. Productivity based on num bers of transactions is up by more than 34 per cent in spite of a 6.5 per cent decline in transactions. How ever the actual increase in productivity is higher because the proportion of complex transactions has risen sharply.

The am o u n t of surplus m ad e by the business unit on its o p eratio n

The Shipping Registration Office m ade a profit during the reporting period of $95 325,

ASSESSMENT AGAINST PERFORMANCE INDICATORS compared w ith an operating loss of $104 919 in 1992-93. The profit is due to increased

demand for new registrations, transfers of ownership and mortgages and reduced expenses and overheads.

The ex ten t of additional services provided and cost-saving procedures initiated

No additional services were provided during the year.

C orrespondence from industry a n d reports from o th er users

Public comments on services were generally favourable. However, some adverse comment has been received because the unit has been less able to provide a same-day search service and because of a greater backlog of registration work.

Recr'na! Fishing Govt Demise


Other Total

NSW 1492 261 4 7 225 1989

VIC 520 194 0 4 118 836

QLD 1220 655 27 3 336 2241

SA 231 278 2 0 38 549

WA 501 408 1 0 120 1030

TAS 191 216 4 1 52 464

NT 204 51 1 0 21 2 77

TOTAL 4359 2063 39 15 910 7386

Details of ships registered in Australia on 30 June 1994


M A R IN E C R E W S The Australian Maritime Safety Authority

provides an employment service to the Australian maritime industry for the employment of ratings.


• administer the Seamen's Engagement System

• perform regulatory functions under Part II of the Navigation Act 1912

• issue campaign aw ards to Australian merchant mariners.


• administer the employment of marine

cooks, marine stew ards and the Seamen's Engagement System in a cost-effective, responsive m anner

• maintain adequate arrangements to minimise risk of unfit or unsuitable seafarers being employed on Australian ships

• provides an appropriate legislative framework to ensure Australia's international obligations relating to the employment of seafarers are met

• maintain a central database and ensure that it continues to serve the expressed

needs of industry, individual seafarers and

their representatives

• recognise the w artim e service of Australian

merchant mariners

• seek business opportunities that complement the m ain role of the business



• ratio of costs to the number of employment placements made

• number of seafarers signing Articles of Agreement without valid certificates of qualification and/or medical fitness

• positive feedback from clients of the Seamen's Engagement System expressed by clients

• ability of port staff to handle daily incidents occurring in the operation of the system

• timeliness and accuracy of recording and providing information

• number of complaints received relating to delays in issuing campaign awards to those entitled.



A MSA provided an em ploym ent service under the term s of the Maritime Industry Seagoing A ward through offices in Canberra ACT, Sydney NSW, Melbourne Vic, Fremantle WA, Brisbane Qld, Port Adelaide SA, Newcastle NSW and Port Kembla NSW using a netw orked com puter system.

About $1.4 million is allocated annually for the placem ent of seamen, cooks and catering attendants to ships requiring replacement crew from a pool of registered seafarers.

The business unit performs regulatory

functions designed to ensure compliance w ith Australia's obligations under international conventions dealing w ith the engagement of seafarers. In particular, all persons m ust be suitably qualified and medically fit for service at sea.

The unit also provides a record-keeping service to the m aritim e industry covering the service records of all Australian seafarers.

The database contains records from 1922 and is a valuable source of information for many industry bodies and government departments. It also generates income for the unit as the inform ation provided attracts a


A w ards

Another im portant activity perform ed by the section is the determ ination of campaign award entitlem ents for Australian seafarers who served in the First and Second World Wars as well as those who provided a support role during the Vietnam conflict.


A review of the business unit w as completed in December 1992 after consultation with staff and industry clients. The principal function of the review w as to determine if the service

delivery of the unit met the requirem ents of the industry in the most efficient, cost- effective and commercial manner. The recommendations of the review included the transfer of operational work from Canberra to Melbourne and Sydney to increase the viability of those two offices and provide more direct access to the business unit for industry clients.

In addition, it was recommended that the Newcastle, Wollongong and Port Adelaide offices be closed and the functions of those offices be performed remotely from Sydney and Melbourne. The three offices were closed during 1993-94. Savings to industry resulting from these closures will be around $200 000 per year. Industry has indicated it prefers direct access to the centralised database and consultants are preparing system software to allow industry trialling.


Q uality of service delivery

Perception of clients

Industry seemed generally pleased that the

business unit staff delivered services quickly and efficiently and in a very competent m anner and no official complaints were received during the year.

However, it is clear that staff must maintain a helpful and cheerful m anner at all times in their dealings w ith clients, particularly those that they deal w ith regularly to ensure that

the good relationships built up over many years are maintained.

Timeliness and accuracy

The section continued to provide information to industry and others well within the

targeted average response time of ten working days. The timeliness of the provision of information to those seeking it

was confirmed by the fact that no complaints were received about the non-receipt of requested information.

Delays in issuing campaign awards

No complaints w ere received during the reporting year from veterans relating to delays in the issue of their campaign aw ard


Staff training

Ability to deal with incidents

Staff in Marine Crews offices have had many years experience in dealing w ith the type of incidents likely to occur during the daily running of the system. No incidents during the year required head office intervention and there have been no complaints received from



There were 4 723 employment placements of seamen during the reporting year at a cost of $1.41 or $299 per placement. This compares

with 4889 placements in 1992-93 at a cost of $322.20 per placement. The cost of each placement has increased marginally as a result in the reduction of the number of jobs and ratings available and the fact that the costs for the operation of the system remained

mostly unchanged from the previous year because the full implementation of the recommendations of the Marine Crews

review did not occur until 30 June 1994.

Unqualified seafarers

Numbers serving without valid certificates

No accurate statistics will be available until 1994-95 and it will be difficult to determine the number of incidents for the current year

until the GROSS com puter software is

sufficiently refined. However, from an estimate of time spent by staff on resolving incidents, it appears that ships' masters are now enforcing the requirements of Marine Orders Parts 3 and 9 more rigorously when signing on crew.


Corporate Services

The C o rp o ra te Services business unit supports

o p eratio n al business units and en h an ces

o rg a n isa tio n a l effectiveness by developing

opportunities for em ployees, recognising their

contribution a n d providing leadership, satisfying

w ork a n d effective negotiation a t all levels.

«He— .

Christmas 1993 at Wilsons Promontory lightstation, Victoria. AMSA's Corporate Services Staff Resources section, Canberra ACT.


Provide high calibre customer-oriented advice and corporate support to AMSA's business units, management and Board


• Corporate Service costs as a proportion of total costs

• Corporate Services costs as a proportion of revenue

• Number of AMSA employees from equal

employment opportunity target groups


Corporate Services is responsible for financial management, hum an resource support, information technology, property and general services to business units.

A review of corporate systems was

undertaken during the year resulting in a decision to replace AMSA's existing financial and hum an resource systems as a prerequisite to the development of improved and integrated operational management systems. This decision also involves a move to the

UNIX operating environment and purchase of a new hardware platform.

A further major change during the year was the commencement of the development of a

competency-based development program for


Major challenges for the unit in 1994-95 will be:

• implementation and refinement of new corporate systems including improved hum an resource management and

occupational safety information

• development of management and executive information systems

• continued improvement in service delivery

• completion of devolution of responsibility for hum an resource decisions to line management

• implementation of changes flowing from AMSA's new Enterprise Agreement.


AMSA's financial results for the 1993-94

financial year are presented in the Financial

Statements set out on pages 87 to 104.

Operating profit for the financial year after

abnormal and extraordinary items was $ 7.7

million, w ith a resulting accounting return on

assets of 12 per cent

AMSA's financial performance reflected a

number of significant events which occurred during the year and a continuing effort to

contain costs of operations across all business

units. With the ongoing restructuring and

streamlining of operations, staffing levels

were reduced from 533 to 440. Staff

retrenchment costs paid in 1993-94, which

were largely provided for in the previous

financial year, amounted to $4 million. In

addition, further retrenchment costs to be

paid out in the following years have been

provided at $ 0.651 million.


Total operating revenue after interest income

was $70.55 million. AMSA's principle revenue is derived from the collection of

levies for self regulated activities and

payments by Government for Community

Service Obligations.

The following charts show the Authority's

revenue distribution for 1993-4 and a

comparison to the previous year.


□ $33.4m Navigation Levy

□ $15.4m CSO receipts

EZI $14.lm Regulatory & Sea Levy H $5.0m Fees for services

□ $1.1 m Interest

□ $1.3m Other revenue

Australian Maritime Safety Authority 1993-94 Revenue

EZI $34.6m Navigation Levy 1 __1 $18.6m CSO receipts □ $7.9m Regulatory & Sea Levy

1 1 $4.9m Fees for services □ $2.0m Interest

□ $2.1 m Other revenue

Australian Maritime Safety Authority

1992-93 Revenue


□ $26.4m Staff Costs

□ $25.3m Administrative exps

□ $5.5m Depreciation

□ $2.3m Interest exps

□ $2.1 m Vessels & incidents

Australian Maritime Safety Authority

1993-94 Expenditure

D $26.7m Staff Costs 1 __1 $24.6m Administrative exps □ $5.2m Depreciation

1 __1 $2.4m Interest exps 1 1 $1,6m Vessels & Incidents

Australian Maritime Safety Authority 1992-93 Expenditure


The program is being used in all AMSA State

offices together w ith an extensive agenda of awareness raising for all employees.

A n EEO program booklet summarising major objectives of the EEO program including a foreword by the Chairm an and Chief

Executive reinforced AMSA's commitment to the principles of equity for all staff. The issue

of workplace harassm ent has been addressed

in a num ber of ways including development

and distribution of an information booklet, and the im plem entation of a national

network of workplace harassm ent contact


As part of a strategic plan to encourage the developm ent of AMSA's female staff, a

wom en's netw ork w as introduced with the inaugural m eeting held in April 1994. Quarterly m eetings of the network are to be

held to examine developmental opportunities and to provide a support network for

AMSA's female employees.

Work has continued in the development and maintenance of EEO statistics to provide an accurate and up-to-date portrait of staff

employed by AMSA.

Staff Development and Training

The implementation of an AMSA-specific

managem ent developm ent program

continued, w ith awareness raising sessions

examining the legal accountability of staff at

all levels, in all offices and a major program of information technology training provided the major focus for developmental activities

for the year. A total of $698,748.00 or 41 per

cent of the salary budget was expended on training and developmental activities during

the year. On average, each AMSA staff

member received 3 days training during the


Competency Based Staff Development Program

The developm ent of a Competency Based Staff Development Program (CBSDP) was commenced in November 1993 to enhance AMSA's existing staff developm ent program. The CBSDP is an ongoing strategy to identify and docum ent tasks undertaken within jobs, identify training and developm ent needs of staff and identify and provide training and development opportunities to meet staff needs.

The program is a structured approach to training and developm ent for AMSA employ­ ees and accords w ith AMSA's corporate philosophy. It has two aims:

• to assist AMSA to achieve its corporate


• to assist staff to acquire knowledge and skills for their current job and meet their career needs.

AMSA Brisbane Navigational Services officer, Lawrie O'Reilly, retired in April 1994 after 36 years o f service to the maritime industry.


Occupational Health and Safety (OH&S)

AMSA is committed to achieving the highest

standards of occupational health and safety

performance throughout its operations. The

Authority seeks continuous improvement in

occupational health and safety performance through the use of sound management

systems, safe w orking practices and evolving

technology. Managers and supervisors are

accountable for occupational health and

safety through the integration of OH&S

performance as an integral part of business

planning and assessment and its

incorporation into the performance

evaluation program.

In line with this com m itm ent a safety audit

was conducted throughout AMSA during the

year. The findings of the audit will provide a

baseline from which improvements in the

OH&S program may be measured and

evaluated. A three-year safety management

strategy has been developed to provide a structure for systematically improving health

and safety across AMSA.

A safety sem inar involving all AMSA

managers was held during the year to raise

safety awareness. An outcome of this

seminar was a new occupational health and

safety policy statem ent which has since been

ratified by AMSA employees and their


An agreement as required under Section 16(3)

of the Occupational Health and Safety

(Commonwealth Employment) Act 1991 was

developed and signed in September 1992.

This agreement was reviewed during the year

with substantial changes being made to the structure and contents of the agreement.

Head Office OH&S section officers, Pat Chavasse, Rohanne Young and Sirpa Salminen with Chief Executive, Paul McGrath, at the launch o f AMSA's new OH&S national policy.

AMSA's n ew OH&S Policy

Occupational Health and Safety


The policy of the Australian Maritime Safety Authority (AMSA) is to achieve high standards of Occupational Health and Safety performance throughout its operations, fulfil its duty of care for all employees and provide a safe working environment. AMSA seeks a continuous improvement in occupational health and safety performance through the use of sound management systems, safe working practices and evolving technology.

AMSA's aim is to perform our duties in a safe and efficient manner, demonstrating by our safety record that we are operating our business responsibly and, in the process, protecting our employees from needless suffering and hardship.

To achieve this AMSA will:

• Comply with all legal obligations and also uphold the spirit of the law, maintain accepted occupational health and safety standards and participate in standard setting processes.

• Ensure that safe operating systems exist and safe work procedures are followed. A series of rules, procedures, programmes and policy statements on specific health and safety matters will be prepared and issued.

• Ensure that managers and supervisors are committed to and accountable for occupational health and safety through performance goals, established with workforce participation as an integral part of business planning and assess­ ment.

• Raise the health and safety awareness skills of all employees through training and development programmes.

• Ensure that it is recognised throughout AMSA that it is each employee's responsibility to work safely, minimising risks to themselves and others.

• Identify risks associated with its operations by continuing the monitoring and audit programmes to ensure goals and standards set are at least maintained and, where practicable, improved.

• Ensure that incidents are investigated to identify the underlying causes and enable preventive measures to be put into place with the objective of achieving an accident rate and lost time incident rate below the accepted standard of employment categories similar to those with coverage in AMSA.

This policy commits AMSA to occupational health and safety processes as an integral part of its management philosophy and practices.

Through the achievement of the aims of this policy AMSA will be recognised within the maritime industry as a model of good practice.

Chief Executive


Occupational Health and Safety Committee

The National Occupational Health and Safety

Committee, comprising equal union and

management representation, continued to m eet quarterly during the reporting period.

The committee is responsible for

development and implementation of

nationally consistent OH&S and

rehabilitation policies for AMSA, as well as

reviewing health and safety aspects of new

technologies, w ork reorganisation, building

proposals and plant and equipment


Designated Work Groups

In consultation w ith the unions AMSA has

established 16 designated work groups.

These groups are the three main office

locations of Brisbane, Melbourne and

Fremantle, AMSA vessels, Navigational

Services depots incorporating the

surrounding ports w ith marine surveyors

present, Omega Station, a group for all

lightstations and three groups in head office.

Health and Safety Representatives

In accordance w ith the OH&S Act, health and

safety representatives have been appointed

and notices of the elected representative and

deputy were placed in each workplace.

AMSA acknowledges that the primary role of

the health and safety representative is to

represent the health and safety interests of

employees within their workgroup and

supports the representatives in the conduct of

their duties. M anagement also acknowledges

the rights and powers of health and safety

representatives as laid dow n in Section 28 of

the OH&S Act.

Sections 68 and 69 o f the Occupational Health and Safety A ct

Procedures to assist AMSA meet its

legislative requirem ent for Accident/Inciden! Reporting under Sections 68 and 69 of the

OH&S Act were developed and implemented

throughout the year. An AMSA-specific accident and injury reporting form was

developed to ensure compliance with the

regulations and to provide management

information of performance. In accordance

with the requirements of Section 68,11

incidents were notified to Comcare, with

subsequent reports also being forwarded.

Although several incidents were investigated internally, there were no investigations

conducted by Comcare under Section 41 of

the OH&S Act.

Notices issued under the OH&S A ct

There were no provisional improvement notices issued under Section 29 of the OH&S Act. No notices were received under Sections 45, 46 and 47 of the OH&S Act.

Employee Assistance Program (EAP)

The Authority contracts the services of the

Industrial Program Service (IPS) to assist staff

with work-related and personal problems. During the year, a booklet covering aspects of

the services provided under the EAP was developed for distribution to all staff. The IPS

has a network of providers in each State and Territory which ensures maximum access for

AMSA personnel to the counselling services.

The EAP service was accessed by 17 AMSA

employees and family members during the

year . This means approximately 4.1 per cent of AMSA staff accessed the service, slightly

above the average of three per cent in other

agencies using EAP.

Industrial Democracy

AMSA is com m itted to ensuring that all staff have an opportunity to participate in the consultative processes in the workplace.

In consultation w ith relevant unions the Industrial Democracy Policy and Plan were reviewed during the year. The three main objectives of the plan are:

• to provide a forum for open discussion between m anagem ent, staff and unions on AMSA's direction and operation

• to facilitate operational change in a cooperative, m utually beneficial environment, and

• to enhance the degree of involvement in, and ow nership of, decisions which may significantly im pact on AMSA's on-going performance, viability and future.

AMSA's formal consultative committees are as follows:

• National Consultative Council (NCC) meets every six m onths and provides a national forum for consultation and negotiation betw een AMSA and unions on

matters of national concern, eg, personnel policies and practices, introduction of new technology, w ork organisation and structures

• Local Consultative Councils (located in Brisbane, Melbourne, Fremantle and Canberra) meet every six m onths and provide local forums for consultation and negotiation between unions and managem ent on issues of local concern

• General Policy Committee meets every six months and is a standing sub-committee of the NCC. It provides a general consultative forum for general policy issues, including equal em ploym ent opportunity and personnel-related policies and practices, and

• the Occupational Health and Safety Policy Committee meets quarterly and provides a forum for negotiation and consultation between AMSA and unions on national

occupational health and safety m atters

In accordance w ith the Industrial Democracy Plan, the committees met regularly during the year to consider a w ide range of

issues, ranging from organisa­ tional reviews undertaken, to the conditions of staff ceasing to be em ployed under the Public Service Act. M anagement and unions are well represented at meetings and continue to endorse the value of these consulta­ tive mechanisms. Noni Mannan and Kelly Holliday and Jenny Blackman from Ship and Personnel

Safety Services.


Information Technology

AMSA's Information Technology section is

responsible for the maintenance and support

of AMSA's Prime minicomputers and

associated in-house applications. The section

is also responsible for installation and

support of Novell Local Area Networks

(LANs) and personal computers (PCs) as well

as the range of Microsoft software products

used for microcomputing.

A major task during the year was production

of the technical specifications and evaluation

of proposals for AMSA's new hardware

platform and financial and hum an resource

applications. The chosen hardware, a Sun

Sparc 1000 running the Solaris (UNIX)

operating system was installed and integrated

into the network w ith installation of the

Oracle database and Oracle Financials

m odules in preparation for implementation

on 1 October 1994.

A program to install Novell LAN's in larger

A MSA offices will be completed by August

1994 with the installation of LANs in

Fremantle and Adelaide

offices. Access to

electronic mail was

provided at smaller

sites. A major strategic

upgrade to Novell 4.0

w as undertaken,

providing staff with

ability to move between

larger AMSA offices,

w ith immediate access

to their own data and

m ail and to provide

AMSA with a shared

drive across all LAN


General Register Of Seamen System (GROSS)

Several new modules have been added to the existing GROSS systems at the request of the ' Australian maritime industry to enable allocation of positions at sea w ithout the

physical presence of a superintendent, and are now in use in Newcastle, Adelaide and Port Kembla. Additional features to calculate

attendance fees, autom ate electronic payments to seafarers and calculate long service leave entitlements have also been completed.

Other major projects completed during the reporting year are:

• a Windows™-based terminal emulation was acquired and installed in m ost AMSA offices in preparation for the move to

Oracle Financials.

• development of change control procedures, systems development methodologies for small system and database administration


• acquisition and installation of a copy of Fairplay magazine's ship database for

access by survey staff.



C orporate Service costs a s a proportion of total costs

Corporate costs

Total costs

Corporate costs 1994 $7.3m 1993 $7.2m

Total costs 1994 $67.2m

1993 $59.4m

C o rp o rate Service costs as a proportion of rev enue

] Corporate costs

Total i

Corporate costs 1994 $7.3m 1993 $7.2m

Total revenue 1994 $76m 1993 $69.06m

1994 1993

N um ber of AMSA em ployees from EEO ta rg e t groups


Aboriginal & Torres Strait Islander People People of Non-English Speaking Background

People with Disabilities

Women Men Total Women Men Total Women Men Total

S E S - S O G C 0 0 0 1 7 8 0 5 5

ASO 5/6 - GSO 2/4 1 1 2 11 25 36 0 17 17

Total 1 1 2 12 32 44 0 22 22


Freedom of


Section 8 Statement

The Freedom o f Information A ct 1982 requires C om m onw ealth G overnm ent agencies to publish a statem ent setting out their o rg a n isa tio n 's role, structure,

functions, docum ents available for public inspection a n d access to such docum ents. Section 8 of the Act requires each ag e n cy to publish detailed inform ation on the w a y it is o rg a n ise d , its powers, decisions m ad e an d arran g em en ts for public involvem ent in its work. This statem ent, in conjunction with inform ation contained in this an n u a l report, is intended to meet the

requirem ents of Section 8 of the Act a n d is correct a s at 3 0 June 1994.

A MSA operates nationally under the direction of a Board of Directors and a Chief Executive. AMSA has its head office in Canberra and principal offices in Brisbane, Sydney, M elbourne and Perth.

A MSA's m ain offices are listed on page 105 of this report.


In many cases, application under the Freedom of Information Act may not be required as information or docum ents are readily available.

Formal requests under the Act m ust be made in writing to:

The Freedom of Information Officer, Australian Maritime Safety Authority, PO Box 1108, Belconnen, ACT 2616.

Further information - Telephone: (06) 279 5079 - Facsimile: (06) 279 5858


The general pow er to grant or refuse access to AMSA docum ents and the internal review power are held by the Chief Executive, w ho has also delegated those powers to business

unit managers.


AMSA's functions are to regulate safety standards in the A ustralian maritime industry, combat pollution in the marine environment, provide a search and rescue coordination service and perform other services for the m aritim e industry as requested.


A wide range of powers, under the following Acts, is exercised by staff in performing AMSA's functions:

• Navigation Act 1912 and Marine Orders made under that Act relating to:

- construction standards for ships - survey of ships - safety of ships - crewing of ships - qualifications of seafarers - welfare and discharge of seafarers - cargoes and passengers

• Shipping Registration Act 1981 relating to the registration of ships

• Protection of the Sea (Prevention of Pollution from Ships) Act 1983, Protection of the Sea (Powers of Intervention) Act 1981, Protection of the Sea (Shipping Levy) Act 1981, Protection

of the Sea (Shipping Levy Collection) Act 1981, Protection of the Sea (Civil Liability) Act 1981, Protection of the Sea (Oil Pollution Compensation Fund) Act 1993, Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund - Customs) Act 1993, Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund - Excise) Act 1993, and Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund - General) Act 1993 relating to marine pollution

• Marine Navigation Levy Act 1989, Marine Navigation Levy Collection Act 1989 and Lighthouses Act 1911 relating to marine navigational aids

• Marine Navigation (Regulatory Functions) Act 1991 and Marine Navigation (Regulatory

Functions) Collections Act 1991

relating to the funding of AMSA's regulatory activities.




Files are maintained on a broad range of topics related to AMSA's functions. The records management function in each office

keeps details of the files used by that office.

Com puter d a ta b a s e s

Databases are m aintained for bulk record­ keeping, staff records, crew qualifications, the General Register of Seamen, shipping

registration and financial records.


Parts of the General Register of Seamen are

also stored on microfilm.

C ard Indexes

C ard indexes are generally used for minor record-keeping and in particular, indexing

reference material. Specific examples of records kept on card indexes include library resources and personnel records.

Outside participation a n d public involvement

AMSA officers participate in the following organisations:

• National Maritime Industry Training Committee

• Bulk Cargoes Advisory Group

• Livestock Advisory Committee

• Marine Council

• Stevedoring Advisory Committee

• AMSA Advisory Committee

• Maritime Services Advisory Committees which address specific issues including marine crews and navigational safety.

Financial Statements


To the Minister for Transport


I have audited the financial statements of the Australian Maritime Safety Authority for the year

ended 30 June 1 994. The statements comprise:

• Balance Sheet

• Profit and Loss Statement

• Statement of Cash Flows

• Statement by Board Members, and

• Notes to and forming part of the Financial Statements.

The members of the Authority are responsible for the preparation and presentation of the

financial statements and the information contained therein. I have conducted an independent

audit of the financial statements in order to express an opinion on them to the Minister for


The audit has been conducted in accordance with Australian National Audit Office Auditing

Standards, which incorporate the Australian Auditing Standards, to provide reasonable

assurance as to whether the financial statements are free of material misstatement. Audit

procedures included examination, on a test basis, of evidence supporting the amounts and

other disclosures in the financial statements, and the evaluation of accounting policies and

significant accounting estimates. These procedures have been undertaken to form an opinion

whether, in all material respects, the financial statements are presented fairly in accordance

with Australian accounting concepts and standards and statutory requirements so as to

present a view which is consistent with my understanding of the entity's financial position, the

results of its operations and its cash flows.

The audit opinion expressed in this report has been formed on the above basis.


Audit O pinion

In accordance with section 63H(2) of the Audit Act 1901, I now report that the statements are

accordance with the accounts and records of the Authority and in my opinion:

(i) the statements are based on proper accounts and records

(ii) the statements show fairly in accordance with Statements of Accounting Concepts and

applicable Accounting Standards the financial transactions and cash flows for the year

ended 30 June 1994 and the state of affairs of the Authority as at that date

(iii) the receipt, expenditure and investment of moneys, and the acquisition and disposal of

assets, by the Authority during the year have been in accordance with the Australian

Maritime Safety Authority Act 1990, and

(iv) the statements are in accordance with the Guidelines for Financial Statements of Public

Authorities and Commercial Activities.

Av M.J. W atson

Acting G roup Director

Australian National Audit Office


13 September 1 994


In accordance with a resolution of the Board of the Australian Maritime Safety Authority, we

state that:-

1. In the opinion of the Board members:

(a) the accompanying accounts show fairly the profit of the Authority for the year ended

30 June 1 994;

(b) the accompanying accounts show fairly the financial position of the Authority as at

30 June 1 994; and

(c) the accompanying accounts show fairly the cash flows of the Authority during the year

ended 30 June 1994.

2. The Board members are not aw are of any circumstances that have arisen since the endof the

financial year that would have affected the determination of an amount or item in the

accounts for the year ended 30 June 1994.

3. At the date of this statement there are reasonable grounds to believe that the Authority will

be able to pay its debts as and when they fall due.

4. The accounts of the Authority have been m ade out in accordance with the Guidelines for

Financial Statements of Public Authorities and Commercial Activities which require

compliance with Statements of Accounting Concepts and applicable Accounting Standards.

On behalf of the Board

Collin Freeland Chairman C anberra, 13 September 1994

Denise Fleming Member



PROFIT A N D LOSS STATEMENT for the year ended 30 June 1994

Note 1994 1993

$'000 $ '0 0 0


Marine navigation levy 33,486 34,651

Regulatory functions levy 10,957 6,077

Protection of the sea levy 3,231 1,868

Services provided on behalf of government 14,480 17,979

Other receipts from government 935 644

Marine services 2,973 2,734

Crew services 1,522 1,662

Interest 1,147 2,077

Recovery of incident costs 37 129

Ship registration 567 517

Net (loss) gain on sale of non-current assets (84) 158

Other revenue 3 1,301 570



Staffing costs 4 26,477 26,190

Administrative expenses 5 25,296 24,577

Vessel operating costs 6 2,120 922

Costs of incidents 7 18 99

Depreciation 5,505 5,166

Interest 2,305 2,431



Abnormal items 8 (1,100) (3,552)

OPERATING PROFIT 7,731 6 ,1 2 9

Accumulated profits at start of financial year 7,386 1,857


Aggregate of amounts transferred from reserves 19 - 3,900

Dividend paid and provided 9 (3,065) (4,500)


The accompanying Notes form an integral part of these Statements.




Note 1994

$ '0 0 0

1993 $ '0 0 0

Cash 10 20,894 27,048

Receivables 11 3,973 2,947

Inventories 12 741 464

Other 13 1,255 883


NON-CURRENT ASSETS Property, plant and equipment 14 68,128 61,234


TOTAL ASSETS 94,991 92,576

CURRENT LIABILITIES Creditors 15 4,238 3,937

Provisions 16 3,172 6,967

Other 17 872 102


NON-CURRENT LIABILITIES Borrowings 18 19,374 19,374

Provisions 16 4,519 4,046



NET ASSETS 62,816 58,150

EQUITY Equity attributable to the Commonwealth 38,749 38,749

Reserves 19 12,015 12,015

Retained profits 12,052 7,386

TOTAL EQUITY 62.816 58,150

The accompanying Notes form an integral part of these Statements.



1994 1993

Note $'000 $ '0 0 0

Cash flows from operating activities Inflows: Levies, fees and charges received 53,760 49,433

Interest received 1,158 2,420

Receipts from government 15,415 18,623

Receipts from recovery of incident costs 37 145

Cash paid to employees and suppliers (58,990) (53,452)

Interest and other finance costs paid (2,305) (2,431)

Payments for incident costs (18) (99)

Net cash provided by operating activities 20 9,056 14,639

Cash flows from investing activities Inflows: Proceeds from disposal of equipment 933 911

Outflows: Payments for work in progress in foreign currency (8,749) (8,891)

Payments for work in progress (2,641) (1,699)

Payments for property, plant and equipment (1,688) (2,345)

Net cash used in investing activities (12,145) (12,024)

Cash flows from financing activities Outflows: Dividends paid (to Government) (3,065) (4,500)

Net cash used in financing activities (3,065) (4,500)

Net increase (decrease) in cash held (6,154) (1,885)

Cash a t the beginning of reporting period 27,048 28,933

Cash a t the end of the reporting period 20,894 27,048

Reconciliation of cash Cash 2,494 17,048

Deposits at call 18,400 10,000

10 20,894 27,048

The accompanying notes form an integral part of these Statements.



1.1 Basis of Accounting The financial statements have been made out in accordance with the Guidelines for Financial Statements of Public Authorities and Commercial Activities issued by the Minister for Finance. The financial statements conform with Statements of Accounting Standards and Concepts issued

by the Institute of Chartered Accountants in Australia and the Australian Society of Certified Practising Accountants. The Authority fully employs accrual accounting principles.

The accounts have been prepared in accordance with the historical cost convention, except for certain assets which are at valuation. Unless otherwise indicated, all amounts are shown in thousands and are expressed in Australian currency.

1.2 Property Plant a n d Equipment

Depreciation Depreciation is provided on a straight line basis on all Property Plant and Equipment, other than land, at rates calculated to allocate the cost or valuation of those assets over their estimated useful lives.

Acquisition o f Assets All acquisitions of assets are accounted for at cost. Cost is determined as the fair value of the assets at date of acquisition plus costs incidental to the acquisition.

Valuations In the financial year ended 30 June 1992, the Authority obtained an independent valuation of its property, plant and equipment except as indicated below, which superseded previous valuations undertaken in 1991. Revaluations are conducted at three-yearly intervals, with the next valuation due 30 June 1995.

The resulting deficit on the 1992 revaluation in aids to navigation and buildings was charged to the profit and loss account, except for a portion which reversed a previous surplus on revalua­ tion, and which was charged directly to the asset revaluation reserve.

Valuation o f Heritage Assets Heritage assets are not brought to account, as the service potential of these items which would otherwise be acquired if the Authority was to be deprived of these items, are not material.

1.3 Leases Leases of non-current assets, where substantially all the risk and benefits of ownership remain with the lessor, are classified as operating leases. Operating lease payments are charged as expenses in the period in which they are incurred. At balance date, the Authority had no finance


1.4 Inventories Inventories are valued at the lower of cost or net realisable value, using either cost or the weighted average unit cost method. Inventories within the Authority include fuel bunkers and managed stores items. Such items are bulk purchases used within a 12 month period.




1.5 Employee Entitlements Provision is made for employees' long service and recreational leave entitlements. Long Service Leave Long service leave is provided for those employees with 5 years or more service. Employees become entitled to long service leave following 10 years service.

A nnual Leave Annual leave is provided for those employees who have an entitlement at balance date. The provision includes a leave loading component.

1.6 Insurance The Authority has taken out commercial insurance to cover a wide range of risks to the Authority's property and public liability. The Authority's workers compensation insurance is provided through Comcare.

1.7 Taxation The Authority is currently not subject to income tax. However it is subject to fringe benefits tax, customs duty and payroll tax. The Authority's business activities relating to the service of safety requires that sales tax not be paid. The Authority is not exempt from sales tax.

1.8 Segm ent Reporting

Industry Segm ent The Authority operates solely in the maritime industry and predominantly derives its revenue from operations associated with that source.

Geographical Segment The Authority operates in Australia and is therefore one geographical area for reporting purposes.

1.9 Revenue The major revenue for the Authority relates to maritime infrastructure charges and includes levies received by the Commonwealth under the Marine Navigation Levy A ct 1989, the Protection o f the Sea (Shipping Levy) A ct 1981 (Pollution) and the Marine Navigation

(Regulatory Functions) Levy 1991 and through agreements with the Commonwealth for the provision of search and rescue, and maritime communications services.

1.10 Cash For the purposes of the statement of cash flows, cash includes cash at bank and deposits at call which are readily available for use in the day-to-day cash management account. The Authority's cash at the end of the financial year is shown within the Statement of Cash Flows.

1.11 Foreign Currency Translation Foreign currency translations are initially translated into Australian currency at the rate of exchange at the date of the transaction. At balance date amounts payable and receivable in foreign currencies are translated to Australian currency at rates of exchange at that date.

Exchange rate differences are included in determining the profit and loss for the year.

Hedging - Specific Commitment Hedging is undertaken in order to avoid or minimise possible adverse financial effects of movements in exchange rates. Gains or costs arising upon entry into a hedging transaction intended to hedge the purchase of goods or services up to the date of settlement, are deferred and included in the measurement of the purchase.

1.12 Redundancy Provision Provision is made for all planned redundancies arising in future years which amount can be measured reliably.

1994 1993

Note $'000 $ '000

2. Operating Profit Operating profit of $7,731,000 (1993 $6,129,000) has been determined:

(a) After creditina Interest received or due and receivable 1,147 2,077

Net profit on sale of non-current assets 158

Write back of provision for diminution in inventory - 437

Doubtful debts recovered - 27

Reduction in Employee benefits/provisions 421 -

(b) After charaina Salaries and wages 25,123 23,451

Depreciation 5,505 5,166

Net loss on sale of non-current assets

Lease payments:


Operating leases 2,075 2,331

Interest paid or due and payable 2,305 2,431

Superannuation contributions

Amounts set aside to provisions for:

3,447 3,531

Employee benefits Doubtful debts 11

173 10

Bad debt expense

(c) Abnormal item

13 81

Voluntary redundancies 1,100 3,552

3. Other Revenue

Rig Seismic management fee 265 194

Equipment hire, residence rent and sales of supplies 409 205

Tourism and marketing 110 17

Fines and fees 24 -

Doubtful debts recovered - 27

Sale of non-asset items 71 -

Miscellaneous 422 127

1,301 570

4. Staff Costs Staff costs 28,570 27,762

Recovered salaries to work in progress (348) (965)

Staff costs recovered - Rig Seismic (refer note 6) (1,745) (607)

26,477 26,190


1994 1993

$'000 5Ό00

5. Administrative Expenses Coast radio service 9,426 9,803

Travel and transport 5,582 4,903

Occupancy costs 3,355 3,441

Materials and services 2,553 2,669

Communications 896 936

Consultants and contractors 3,157 2,302

Insurance 652 457

Advertising and publications 712 461

Bad and doubtful debt expense 25 91

Other administrative expenses 182 110

26,540 25,173

Recovered overheads to work in progress (48) (521)

Administrative expenses recovered - Rig Seismic (1,196) (75)

25,296 24,577

6. Vessel Operating Costs Repairs and maintenance 1,280 389

Fuel 1,054 566

Insurance 310 94

Charges and fees 225 128

Charter costs - Rig Seismic 1,441 256

Other vessel operating costs 394 248

4,704 1,681

Recovered vessel cost to work in progress (32) (167)

Vessel costs recovered - Rig Seismic (2,552) (592)

2,120 922

The Authority owns and operates the vessel Cape Grafton which was commissioned during the year following the retirement o f the vessel Cape Moreton in the same pereiod. The Cape Grafton will continue to be utilised in the servicing o f navigational aids.

The Authority also operates another vessel the Rig Seismic under a management agreement with the Commonwealth whereby operating costs are fully recoverable. The operating costs o f $ 5 ,4 9 6 ,1 8 5 have been included in their respective cost components under notes 4 to 6 above. Prior year comparatives have been restated in line with current year's disclosure.

7. Incident Costs Pollution incidents 18 99

18" 99"

All Search an d Rescue incidents are recovered by Government re-imbursements. Pollution incidents are recovered from offenders, where possible.


1994 1993

$'000 $ '000

8. Abnormal Items Voluntary redundancies (1,100) (3,552)

(1,100) (3,552)

9. Dividends paid and provided Dividend paid 3,065 (4,500)

3,065 (4,500)

Sub-section 38(1) of the Australian Maritime Safety Authority A ct 1990 requires that the Authority, within four months after the end of each financial year, give notice to the Minister for Transport recommending, that it (a) pay to the Commonwealth, in relation to its operations in the financial year, a dividend of an

amount specified in the notice; or (b) not pay a dividend to the Commonwealth for the financial year.

The Minister under sub-section 38(3) of the Australian Maritime Safety Authority A ct 1990, must within 60 days of receiving the recommendation: - approve the recommendation, or - direct the Authority to pay a dividend where none was recommended, or a different specified

amount. A dividend has not been determined in respect of the year to 30 June 1994. A dividend of $3,065 million was paid during the year ended 30 June 1994 in respect of the year ended 30 June 1993 (in 1993 $4.5 million was paid in respect of the 1992 year).

10. Cash Cash at bank and on hand 2,494 17,048

Deposits at call 18,400 10,000

20,894 27,048

11. Receivables Accrued levy revenue 2,828 701

Other accrued revenue 656 1,561

Trade and sundry debtors 441 615

Provision for doubtful debts (22) (11)

3,903 2,866

Accrued interest 70 _____

3,973 2,947

Included in the above are amounts due and receivable from the Commonwealth totalling $3,119,996(1993 - $1,130,708)

12. Inventories- Current Supplies at warehouses 624 464

Fuel Bunkers 217 _____ i

741 464

13 .0 th e r Assets - Current Prepayments 1 '266 ^83

1,255 883


N o te

1994 1993

$'000 $'000

14. Property, Plant an d Equipment Land:

- at independent valuation 1992 10,337 10,463

-cost 30 ' 30

10,367 10,493

Buildings and civil works: - independent valuation 1992 7,058 8,914

Accumulated depreciation (947) (549)

6,111 8,365

- cost 586 572

Accumulated depreciation (29) (12)

557 560

6,668 8,925

Aids to navigation: - independent valuation 1992 20,924 19,813

Accumulated depreciation (3,871) (2,026)

17,053 17,787

- Board members valuation 1992 36 36

Accumulated depreciation (11) (5)

25 3 Ϊ

- cost 3,399 2,520

Accumulated depreciation (285) (103)

3,114 2,417

20,192 20,235

Plant and equipment: - independent valuation 1992 6,391 6,491

Accumulated depreciation (1,470) (787)

4^921 5,704

- Board members valuation 1992 192 192

Accumulated depreciation (20) (7)

172 Ϊ85

-cost 1,302 816

Accumulated depreciation (136) (26)

1,166 790

6,259 6,679

Office and computer equipment: - independent valuation 1992 1,379 1,442

Accumulated depreciation (855) (520)

524 922

- Board members valuation 1992 57 58

Accumulated depreciation (19) (9)

38 49

-cost 1,941 1,222

Accumulated depreciation [499) (14-4)

1,442 1,078

2,004 2,049


1994 1993

Note $'000 $’000

Furniture and fittings: - independent valuation 1992 148 162

Accumulated depreciation (35) (19)

- Board members valuation 1992

113 32

143 233

Accumulated depreciation (6) (21)

26 212

- cost 303 621

Accumulated depreciation (84) (248)

219 373

358 728

Vehicles: - independent valuation 1992 291 301

Accumulated depreciation (83) (44)

208 257

- Board members valuation 1992 1 1

Accumulated depreciation

1 3

1 2 - cost Accumulated depreciation

3 2

212 260

Vessels and amphibians: - independent valuation 1992 2,147 2,646

Accumulated depreciation (439) (475)

1,708 2,171

- cost 19,252 2

Accumulated depreciation (471) -

18,781 2

20,489 2,173

Total property plant & equipment 66,549 51,542

Capital works in progress, at cost 1,579 9,692

Total property plant & equipment and works in progress 68,128 61,234

(i) During the financial year ended 30 June 1994 the Authority reclassified Navigational Aids buildings to Aids to Navigation amounting to $1.58 million valued at independent valuation in 1992 (ii) Included in property, plant and equipment are land and buildings surplus to operational requirements valued at $0.7 million and $3.8 million respectively which the Authority is currently seeking to dispose of. (iii) Property, plant and equipment has been revalued during the year ended 30 June 1992 at an

independent valuation, performed by John T Rae ACA (NZ) CMA (NZ), Frank L Julien AVLE (VAL) and Andrew G Nock MAVA of Edward Rushton Pty Ltd. The bases of the valuation were as follows: - Current Market Value in the case of land and other marketable assets; - Net Current Replacement Cost for specialised non-marketable assets; - Net Realisable Value for surplus assets. Additions to property, plant and equipment during the year which were not included in the revaluation exercise, were valued by the Board of the Authority, at 30 June 1992. Property, plant and equipment acquired since the revaluation have been included in the accounts at acquisition cost.


1994 1993

Note $'000 $'000

15. Creditors Current Accounts payable 1,001 665

Accrued expenses 3,237 3,272

4,238 3,937

Included in the above are amounts due and payable to the Commonwealth totalling $956,451 (1993 - $152,807).

16. Provisions


Long Service Leave 619 1,113

Annual Leave 2,239 2,302

Voluntary redundancies 314 3,552

3,172 6,967

Non - current

Long Service Leave 4,182 4,046

Voluntary redundancies 337 -

4,519 4,046

17. Other Liabilities Funds received in advance under management contract, net of recoveries 872 102

872 102

18. Borrowings Australian Government Loan 19,374 19,374

19. Reserves Asset Revaluation 10,515 10,515

Protection of the sea 1,500 1,500

12,105 12,015

Asset replacement Balance at 1 July 1993 2,500

Transfer to accumulated profits - (2,500)

Balance at 30 June 1994 - -

General Balance at 1 July 1993 - 1,400

Transfer to accumulated profits - (1,400)

Balance at 30 June 1994 -

There were no movements in reserves during the financial year


1994 1993

20. Reconciliation of Operating result with cash flows from operations $'000 $'000

Operating profit before abnormal items 8,831 9,681

Depreciation 5,505 5,166

Provision for doubtful debts 11 10

Bad debts written off 13 81

(Gain) loss on disposal of non-current assets 84 (158)

Recovered salaries, direct costs and overheads (428) (1,652)

Employee redundancy expenses (1,100) -

Non cash inventory additions 77 -

Changes in assets and liabilities:

(Increase) decrease in trade debtors and accrued revenue (1,048) 1,287

(Increase) decrease in pollution incident debtors - 15

(Increase) decrease in interest receivable 11 343

(Increase) decrease in inventories (277) 339

(Increase) decrease in prepaid expenses (372) (237)

(Decrease) increase in trade creditors 336 318

(Decrease) increase in diminution of inventory - (437)

(Decrease) increase in provisions (421) 173

(Decrease) increase to redundancy provisions (2,901) -

(Decrease) increase in unearned revenue 770 67

(Decrease) increase in accrued expenses (35) (357)

9,056 14,639

21. Contingencies

As at 30 June 1994 a potential legal claim against the Authority with respect to ship survey work performed in 1991 is pending. The potential liability, estimated at $1.2 million, is covered by insurance.

In the normal course of operations, AMSA is responsible for the provision of funds necessary to meet the clean-up cost arising from ship sourced marine pollution. The Commonwealth has agreed that AMSA's responsibility should be limited to a maximum outlay of $10 million. In the event of costs above that limit, funds will be provided by the Commonwealth. In all circumstances AMSA is responsible for making appropriate efforts to recover the costs of any such incidents.


1994 1993

Commitments Lease commitments Operating leases Payable -

$'000 $'000

within 12 months 794 1,989

after 1 year, but within 2 years 600 556

after 2 years, but within 5 years 783 289

later than 5 years 60 112

Capital Commitments

2,237 2,946

Material commitments for capital expenditures for the period ended 30 June 1994 consisted of outstanding orders totalling $4,702,442 payable within 12 months (30 June 1 993 - $9,679,493).

Other Commitments Material commitments for other expenditure at 30 June 1994 consisted of outstanding orders for materials and services totalling $1,565,575, payable within 12 months (June 1993 - $634,629). The Authority has an annual contractual arrangement due and payable within 12 months to 30 June 1995, with Telstra Maritime Communications for the provision of 5 0 LAS services valued at $7,800,00 (1993 - $9,200,000).

23. Resources Provided Free of Charge The Authority received free office accommodation in Sydney, for the sub-lease of the Marine Crews Office from the Australian Maritime Industry Ltd during the year. The Authority also received free accommodation at the old Moorabbin depot in Victoria from October to November 1 993. Accommodation for the first three months in the new depot in Moorabbin was received free of charge.

24. Post Balance Date Events On 10 August 1994 the Authority entered into a construction contract to build accommodation facilities in Karratha estimated at $580,000. Completion of these properties is scheduled for February 1995.

25. Remuneration of Board Members During the year amounts received or due and receivable by the Board of the Authority totalled $98,772 (30 June 1993 - $88,000). No member of the Board has received, or become entitled to receive, a material benefit by way of contract made by the Authority with a member of the Board or with an organisation in which he or she is a member, takes part in the

management of its affairs or has a substantial interest.

Board members of the Authority are as follows: Mr Collin Freeland Mr Graham McNaughton Mr Paul McGrath Ms Denise Fleming Mr Paul Merner Mr Patrick Geraghty Mr lain Murray Mr Teki Dalton

Chairman Deputy Chairman Chief Executive

(reappointed for 2 years from 1 7 June 1994) (appointed 8 April, 1994) (retired 13 December 1993)


26.Auditors' Remuneration Auditing the accounts

1994 $'000

1993 $'000

30 31

30 31

27. Remuneration of Executives

During the year there were five executives who received, or were entitled to receive,remuneration in excess of $100,000 per annum. (30 June 1993 one executive)

The total remuneration of these executives for the year ended 30 June 1994 was $640,978 (30 June 1993-$172,608)

Specified bands for 30 June 1994 are as follows:

$'000 100 -

110 -

190 -

$'000 Number of executives

110 2

120 2

200 1

2 8 .Superannuation Commitments

The Authority contributes to both the Commonwealth Superannuation Scheme and the Public Sector Superannuation Scheme administered by the Australian Retirement Benefits Office for employee benefits relating to superannuation. Respective contribution rates are 12.4% (PSS) and 20% (CSS) of salary, in addition to the 3% to 5% contribution under the Superannuation (Productivity) Act. In compliance with the Superannuation Guarantee (Administration) Act 1992,

the Authority also contributes 5% of salary to AGEST on behalf of all temporary employees. During the year the Authority made contributions totalling $3,446,684 (1993 - $3,531,000).



Canberra Purple and Magenta buildings, Benjamin Offices PO Box 1108 Belconnen ACT 2616

Telephone: (06) 279 5000 Facsimile: (06) 279 5866

Brisbane Australia House, Level 8, 363 Adelaide Street,

Brisbane OLD 4000.

PO Box 10001 Adelaide St Brisbane, Old 4000.

Telephone: (07) 835 3600 Facsimile: (07) 832 1 202

Melbourne Level 2 6 Riverside Quay, South Melbourne VIC 3205.

PO Box 2*2, World Trade Centre Melbourne, Victoria 3005.

Telephone: (03) 685 5777 Facsimile: (03) 685 5700

Fremantle Level 3, 22 Queen Street, Fremantle WA 6160.

PO Box 1332, Fremantle WA 6160.

Telephone: (09)430 2100 Facsimile: (09) 335 3407

Sydney Level 3, 66 Wentworth Avenue, Surry Hills NSW 2000.

PO Box K405, Haymarket NSW 2000.

Telephone: (02) 282 0777 Facsimile: (02) 282 0750



accident/incident reporting, occupational health and safety, 80 accommodation, office, 74 addresses, Australian Maritime Safety Authority offices, 105 Administrative Appeals Tribunal Act 1975, 60 Administrative Appeals Tribunal, cases, 61 Administrative Decisions (Judicial Review) Act 1977, 60 administrative law, 60 Adventure oil spill incident, 55 aerial dispersant spraying, 50 aids to navigation, network, 11 air pollution, ship-caused, 48 air searches, where vessels failed to carry EPIRBs, 44 alerts, false distress, 41 alcohol, control of aboard ships, 22 Alice Springs Local User Terminal (LUT), 40 Australian Maritime Safety Authority

addresses, offices, 105 Chairman's Report, 2-3 Corporate Services, 71-83 Environmental Protection Services, 45-56 Financial Statements, 87-104 financial overview, 5 Freedom of Information section 8 statement, 84-6 legislative background and responsibilities, 6, 60 Maritime Safety Services, 35-44 mission and role, 8 navigational services, 9-16 organisation structure, 7-8

policy coordination, 62 registration, shipping, 66-7 ship safety, 17-34 safety, maritime, 35-44 Personnel safety, 17-34 Strategic Development, 57-70 Australian Maritime Safety Authority Advisory Committee, 2, 4, 62-3 Australian Maritime Safety Authority Enterprise Agreement, 2 Australian Maritime Safety Authority Safety Policy, 3 annual report, award, 4, 63 Australian Chamber of Shipping, 12 Australian Coal Association, 32 Australian Committee for Training Curriculum, 21 Australian Geological Survey Organisation, 15 Australian Marine Pilots Association, 12 Australian Maritime College, 21 Australian Maritime Safety Authority Act 1990, 6 Australian Mining Industry Council, 32 Australian Ship Owners Association, 12, 24, 32 Australian Ship Reporting System (AUSREP), 41 Australian Ship Survey and Inspection Management System (SHIPSYS), 25 Australian ships, compliance with standards, 34 Australian Standard 3902 (Occupational Health and Safety), 15


Australian Standards 3900 / ISO 9000, 25 Australian Transport Council, 64 Australian Yachting Federation, 64 awards, war service, 69

ballast water pollution, 26, 48-9, 63 Ballast Water Steering Committee, 26 Ballast Water Symposium, 49 blood alcohol, objective standards for, 22 Boa Force oil spill incident, 55 Boating Industry Association of Australia, 64

Cape Grafton, 3-4, 11, 15, 74 Cape Moreton, 1 5 capital expenditure, 74 cargoes, inspection, 29 Certificate of Recognition [of foreign qualifications], 22 certificates and approvals, ship surveys, 28 certificates, marine qualifications, 25 Chairman's Report, 2-3 chart systems, electronic, 14-15 Chemical Spill Response Plan, 50 Civil Aviation Authority, 37 coastal pilots, Commonwealth licencing, 20 Coastal Zone Inquiry, Resource Assessment Commission, 49 Code of Conduct, objective standard for blood alcohol, 22 Commonwealth Environment Protection Agency, 29 community relations, marine environment protection services, 49 Community Service Obligations, Commonwealth funding, 4 Competency Based Staff Development Program (CBSDP), 77 compliance with standards, Australian ships, 34 computing resources, 82 consultants, 75 consultation, industry, 12 Consultative Councils (industrial democracy), 81 Corporate Plan 1993-94 to 1995-96, 59 Corporate Services, 71-83

activities, 72-82 assessment against performance indicators, 83 performance indicators, 72 Cosmo Mercury oil spill incident, 55 COSPAS-SARSAT Joint Committee, 40 COSPAS-SARSAT Satellite System, 39-40 counselling, Seafarer's Assistance Service (SAS), 23

dangerous goods, 30 Department of Conservation and Natural Resources, Victoria, 50 Department of the Environment, Sport and Territories, 48 Department of Transport and Communications, 22, 26 Designated Work Groups, 80 destaffing, lighthouse, 12

Differential Global Positioning System (DGPS), trials, 13 dispersant, oil, aerial spraying, 50

disposal of property, 75 distress alerts, false, 41 Drafting Group on Ships' Routing and Ship Reporting Systems (IMO), 11 drugs of dependence, control of aboard ships, 22 Economic and Social Commission for Asia Pacific (ESCAP), 20 education, recreational boating, 64 Electronic Chart Display and Information System (ECDIS), 14-15 Electronic Chart Systems, 14 Emergency Position Indicating Radio Beacons (EPIRBs), 36, 39-40 Employee Assistance Program (EAP), 80 employment, seamen, 69-70

General Register of Seamen System (GROSS), 61,82 energy audit, office accommodation, 74-5 enterprise bargaining, 59 environmental protection services, 45-56

activities, 47-55 assessment against performance indicators, 56 forums, environmental, 49 objectives, 46 performance indicators, 46 EPIRBs, 36, 39-40

alerts, Maritime Rescue Coordination Centre (MRCC) coordination, 43-4 air searches, where vessels failed to carry, 44 Equal Employment Opportunity, 76-7 equipment, oil spill response, purchases, 50-1

Exclusive Economic Zone (EEZ), pollution within, 48 Exercise Capricorn, National Plan to Combat Pollution of the Sea by Oil, 51 expenditure, 74 consultants, 75

Financial Statements, 87-104 overview, 5

false distress alerts, 41 financial results charts, 73 overview, 2-3

results, 72-4 revenue, 73 table, 5

Financial Statements, 87-104 Australian National Audit Office report, 88-9 balance sheet, 92 Board members' statement, 90 cash flows, 93

profit and loss statement, 91 fire protection, 31 Halon fire extinguishers, replacement, 29, 63 fishing vessel safety, 31 floating production, storage and offloading facilities (FPSOs), 48 forums, environmental, 49 Freedom of Information Act 1982, 60-1 Freedom of Information

applications, 61 section 8 statement, 84-6


General Register of Seamen System (GROSS), 61,82 Global Maritime Distress and Safety System (GMDSS), 37-8 description, 38 Radio Qualifications, 22-3

Global Positioning System (GPS), 13 Gore Cove (Sydney Harbour) oil spill incident, 53 Government Business Enterprise corporate culture, 2 Great Barrier Reef, 3-4

Griffin Venture oil spill incident, 55

Halon fire extinguishers, replacement, 29, 63 harassment, workplace, 77 heritage activities, 63-4 lighthouses, preservation, 12, 63-4 high-speed craft, conventions concerning, 26, 30

HMAS Melbourne oil spill incident, 54 House of Representatives Standing Committee on Environment, Recreation and the Arts, briefing on marine pollution issues, 49 House of Representatives Standing Committee on Transport, Communications and Infrastructure, 3, 19 hull stress monitoring systems, 31 hydrographic matters, 11 incidents

marine oil spills, 53-5 reports, Maritime Rescue Coordination Centre (MRCC), 43 search and rescue, 42 industrial democracy, 81 Industrial Program Service (IPS), 80 Industrial Relations Commission, 2, 4, 59 industry consultation, 12 ship and personnel safety services, 26 Information Privacy Principles (IPPs) audit, 61-2 information technology, 82 Inquiry into the Commercialisation of Public-Sector Operations, 59 inspection, cargoes and tankers, 29 inspectorate, Occupational Health and Safety (Marine Industry), 23 Institute of Public Administration Australia, award for Annual Report, 4, 63 insurance, 74 International Association of Classification Societies, 30 International Association of Lighthouse Authorities (IALA), 3, 4, 11 International Code of Safety for High Speed Craft, 26, 30 International Convention of Standards of Training, Certification and Watch keeping for Seafarers 1978 (STCW), 24, 30 International Convention on Civil Liability for Oil Pollution Damage, 56 International Convention on the Establishment of a International Fund for Compensation for Oil Pollution Damage, 47, 60 International Labour Organisation (ILO), 11,20 International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code), 24 International Maritime Dangerous Goods Code, 30 International Maritime Organisation (IMO), 3-4, 11, 19, 24 Drafting Group on Ships' Routing and Ship Reporting Systems, 11 representation at, 24, 34 International Omega Technical Commission, 14 International Shipping Federation, 24


legislative responsibilities, Australian Maritime Safety Authority, 60 levies, 4, 13, 47, 60, 74 lighthouse destaffing, 12 Lighthouses Act 1911, 6 lives saved, Maritime Rescue Coordination Centre (MRCC), 43 Local User Terminal (LUT), 39-40

Maerstc Oceania oil spill incident, 54 Marine and Hull Liability Conference, 49 Marine Council, examination of misconduct, 27 marine crews, 68-9 marine environment protection services, international activities, 48-9 Marine Navigation Levy, 4

income, 74

Marine Oil Pollution Levy, 4 Marine Orders Part 3 (Seagoing Qualifications), 22 Part 6 (Marine Qualifications -Radio), 23, 60

Part 15 (Ship Fire Protection, Fire Detection and Fire Extinction), 60 Part 16 (Load Lines), 60 Part 20 (Ship Machinery), 60 Part 23 (Equipment -Miscellaneous and Safety Measures), 60 Part 33 (Cargo and Cargo Handling -Grain), 60 reissued and amended, 34 Marine Protection Committee (MPC) (of IMO), 48

marine qualifications, certificates, 25 Maritime Environment Protection Committee, 31 Maritime Navigation Levy, reduction, 13 Maritime Rescue Coordination Centre (MRCC), 41-2

assessment against performance indicators, 43-4 maritime safety, 35-44 Maritime Safety Committee, 30-1 maritime safety services

activities, 37-42 assessment against performance indicators, 43-4 conventions, 36 objectives, 36

performance indicators, 36 Maritime Services Board, NSW, 53 MARPOL 73/78, 48, 56 Mayday Mayday Mayday -the rescue (video), 64 Memorandum of Understanding (MOU) for regional cooperation (Tokyo MOU), 19, 30 Minister for Transport, advice to, 65

misconduct, examination by Marine Council, 27 mission, Australian Maritime Safety Authority, 8 Mission Control Centre (MCC), 40

National Plan to Combat Pollution of the Sea by Oil, 3, 49-52 Advisory Committee (NPAC), 50 National Plan Management Committee, 56 Review of, 47 National Safe Boating Education Group, 64 NAVAREAX navigation warnings, 41

Navigation Act 1912,6, 22-4, 28, 60-1,68


Navigation Levy, reduction, 3 navigation warnings (NAVAREAX), 41 navigational aids maintenance, 4

network, 11 new, 12

navigational services, 9-16 activities, 11-15 assessment against performance indicators, 16 objectives, 10

performance indicators, 10

occupational health and safety, 3, 15, 78-80 Occupational Health and Safety Committee, 80 Occupational Health and Safety (Commonwealth Employment) Act 1991, 78 Occupational Health and Safety (Maritime Industry) Act 1993, 23 office accommodation, 74-5 offices, addresses, 105 oil pollution, 3

incidents, 53-5 oil spill response equipment, purchases, 50-1 Oil Spill Commanders Course, 52 Oil Spill Response '94 conference, 48 oil tankers, towing arrangements, 31

Ombudsman Act 1976, 60 Omega Navigation Facility, 13-14 organisational structure, 8 chart, 7 ozone depletion, 29

Paris Memorandum of Understanding on port State control, 19 performance appraisal, 76 performance indicators corporate services, assessment against, 83

environmental protection services, assessment against, 56 financial, overview, 5 Maritime Rescue Coordination Centre (MRCC), assessment against, 43-4 maritime safety services, assessment against, 43-4

navigational services, assessment against, 16 ship and personnel safety services, assessment against, 34 strategic development, assessment against, 65 performance pay, 76 personnel safety services, 9-16 pilotage fees, Prices Surveillance Authority (PSA) inquiry, 20 policy coordination, Australian Maritime Safety Authority, 62 pollution

air, 29, 48 enforcement of regulations, 48 marine oil, incidents, 53-5 Port Melbourne oil spill incident, 55 port State control, 19-20, 29 detection of defects, 34

Port State Control Committee, 19-20 rectification of defects, 34 regional cooperation, 19-20


Prices Surveillance Authority (PSA), 20 Principal Examiner of Marine Engineers, 61 Privacy Act 1988, 60-1 Privacy Audit, 61 -2 profit, 4, 5, 91 property disposal, 75 Protection of the Sea (Civil Liability) Act 1981, 48, 60 Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund -CustomsI Act 1993, 47 Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund -Excise] Act 1993,47 Protection of the Sea (Imposition of Contributions to Oil Pollution Compensation Fund -General] Act 1993, 47 Protection of the Sea (Oil Pollution Compensation Fund) Act 1993, 47, 60 Protection of the Sea (Prevention of Pollution from Ships] Act 1983, 6, 47, 56, 60 Protection of the Sea (Shipping Levy] Act 1981, 60

Regulations, 47 public relations activities, 63-4

qualifications, marine Certificate of Recognition [of foreign qualifications], 22 certificates, marine qualifications, 25 Marine Orders, 22-23, 60

Radio Qualifications, 22-3 training, 24-5 Quality Procedures Manual for the Approval and Audit of Maritime Training Organisations, 25

radio survey, 26 recreational boating education, 64 regional cooperation, port State control, 19-20 registered vessels, table, 67 registration, shipping, 66-7 Resource Assessment Commission, Coastal Zone Inquiry, 49 revenue, 4-5, 73 risk management, 74 Royal Australian Navy Hydrographic Service, 12

safety maritime, 35-44 personnel, 9-16 ship, 9-16 standards, 3 Safety Regulatory Levy, 4 salaries, Australian Maritime Safety Authority personnel, 76 Seafarers' Assistance Service (SAS), 23 seamen, placement, 69-70 Seamen's Engagement System, 61,68 search and rescue

cost of operations, 44 exercises, 37 incidents, 42 Senate Inquiry into Waste Disposal, 49 Senate Standing Committee on Industry, Science and Technology Inquiry into Disaster Management, 49 services, Australian Maritime Safety Authority

environmental protection, 45-56 marine crews, 68-70 marine environment protection, 45-56


maritime safety, 35-44 navigational, 9-16 ship and personnel safety, 17-34 shipping registration, 66-7 ship and personnel safety services

activities, 19-33 assessment against performance indicators, 34 objectives, 18 performance indicators, 18 ship design, 31 Ship Identification Number Scheme, 31 Shipboard Oil Pollution Emergency Plans, 56 shipping registration, 66-7

ships registered, table, 67 Shipping Registration Act 1981, 6, 66 Ships of Shame (substandard vessels conference), 3, 4, 19, 59 ships, substandard, 3, 4, 19, 59 skills, recognition of overseas qualifications, 22 SOLAS (International Convention for the Safety of Life at Sea)

amendments to Marine Orders, 60 Chapter IX, 24 conference, 30-31 convention on high-speed craft, 26, 30-1 Sub-Committee on Containers and Cargoes, 32 Sub-Committee on Fire Protection, 31 Sub-Committee on Life-saving Search and Rescue, 32 Sub-Committee on Safety of Navigation, 33 Sub-Committee on Ship Design and Equipment, 31

Sub-Committee on Stability, Loadlines and Fishing Vessel Safety, 31 Sub-Committee on Standards of Training, Certification and Watchkeeping (STCW), 32-3 special voyages, surveys for, 27 Spectrum Management Agency (SMA), 22 spills, oil, 53-5 stability and loadlines, 31 staff

development and training, 77 levels, 76 numbers, reduction, 2 resource management, 76-81 Standards Association, 27 strategic development, 57-70

activities, 59-64 assessment against performance indicators, 59-64 objectives, 58 performance indicators, 58 surveyor training, 21

surveys certificates and approvals, 28 special voyages, 27

Tanker Surveillance inspections, 29 Tolema oil spill incidents, 55 traffic management, 11


training maritime training and qualifications, 24-5 National Plan to Combat Pollution of the Sea by Oil, 51-2 staff, 77 surveyor, 21 Transport and Communications Legislation Amendment Act (No. 2) 1993, 60

United Nations Conference on Environment and Development (UNCED), 48 United Nations Convention on the Law of the Sea, 47

Vessel Traffic Systems (VTS), 11 voyages, special, surveys for, 27

Whitsunday National and Marine Parks, Management Plan, 49 workplace harassment, 77


1 . , . ^

'' V ; ; γ τ ~ r

·' " ;*· ϋ * V " ’. / * ■ ·. « » Λ". * -,. .# / f

ιι * /




ordered to be printed ISSN 0727418_________

SAr business

A43181 Cat. No. 94 2038 X