Working Boats Issue 20
Issue 20 | December 2020
CONTROL RISK stay safe, be prepared
Passenger safety Dealing with fire Marine fauna Ramping up A skipper’s account Know the risks Message from the CEO
Working Boats is published by the Message from the CEO Australian Maritime Safety Authority.
Subscribe to Working Boats amsa.gov.au/subscribe The events this year have brought unimaginable challenges for our The Australian Maritime Safety community and the commercial vessel industry as a whole. If we have Authority encourages the dissemination learnt one thing this year, it’s the value in working together, looking after and exchange of information provided each other and finding shared solutions. It’s the people that drive the way in this publication. forward and the people that matter.
Except as otherwise specified, all That’s why this edition of Working Boats focusses on risk assessment. material presented in this publication Safety remains fundamental—if not even more important—in light of this is provided under Creative Commons Attribution 4.0 International licence. year’s events, and risk assessment is the starting point when planning the This excludes: way you manage safety. • the Commonwealth Coat of Arms • this department’s logo We spoke to Maritime Constructions in Adelaide and the Sydney Heritage • content supplied by third parties. Fleet about how they manage operational risk and the tools they use to keep track of their safety management. The Creative Commons Attribution 4.0 International Licence is a standard form Manly Fast Ferries and The Riverboat Postman share their take on licence agreement that allows you to managing passenger safety and we take a glimpse into the risk assessment copy, distribute, transmit and adapt this Pacific Marine Group and Reef Ecologic undertook leading up to the publication provided that you attribute installation of the Museum of Underwater Art on John Brewer Reef. the work. The details of the version 4.0 of the licence are available on the This twentieth edition of Working Boats is also the last edition of the Creative Commons website, as is the publication in its current format. Earlier in the year we sought your feedback full legal code for that licence. on the magazine—the stories and information, the design and how we can Attribution improve on the way we provide you with safety information. Your valuable AMSA’s preference is that you attribute response was loud and clear—keep the information coming, but move with this publication (and any material sourced the times—and this is exactly what we are doing. In the New Year, Working from it) using the following wording: Boats will be solely digital on our website, allowing us to bring you quality Source: Australian Maritime Safety safety information and stories about the people making up our industry, Authority Working Boats December 2020. more frequently.
More information As AMSA reaches its 30-year anniversary in January we consider ourselves For enquiries regarding copyright, fortunate to have such an engaged industry. Your feedback is key to our including requests to use material in vision of delivering relevant, practical and flexible safety regulation to stand a way that is beyond the scope of the the tests of time. terms of use that apply to it, please contact us at AMSA Connect on I look forward to working with you all to achieve this. But for now, I wish you 1800 627 484. all a safe and happy holiday season.
Editor Sarah Cameron Designer Jacqui Pond Contributors Ron Aggs, Grace Boglev, Luke Brandley, Shontelle Champtaprieo, Claire Cunningham, Simon Enticknap, Mick Kinley Kim Green, Dr Michelle Grech, Dr Brad Roberts, Lauren Smit. Chief Executive Officer
Front cover image montage iStock.com/JR-stock Working Boats December 2020 Contents
Environment Welcome to the reef’s 1 growing attraction
11 13 17 21
General safety duties Supporting essential Counting on passenger Dealing with fire workers safety For vessel owners. A skipper’s account of when a Delivering essential services. Manly Fast Ferry and the Riverboat devastating fire broke out. Postman talk passenger safety.
Welcome to the reef’s growing attraction 1 Australia’s dangerous marine animals 27 How Maritime Constructions navigates risk 6 FV Cassandra and FV Dianne—a safety legacy 31 Keeping our seas safe and clean 9 Australia Bay Seafoods puts safety first 33 General safety duties for vessel owners 11 Heritage fleet delivers safety system over the cloud 35 Supporting essential workers delivering essential 13 Richardson Devine Marine—lightweight champions 37 services The importance of reporting near misses 38 Tools of the SMS trade 15 Reg update 39 Level flotation 16 What are we hearing from you? 41 Counting on passenger safety 17 2020-21 Vessel Traffic Services awards now open 41 Dealing with fire 21 What’s the most difficult risk to mitigate? 43 Risk assessment in MEDEVAC operations 24 Sugarloaf Point Lighthouse 44 Fire prevention and protection 25 Welcome to the reef’s growing attraction
The first Museum of Underwater Art (MOUA) located on the Great Barrier Reef fits naturally into its underwater setting. For such a unique installation in an environmentally sensitive location, the long days of planning and risk assessment have made the complex project worthwhile.
By Simon Enticknap
Underwater installation: A statue is lowered into position as part of the Museum of Underwater Art – Image by Jason deCaires-Taylor
1 Working Boats December 2020 Environment
Inspirational: Museum of Underwater Art on the Great Barrier Reef is an adventure for scuba divers – Image supplied by Jason deCaires-Taylor
When completed, the overall considerable pre-planning—not just museum will encompass several in assessing the best location and any sites both above and below the potential environmental impacts of the artwork, but also determining how to waterline in the Townsville region, install it safely in an offshore location, including proposed installations on and the impact that visitors may have Palm Island and Magnetic Island. on the area.
One of the first stages of the project Dr Adam Smith, managing director of to be completed is located at John reef research group—Reef Ecologic— Brewer Reef, in the Great Barrier Reef and MOUA deputy chair, played a Marine Park, about 75 kilometres east lead role in the environmental impact of Townsville. assessment prior to the installation. The first of its kind in the He said a number of locations were Southern Hemisphere, the A large underwater sculpture of a coral assessed, but John Brewer Reef was installation is designed greenhouse, complete with human chosen because it matched the criteria to address issues of figures, work benches and a garden, for having a relatively level, sandy now sits in 16 metres of water right seabed in a sheltered area, to provide conservation and reef next to the reef, creating a delightful protection against the weather for the management, as well underwater encounter for divers. artwork. as functioning as a site Installing such a large structure in a ‘We did really well to find a site with flat for coral restoration and protected marine environment required sand to put the artwork on that is also scientific research.
Mastermind: Jason deCaires-Taylor at work Nature takes hold: where art and the marine environment meet – Image by Matt Curnock – Image supplied by Jason deCaires-Taylor
Working Boats December 2020 2 Environment
Complex operation: the installation involved a careful risk assessment Images supplied by Pacific Marine Group
3 Working Boats December 2020 Environment
Mitigation of these potential surrounded by a fantastic healthy reef with a diverse fish community—people get to see world class art and a environmental risks included world class natural environment,’ Adam said. providing adequate buffer Being so close to a healthy reef also posed challenges zone for vessels to anchor for the project team.
in, as well as building the In preparation for the installation, site surveys were artwork on land prior to carried out to assess the potential impacts of the artwork and resulting visitors on the reef. These impacts installation, to minimise the included changes in natural lighting, noise, and water construction time on the reef. contamination such as oil spillage, in addition to the possible direct impact of vessel strikes. A magnetometry survey of the area also had to be carried out to look for unexploded ordnance leftover from World War II.
Mitigation of these potential environmental risks included providing adequate buffer zone for vessels to anchor in, as well as building the artwork on land prior to installation, to minimise the construction time on the reef.
The sculpture was created by British artist Jason deCaires Taylor, world-renowned for his underwater sculptures, including the first underwater museum comprising over 800 sculptures at the Cancún Underwater Museum off the coast of Mexico.
The first of its kind in the Southern Hemisphere, the installation is designed to address issues of conservation and reef management, as well as functioning as a site for coral restoration and scientific research.
Jason constructed the artwork out of stainless steel and concrete, which don’t leach out chemicals into the Dream build: nature takes part in the setting – Image by Matt Curnock surrounding environment. Being lime-based, the concrete provides a settlement substrate for algae, coral and other invertebrates, which over time, will develop into an artificial reef and enhance the local marine habitat.
The artwork was also designed to withstand some of the most severe tropical storms in the region without disintegrating or being dislodged.
Local company Pacific Marine Group took the lead on installing the artwork. Using barge cranes, tugs and divers, the company planned to lower the greenhouse into the water in three stages, fixing it onto a concrete base.
It was a complex operation, supported by a comprehensive assessment of risks associated with different aspects of the operation, from lifting, vessel operations and the use of heavy machinery, to changing weather conditions, and even trips and falls. The mitigation approach was as extensive as the risk assessment itself, and included crew training, detailed briefing sessions and having qualified personnel on site Careful: a worker secures the structure – Image by Jason deClaires-Taylor at all times.
Working Boats December 2020 4 Environment
The diving operations were also risk assessed to cover risks such as failure of breathing gas supply and possible shark encounters—all of which need to be monitored by deck crew.
According to Pacific Marine Group CEO Kevin Chard, the hardest risk to manage was the sea state—the combination of wind, waves and current, which impacted on safe anchoring in close proximity to the reef.
The barge and tugs were expected to be on the reef for up to a week, so it was important to have a period of calm weather with low winds in which to operate. Even then, the conditions were not always favourable.
‘On occasions the tug and barge had to leave the installation site and anchor wide of the reef in case the anchors dragged and damaged the installed works or— in a worst case scenario—resulted in a grounding on the reef,’ Mr Chard said.
The installation was completed in April 2020 and then officially opened in August with a small group of tourism operators licensed to take divers out to the site.
As part of the site’s management plan, the site will continue to be monitored for any potential impacts on the reef, from either the artwork or visitors. In the event of the artwork being damaged—such as in the aftermath of a cyclone—MOUA has planned for such a contingency by getting quotes for salvage and paying a bond to cover clean-up operations.
The artwork has a design life of up to 25 years and at some stage in the future a decision will be made to either leave it there or remove it. By that time, the greenhouse will be a very different place indeed.
Adam Smith said fish life started moving into the greenhouse from the beginning and it is already home to algae and soft sponges. Looking to accelerate the process of colonisation, MOUA has permission to collect up to 500 samples of dislodged coral and plant them in the greenhouse to encourage further development.
It is hoped then that over time, the Coral Greenhouse will truly live up to its name as a place of growth and regeneration.
Learn more about the Museum of Underwater Art at: moua.com.au
Above: a diver explores the installation; a section of the installation is carefully lowered to the seafloor– Images by Jason deCaires-Taylor
5 Working Boats December 2020 Industry
How MARITIME CONSTRUCTIONS navigates risk
Marine construction work involves a set of risks not encountered when doing onshore construction work. Justin Phillips, Asset Manager for Maritime Constructions, talks to Working Boats.
By Ron Aggs
Working Boats December 2020 6 Industry
Monitoring risk: (clockwise) Jack up barge Resurgent driving a pile at Thevenard, SA; Daily toolbox with the team; Cutter suction dredge Pilbara Sawfish dredging at Onslow, WA; Cutting pile to height Barmera Waste Station Murray River, SA – Images supplied by Marine Constructions
Based in Port Adelaide in South ‘Then there are the weather conditions, how the barge will react to weight Australia and with a branch office which can change very quickly—for distribution, and by carrying out trim and in Perth, Maritime Constructions example, random wind gusts when stability checks on the lift,’ Justin said. pitching sheet piles, or changing seas designs, constructs and maintains during towing,’ he added. Maritime Constructions uses a risk marine infrastructure—including matrix and hierarchy of controls to dredging, navigation aids, jetties Justin said Maritime Constructions identify and mitigate risk. and wharves, sub-sea intake and monitors daily and long-range weather forecasts, but they also rely on a jack- When assessing each risk they look outfall pipelines, boat ramps and up barge that provides a safer, stable at the degree and type of impact each marine fabrication. work platform. risk carries—for example whether it could result in injury or loss of human Justin explained that working from Used on around ten per cent of life; structural, social or environmental floating plant introduces a broad range projects, the barge has workable deck impacts; contractual implications; of risks in their line of work. space of 24 by 17 metres on four legs financial loss; legislative impacts or that can extend down to the sea floor ‘Sea conditions coupled with limited even reputational damage for the and be jacked up to raise the deck company. geotechnical information and clear of the water. environmental sensitivities (marine Leading up to each project, managers, life—fish, birds, plants and water Justin explained that even with the site and construction teams use these increased stability that the jack-up quality) can also be dynamic and methods to assess the risks and jointly barge provides, the physical difficult to control,’ he said. prepare safe work method statements, construction risks—such as crane lifts including safe work procedures and ‘Oil or fuel spills or hydraulic hose from barges—require extensive risk crewing competencies required for the bursts pose the greatest environmental assessment and safety management. job. These risk assessments and safety risks, having a potential to impact ‘Some construction jobs are simple, management plans also complement marine life and water quality. We light and easily executed, while others the safety management systems of manage and mitigate these risks are large, heavy and complicated,’ each vessel being used on the job. through the use of proprietary Justin explained. marine spill kits, biodegradable To ensure their safety practices stay oils, and industry best practice risk ‘We manage the risks by understanding relevant to the task at hand, each assessments.’ what we are lifting and the location, week the work method statements are
7 Working Boats December 2020 Industry
Even with all the planning that goes into making sure they have identified and mitigated all the risks for a job, individual workers’ misperceptions that working conditions are safe still tests this daily agenda. reviewed and updated by employees encourages workers to pause before developing an effective safety culture who meet before work to discuss the any major or high-risk task to reassess involves more than having all the safety day’s activities. better or safer ways of going about it. documentation in order and conducting frequent checks. However Justin said that even with ‘We also ask crew members to all the planning that goes into making complete hazard observation cards To encourage safety practices from sure they have identified and mitigated during a job. It is not unusual to be the ground up they encourage friendly all the risks for a job, individual workers’ working off a ninth revision of a safe competition between project sites to be misperceptions that working conditions work method statement by the end of the first in the quarter to achieve focus- are safe still tests this daily agenda. an activity,’ Justin said. area goals, and Justin says the teams quickly rise to the challenge. Last November, while loosening a Reporting near misses helps AMSA pipeline flange from an awkward improve safety across industry. Read ‘When you start pitting site against position on the edge of a dredge, a more on page 38. site they become quite competitive worker lost balance and fell overboard and there’s a quick response to when his spanner slipped off a bolt. Maritime Constructions also recently whatever the quarterly focus area implemented what they call ‘quarterly Fortunately, he was wearing a lifejacket focus areas’ to increase attention to is—the following week we start getting and colleagues quickly pulled him detail and surveillance. responses from teams,’ Justin said. back on board, but everyone agreed ‘In addition to the pride of winning the the danger of awkward positioning Senior management and health and could have been averted by doing the safety officers decide which risk areas quarterly challenge, the winning team job from a small tender, and the safety need additional attention—in the last gets a company-paid BBQ. Irrespective management system was updated to quarter the focus has been on lifting of whether there are five of fifty people reflect this. equipment, lift plans, chemical storage on the winning site, they are catered for and emergency drills. appropriately.’ The incident also reinforced the value of their take-5 system, which However Justin knows all too well that maritimeconstructions.com.au
Working Boats December 2020 8 Environment NEW STOW IT, DON’T THROW IT STICKER NOW AVAILABLE
All waste is particularly harmful in the marine environment. You can help by sorting and separating all types of waste on board your boat, so Keeping our seas safe and clean that each type of waste can be recycled or disposed of appropriately.
People power: marine debris collected by volunteers – Image source iStock.com/NoDerog; Dean Jones, dedicated volunteer with Tangaroa Blue – Image supplied
The Tangaroa Blue Foundation is an Australia-wide not-for-profit organisation dedicated to the removal and prevention of marine debris—a major environmental issue worldwide. AMSA and Contact your local Tangaroa Blue have been collaborating to address marine debris since 2007. Grace Boglev spoke marina, boat harbour, to Dean Jones, a coxswain who has worked in the commercial fishing and diving industries in port or terminal office Western Australia for almost 40 years and is one of the foundation’s original volunteers. to find out what waste collection and disposal How did you get started with making sure you’re not going to pollute on the removal because it was so big— facilities are available. Tangaroa Blue? and if you get caught putting something I think it was one kilometre or so of in the water, there’s a penalty. net. It would have been incredibly Don’t forget to report any CEO and co-founder of Tangaroa Blue dangerous if someone had run over Heidi Tait started the initiative back in The next big priority for Tangaroa that in their boat. marine pollution incident to 2004. At the time we were working Blue is finding who is responsible for help minimise damage to the together. Heidi would go scouting for abandoning the waste we clean up. What would you tell someone rubbish on the beach, and she’d talk Heidi’s trying to track down the origins considering volunteering with environment. If you witness about how much rubbish there was, of a lot of this rubbish—such as where Tangaroa Blue? a vessel or seafarer polluting, and I joined her from there. nets come from, who has been dropping or see pollution in the marine bottles over the side—that’s a big job. Stop thinking about it and do it! I’ve been I spend a lot of time on, and in, the passionate about it since I started, and environment that you think water and I often come across beautiful I think we need to increase penalties I’ve tried to instil that in my two boys might be from a vessel, you beaches polluted with rope, nets and for people—especially commercial as well. We’ve made a family rule that can make a general marine plastic bottles. Plastic bags don’t just people—who are found polluting. whenever we go to the beach, we make choke and kill sea animals, they get We have training about waste pollution report. sure we pick up rubbish before we leave. wrapped around outboard motors and management and we have to pass props, so it’s dangerous for us as well tests. I don’t think there’s any excuse Call 1800 641 792 or visit as the environment. for people working in the commercial amsa.gov.au/marine-pollution industry who pollute. In your time with Tangaroa Blue have you seen much of a change in how Is there a particular instance that people in the maritime industry view stands out while you’ve been environmental sustainability? volunteering with Tangaroa Blue? Interested in joining Tangaroa Blue? I’ve seen a lot more focus from business A lot of drift nets that are set way out to tangaroablue.org/about-us/get-involved owners. I think they understand that sea end up on our coasts. I remember Order your free sticker online it’s part of their future to try and keep a great big net was pulled off Wyadup You can also help by reporting marine these places clean. When you do your beach in Western Australia. Heidi pollution directly to AMSA amsa.gov.au/publications-order-form qualifications there’s a big focus on coordinated the effort and the Navy took amsa.gov.au/marine-pollution or visit an AMSA shopfront near you
9 Working Boats December 2020 NEW STOW IT, DON’T THROW IT STICKER NOW AVAILABLE
All waste is particularly harmful in the marine environment. You can help by sorting and separating all types of waste on board your boat, so that each type of waste can be recycled or disposed of appropriately.
Contact your local marina, boat harbour, port or terminal office to find out what waste collection and disposal facilities are available.
Don’t forget to report any marine pollution incident to help minimise damage to the environment. If you witness a vessel or seafarer polluting, or see pollution in the marine environment that you think might be from a vessel, you can make a general marine pollution report.
Call 1800 641 792 or visit amsa.gov.au/marine-pollution
Order your free sticker online amsa.gov.au/publications-order-form or visit an AMSA shopfront near you Safety Regulation
General safety duties for vessel owners
Owners of commercial vessels are varied across the commercial vessel industry—from one-owner-operator scenarios, to corporations leasing vessels to other corporations. Irrespective of the arrangements in place, the legal responsibilities are the same for all owners.
Because no two operations are the development, maintenance and crew, passengers, and any other person alike, various standards and continuous improvement of a safety whose actions may place the safety requirements exist to address the culture by all parties in the domestic of the vessel, or persons on board the commercial vessel industry. vessel, at risk. basic safety requirements across the commercial vessel fleet around The general safety duties also create Owners of domestic commercial Australia. a ‘chain of responsibility’ whereby vessels must comply with the number obligations are placed on all persons of general safety duties set out in The general safety duties recognise who contribute to the safety of a the national law. These duties are that operators, masters and crew are vessel and its operation—from a fundamental in ensuring the safety of best placed to identify and manage boat or equipment designer, builder, the vessel and its operation. risks on the vessel, and encourage manufacturer, to the operator, master,
11 Working Boats December 2020 Safety Regulation
Safety culture: crew conducting mandatory safety checks on board a fishing vessel– Images by Robert Lang
Top five general duties of the vessel owner
1. Provide and maintain the 5. Do not prevent or restrict the Key concepts vessel so that it is—so far as is master of the vessel from making general safety duties reasonably practicable—safe. or implementing a decision that, The are set out in the professional opinion of in Part 3 of the national law. The duties Make sure the vessel meets require each person who is engaged with the master, is necessary for the construction and equipment a domestic commercial vessel and its safety of a person or the vessel. standards, survey requirements operations to do all that is reasonably and is well maintained. While in many cases where the practical to ensure the safety of the Grandfathered vessels may not be owner and the master are the vessel and its operation. in survey, but these vessels must same person, this is not always still be fit for purpose, and this the case. Where this is the case, Owner of a vessel includes a person who must be addressed in the vessel’s the owner must not prevent or has a legal or beneficial interest in the safety management system. restrict the Master’s discretion to vessel (other than a mortgagee) and a implement decisions that promote person with overall general control and 2. Provide information, instruction, management of the vessel. or supervision to people on board safety. the vessel as necessary to ensure Separate general safety duties Reasonably practicable means what is, their safety. apply to the master of a vessel. In or was at a particular time, reasonably Ensure crew are appropriately small operations where the owner able to be done in relation to ensuring qualified, are able to implement and the master may be the same safety, taking into account and weighing the vessel’s safety management person, they must be aware of up all relevant matters. What is system, including safety drills and meet the responsibilities that ‘reasonably practicable’ is determined objectively. This means that a duty-holder and crew inductions. For apply to both roles. vessels that carry passengers, must meet the standard of behaviour AMSA takes breaches of the a safety induction needs to be expected of a reasonable person in the provided to each passenger general safety duties very duty holder’s position. seriously. It’s up to each vessel about relevant operational and Unsafe vessel means a vessel that is emergency procedures, as soon owner to know their safety duties and how to comply with them. likely to endanger any person for any as practicable after the passenger reason, including because of any of the boards the vessel. Breaches can lead to following: 3. Implement a safety management infringements, court fines, or even prison sentences in the most the condition or equipment of the system that ensures the vessel vessel and its operations are—so far as serious cases. reasonably practicable—safe. Domestic commercial vessel the manner or place in which cargo or equipment on the vessel is stowed or Assess the risks associated with owners are also required to secured the vessel and its operation and comply with state, territory or implement ways of eliminating or commonwealth work health the nature of the cargo and safety laws, as well as local minimising those risks. the overloading of the vessel with waterways management laws. 4. Do not operate the vessel, or people or cargo (including the cause the vessel to be operated if submergence of the vessel’s load line) it is unsafe. More information the number of its crew or the Ensure the vessel is fit Read more about the general safety qualifications of its crew or master. for purpose and required duties for domestic commercial maintenance is carried out before vessels at setting out on the water. amsa.gov.au/generalsafetyduties
Working Boats December 2020 12 Industry
Supporting essential workers delivering essential services
Supported: Austral Fisheries crew – Image supplied
During the COVID-19 pandemic many seafarers have played an essential role in maintaining the vital flow of goods like food, despite the added pressures caused by the pandemic and what this means for them personally. Working Boats spoke to Oliver Krcoski at Austral Fisheries to find out how the pandemic has affected crew on their vessels and how Austral Fisheries mitigated the risks and concerns. By Sarah Cameron
Based in Perth, WA, Austral personnel about whether they would go Once Austral Fisheries made the Fisheries runs three separate out to sea at all,’ he said. decision to keep operating, they moved operations—the Southern Ocean, quickly to develop and implement ‘As a company, we really had to assess Northern Prawn and Timor Reef policies and procedures to get crew out that risk. It was clear that the success fisheries. at sea without recording any cases of of our operations depended on how well the virus. Crew working the Timor Reef fishery we could manage the COVID-19 threat.’ out of Darwin are out at sea for eight They prepared COVID-19 information or nine days at a time, but the Prawn ‘We have a risk matrix and a severity packs for crew, outlining the risk seasons can keep crew away from their matrix that we use to analyse the assessment that needed to be made families for up to 16 weeks. potential impacts of the risks in the before people boarded vessels, the business and our operations.’ boarding procedure, the required PPE, Austral Fisheries Health, Safety and and information from the Australian Environment Advisor, Oliver Krcoski, ‘As we have learned more about the Government Department of Health said that when COVID-19 emerged the virus and increased testing, our risk about COVID-19. crew’s immediate concern was their management systems and processes livelihood and getting out to sea. have evolved, but when COVID-19 ‘We got in contact with everyone early ‘As COVID-19 came to Australia and emerged we knew so little about it on to inform them they would be flying started spreading before the start of there were no test kits to give us any in at least two weeks prior to departure, the first prawn season of the year, certainty, so it was a difficult risk to so that we could isolate and monitor there was a lot of anxiety amongst our control initially,’ he said. them during that period,’ Oliver said.
13 Working Boats December 2020 Industry
All kinds of challenging situations Working with COVID-19 out at sea have become a little bit more challenging with COVID-19. Being a seafarer can be demanding at the best of times, without added — Oliver Krcoski pressure from COVID-19.
The possible distraction, stress and fatigue brought on by unfamiliar and changing tasks, extended working ‘A couple of crew couldn’t get there in ‘We have done our best to absorb as hours, competing priorities, concern time to quarantine and we unfortunately much of that stress as possible by for crew, staff or relatives—who had to leave them behind to protect the taking care of the administrative work may be at risk or vulnerable in the rest of the crew and the operation.’ involved in crossing borders, such as face of COVID-19—can all have a writing letters from the employer to say negative impact on wellbeing and But once crew had done the quarantine they had been working in the essential increase error and risk on the job. and got out at sea where they knew the services industry. I think the crew have drill, the distraction generally turned found that quite reassuring—but most Keep an eye out for crew and take to what was happening away from the of the time this just shifts the burden action to provide support if you vessel and how they would get home. from one person to another, which is notice any of the following. stressful for all involved.’ ‘At sea crew were worried about their • Stress and signs of poor mental family and friends back home— Oliver said that despite the additional health everyone has someone back home burden caused by COVID-19, none of • Distraction and on-the-job error that might have lost a job or suffered in the crew have showed signs of being • Fatigue. some way with the situation being so stressed to the point of it impacting uncertain,’ he said. on the way they worked or the level of Eating properly and getting safety they exercised. adequate sleep is key to handling When various states closed their increased pressure borders, this initially complicated ‘We were very aware as a management matters for Austral Fisheries, which team that it could impact their mental Beyond Blue Coronavirus Mental operated between the Northern health and ability to stay focussed and Wellbeing Support Service: Territory and Queensland, but because we have done our best to alleviate this coronavirus.beyondblue.org.au they were able to demonstrate their stress by getting exemptions for them planning and risk mitigation, they had to cross borders to get home,’ Oliver no trouble getting an exemption to explained. cross into the Northern Territory. ‘Last year we also gave formal safety a lot to alleviate their concerns and that As the end of 2020 approaches, the training to all our skippers, which also had a flow on effect for their crews and closing of borders as governments have looked at mental health impacts on other personnel. struggled to deal with the pandemic crews, so our skippers are somewhat is still a cause of anxiety for crew and aware of when someone is concerned ‘At the start of the season we had to shore-based staff working to support and they report that back to us. If scale back some of our group training the crew. people want to get off the vessel for and information sessions to maintain whatever reason, we are able to arrange social distancing measures but ‘We have had examples of interstate that quickly,’ he said. AMSA helped ensure our operational crew being denied access back to their continuity by granting exemptions, own homes, with nowhere else to go Oliver explained that all kinds of including extending qualifications when after completing a trip at sea, and crew challenging situations out at sea have people couldn’t renew them on time, not knowing whether they would be become a little bit more challenging and exemptions for some low-risk able to get home until just hours before with COVID-19—crew not being able to survey requirements,’ he said. arriving back in port,’ Oliver said. get off the vessel during port stops and dealing with general health problems ‘Considering that when COVID-19 ‘A couple of the guys had newborns requiring medical assistance—but he emerged one of the cards on the table coming and were worried about said the crew have handled it well. was to call the season off all together, whether they would get home in time we are grateful we have been able to and whether the hospitals would let He added that as an essential service, keep our crew out of harm’s way and them see their families,’ he said. some government assistance has done keep operating.’
Working Boats December 2020 14 Safety
Tools of the SMS
trade Demonstrating the new Offshore SMS app: Steve Fraser of Offshore SMS (right) with Ian Melrose from MelShel Oysters on Tasmania’s east coast.
Online tools are making it easier for busy vessel operators to stay on top of their safety management systems (SMSs). Working Boats looked at a couple of these SMS support aids to find out what they do and how they can help. By Simon Enticknap
Do you have an SMS sitting in a as a commercially-available cloud- assets, including spare parts, and folder somewhere gathering dust? based storage service. Today it is used log any maintenance work when it is A compliant SMS needs to be a by hundreds of vessels, offering a mix carried out. It can also trigger alerts living document, regularly updated of free and paid-for plans suitable when scheduled servicing is needed and generate reports on machine in response to changes in work for operations ranging from single operators up to large fleets. utilisation. practices. That’s not always easy with a paper-based document, Features include a step-by-step guide The service ranges from a basic free requiring effort (as well as a for developing an SMS from scratch, option up to premium paid-for services. printer) to incorporate new safety pre-start checklists for daily safety It is scalable from a single operator up procedures, make updates or log routines, crew induction checklists and to multiple sites. maintenance logs. any operational changes. The CVA pre-formatted template covers the regular maintenance To address this issue, some commercial Offshore SMS is now available as schedules for machinery and vessel operators are moving to cloud- an app from the Apple App Store or equipment typically used on a based solutions where their SMS is Google Play. commercial vessel, which can then be kept online—accessible by all the crew tailored to suit individual operators. at all times—and incorporates smart A maintenance Fiix functions such as inspection alerts, The template also includes a pre- checklists and real-time logs. Tracking vessel maintenance is a key populated list of safety equipment for aspect of any active SMS, not only commercial vessels. Used in conjunction Offshore SMS recording when work is performed on a with Fiix, this not only serves as a vessel but also ensuring that scheduled handy checklist of what’s onboard, but One such system is Offshore SMS, maintenance is carried out when also notifies users of upcoming safety developed by Hobart-based abalone required. inspections and expiry dates. diver, Steve Fraser. Struck by the amount of paperwork involved in To assist with this task, the Such online tools can provide the maintaining an SMS, Steve started Commercial Vessels Association foundation for building and reviewing to look for alternative methods of (CVA) developed an industry-specific your SMS, so long as they are tailored record keeping. Fortunately, he is also template for use with the popular to address the safety requirements of a software developer so he decided to Fiix computerised maintenance your individual operation and not used move his SMS online, creating a simple management system (CMMS). as a one-size-fits-all solution. website where he could store and update it as needed. Fiix is a cloud-based service used by many companies around the world to Soon other fishers started to take an manage their maintenance needs. It offshoresms.com.au interest and so Offshore SMS was born enables users to list their mechanical commercialvessels.org.au
15 Working Boats December 2020 Vessel Safety
Level flotation
The benefits of level flotation should make it an easy choice for those in the market for a vessel or looking to increase the safety of their existing vessel.
By Ron Aggs and Sarah Cameron Based on an article published in the Townsville Bulletin, January 2020.
Vessels with level flotation have retrieve it but capsized the dinghy, then operation underway, your vessel is also buoyancy installed to national righted it but had lost the oars. a much easier target for the response team to spot in the water. standards high up in the extremities, At this point, the dinghy’s level flotation allowing the vessel to float level played a key role in the two men’s In Joe and Noel’s case, there was with the waterline if it becomes survival as they drifted on the current no safety equipment in the dinghy swamped or flooded. Whether the from Cleveland Bay, wondering if they with which to call for help, but their vessel capsizes or stays upright, would make landfall. families had alerted authorities when level flotation offers a number of they didn’t return home. Eventually, a If not for the refuge of the dinghy, advantages for people who find search helicopter spotted them after fatigue could have rendered Joe and themselves in this predicament. they washed up on Acheron Island, Noel incapable of holding on, causing approximately 80 kilometres northwest It’s far better to be sitting up to your them to float away, long before the of their starting point. waist in water or on top of an upturned onset of hypothermia. hull, than struggling to hold on to a If your vessel does not have level The polyurethane flotation under the submerged hull. It also reduces the risk flotation, make sure you have thought seats had done its job exactly as of succumbing to dangerous marine about a situation like Joe and Noel’s designed, keeping the flooded dinghy fauna, ocean currents and hypothermia, and be prepared for an emergency. level. Although Joe and Noel sat half- as illustrated by the ordeal of Vessels without flotation can sink submerged, the dinghy reduced their Townsville residents Joe Goicoechea quickly if swamped, capsized, or risk of drowning and provided a barrier and Noel Hyde back in 1991. flooded. At best, they will submerge against sharks and other marine life stern-first with only part of the bow Joe and Noel spent two days below. above the water. submerged to their hips, adrift in a borrowed three-metre dinghy they used Another advantage of level flotation is Ensure your safety equipment is to pursue their larger fishing boat after that from inside your vessel, you have well maintained and accessible in a its mooring on a mango tree broke in better access to your safety equipment buoyant, waterproof container. And White Rock Bay, Cape Cleveland. (flares, radio, distress beacon or torch) make sure you know how to use and perhaps even the chance to bail it. Difficult conditions, no light and After two hours’ rowing, they almost out water. If you have activated your competing priorities can put even the got close enough to the runaway to emergency beacon or there’s a search best safety equipment out of action.
Working Boats December 2020 16 Safety
Counting on passenger safety
Every passenger counts: Manly Fast Ferry carries passengers safely across Sydney Harbour; Passengers embarking on Manly Fast Ferry – Images supplied
Following changes to passenger safety requirements on 31 May 2020 Working Boats talked to the operators of two very different ferry services in New South Wales to find out how they manage the challenges of keeping an accurate count of passengers on board their vessels. Could any of these practices be applied to your operation? By Simon Enticknap
Manly Fast Ferry electronic passenger number recording The digital passenger number system that enables the vessels’ recording system has been On Sydney Harbour, digital Masters and designated person ashore standardised throughout the company’s technology is playing a key role in to get an instant overview of how many operations. In addition to the Manly- monitoring passenger numbers passengers are on board each boat. Circular Quay fast ferry service, NRMA on one of the busiest commuter also operates a number of other ferry routes in the country. Gavin Cooper, Marine Safety Business services on the harbour, including a Partner at the NRMA, explained that as Manly-Darling Harbour service, a two- Every day, the Manly Fast Ferry service passengers embark, a crew member hour ‘hop-on, hop-off’ service around carries thousands of passengers on near the gangway counts each person. the harbour, as well as tourist cruises the 20-minute crossing between Manly The data is then entered into an online such as whale watching. Altogether, and Circular Quay. During peak periods, the fleet comprises 12 fast catamarans system in the wheelhouse and is there can be up to six departures an ranging from 19 to 33 metres in size. immediately available to the skipper as hour from the wharves, each ferry well as shore-based personnel who can having just a few minutes in which On the tourist cruises, passengers are to disembark and embark up to 400 log into the system. counted both on and off the vessel. In passengers. It’s a high speed, fast the unlikely event that the numbers ‘As soon as we leave a berth we can turnaround operation with little room don’t tally after an offshore cruise such instantly know how many people are for error. as whale watching, staff would follow a on the boat. We’ve never had to use set of procedures that escalate from an Three years ago, the operators of the that information in an emergency but immediate recount, up to what would service, NRMA, introduced an onboard it’s always there,’ Gavin said. eventually be a full AMSA search.
17 Working Boats December 2020 Safety
Fortunately, it’s never come to that— The safety management The Riverboat Postman typically, any discrepancy is the result of somebody still being on the boat system ... has also been North of Sydney on the somewhere or a miscount, which can digitised and made Hawkesbury River there’s a ferry be quickly resolved. Offshore cruises searchable so that in service that runs at a very different also have a passenger manifest that pace compared to the Manly Fast is matched to the passenger count for any situation ... a crew Ferry. extra assurance. member can ... instantly The Riverboat Postman service based Gavin explained that digital passenger find the correct safey and in Brooklyn, has been running since number recording is just one part of emergency procedure. 1910, servicing the local communities the company’s safety management — Gavin Cooper on the Hawkesbury River only system. accessible by water. Every weekday, While technology is a useful tool in the ferry makes a three-hour round ‘The safety management system— managing passenger safety, Gavin trip of the various remote villages, which is extensive to capture also highlights the importance of crew delivering mail and providing a vital the conditions of their complex training in maintaining a safe operating communication lifeline to the 600 operation—has also been digitised environment. residents who live on the Hawkesbury. and made searchable so that in any situation, such as a man overboard, ‘Nobody is allowed near operations As well as being an official Australia a crew member can type in the until they’ve been through our own Post service, it is also a popular tourist appropriate keyword and instantly comprehensive training program, cruise with up to 100 passengers find the correct safety or emergency which we’ve developed over the years going on the round trip to explore the procedure,’ he said. in conjunction with AMSA and other Hawkesbury. stakeholders,’ he said. ‘This also makes it easier to update Since 2012, the service has been and to pass along new information for A policy of promoting staff from within run by Hawkesbury Cruises, which training purposes.’ the company also helps to foster a also runs day cruises and other ferry shared safety culture, which extends services.The company operates ‘Taking everything online has really from the general purpose hands all the three vessels, two catamarans and streamlined safety for us and made it way up through the ranks to the vessel a monohull ranging from 15 to 25 accessible.’ Masters. metres.
Working Boats December 2020 18 Safety
Accurate passenger numbers: Riverboat Postman vessel Zarapito at the train bridge on the Hawkesbury; passengers embark on the vessel; passengers disembarking the ferry onto the wharf– Images supplied
For the transfers to Milson Island, Passengers who buy tickets are given You have to be 100 per Broken Bay camp and Dangar Island, a numbered boarding pass which they managing passenger numbers is hand over to a crew member on the cent sure of how many relatively straightforward. Everybody gangway. At the same time, the skipper people you have on the is click-counted on board and then separately counts the number of remains seated at all times. It is a passengers boarding. boat before you leave the very controlled environment, making wharf. We’ve found that counting much easier. Before departure, the number of passes handed out and received, this numbered ticketing However, for the Riverboat Postman plus the manual count must all tally, system works really well. run, the nature of the service poses otherwise a recount takes place. The — Justin Pigneguy a different challenge. With numerous final number is recorded in the ship’s stops along the way allowing people log and the shore log. During the point, without getting in the way of on and off, as well as up to 450 items journey, passengers getting on and off passengers as they get off,’ Justin said. of mail to deliver, there’s the potential at different stops are also recorded in for crew to get distracted and miss the logbook. During the cruise, passengers remain someone. seated during the initial safety briefing ‘You have to be 100 per cent sure of but are then free to move about the ‘There’s always going to be human how many people you have on the vessel. To date, there have been no error,’ says Justin Pigneguy, boat before you leave the wharf. We’ve incidents of passengers going missing Hawkesbury Cruises owner. found that this numbered ticketing but, in the event that it does happen, system works really well,’ Justin said. ‘Even if you have someone counting the crew have a set procedure to using a clicker counter, which is the To ensure all passengers are present follow. method that’s been used for years, at the end of the voyage, skippers have This includes quickly identifying it’s not always 100 per cent accurate. been trialling the use of a manual hand You’ve only got to take your eyes off clicker to count passengers as they who is missing and when they were the gangway for two seconds and you disembark. last sighted, maintaining an open can’t be sure you’ve counted everyone,’ communication line with the shore- he said. ‘Skippers have reported that this based manager at all times, retracing system works well. They position the route taken and informing the local To safeguard against such errors, the themselves in the wheelhouse or other water police and marine rescue of a company uses a three-part system. location that provides a good vantage potential man overboard.
19 Working Boats December 2020 Safety
Justin paid credit to his crew members Regulatory requirements embark and disembark the vessel for the fact that there have been so few concerning passenger counts at the start and end of voyage, or safety incidents during his time on the at an intermediate stop, and Riverboat Postman, particularly given AMSA introduced a series of changes the advanced years of many of the to regulatory requirements on 31 May • before departing any point where passengers. 2020 to enhance passenger safety on passengers have disembarked for domestic commercial vessels carrying a water activity such as diving, Training also plays an important role in snorkelling or swimming this regard, with the company running passengers. monthly drills—either underway or From 31 May 2020 passenger vessel Record passenger counts in the at the wharf—for all skippers and operators must do the following: vessels logbook. deckhands. One of the most useful, says Justin, has been teaming up with Have a procedure in their safety The types of operations where a local rural fire services to run training management system that provides passenger count is required to be drills on the vessels. an effective and verifiable means of undertaken at embarkation and passenger monitoring to ensure the disembarkation are: ‘We do training with them using master of the vessel is able to find portable fire extinguishers so the crew out the number of passengers on Class 2 vessel that is permitted to get an idea of what it’s like to fight a board the vessel at any time. carry passengers or a Class 1 vessel real fire. It’s been really invaluable to that is permitted to carry no more get that experience.’ Have an emergency procedure than 75 passengers, and in their SMS for responding to a situation where a passenger is is engaged on a voyage of at least More information unaccounted for. 30 minutes scheduled duration and Regulatory changes aimed to improve no more than 12 hours scheduled For certain types of operations, have passenger safety on domestic duration, and the vessel is not commercial vessels: a procedure for counting passengers scheduled to stop for embarkation at specified points to ensure an amsa.gov.au/improve-passenger- or disembarkation in the first 30 accurate number of passengers safety minutes, and embarking and disembarking the Learn more about operational areas at: vessel. This will include a count: is operating in B, C or D water, or E amsa.gov.au/service-categories • at or around the time passengers waters outside of daylight hours.
Working Boats December 2020 20 Close call
DEALING WITH
When Tasmanian Skipper Warwick Treloggen set out on a FIREweek-long fishing trip off the North West Coast of Tasmania back in 2017, the last thing he expected to tackle was fire. Warwick and vessel owner Peter Smith spoke to Working Boats about the fire that broke out on boardJapara and why being prepared is critical to your response. By Sarah Cameron
Disaster at sea: FV Japara on fire –image supplied
21 Working Boats December 2020 Close call
Before: Warwick and his 11-year-old son on the day of the fire– Image supplied
Seven days into a fishing trip beyond ‘My crew and I kept working to try to put the fire out using the North West tip of Tasmania into the fire suppression system. I thought I had the fire under the treacherous Bass Strait, skipper Warwick, his two crew and his 11 control, but it had flared up again.’ — Warwick Treloggen year old son were making their way back home through Hope Channel Thankfully Mary Kay at Smithton Radio and sit it on the back deck in case we with a good catch—when the Base overheard the conversation needed to evacuate,’ he said. unexpected happened. and notified the Police, which is just as well because the situation that ‘My crew and I kept working to try to put ‘We were steaming between Hunter unfolded next left Warwick calling on the fire out using the fire suppression Island and Three Hummock Island and all his knowledge, experience and cool system. I thought I had the fire under the vessel started to die down in revs, headedness to keep them safe. control, but it had flared up again.’ which I thought was a blocked fuel Japara had a long engine room that filter,’ Warwick said. ‘I opened the engine room hatch and realised a fire had broken out—the went all the way back under the galley At the same time Warwick’s son had engine room was full of smoke,’ he and the fire had got in behind the been watching TV and it had turned off, recalled. fridges and the stoves where Warwick leading Warwick to deduce there had and his crew couldn’t reach. By then been a fuel issue, causing a problem ‘The first thing that went through the heat and smoke were getting hard with the genset and the mains. my mind was safety—to try to keep to deal with. everyone calm. I told my son to put on ‘I threw the anchor over the side so we a lifejacket, go up to the bow and stay Vessel owner Peter Smith was ashore didn’t drift ashore, just in case there there until I instructed him otherwise.’ the day it happened, anxiously taking was a fuel issue. By that time the any news he could get as the situation engines had stopped—we had lost ‘I went down the ladder into the engine unfolded. power as well,’ he said. room and sprayed the fire extinguisher around, but there was just too much ‘They had four fire extinguishers Warwick radioed a mate skippering smoke and I jumped back up and shut plus the CO2 on board. Warwick was another vessel, which was travelling the engine room hatch.’ convinced he had the fire out using around the top side of Three Hummock the CO2 system but then when I got to Island to let him know they were ‘I got the crew to help me take the life him on the phone he said he could still experiencing issues. raft off the back of the wheelhouse hear it crackling up in the cavity of the
Working Boats December 2020 22 Close call
‘Know your emergency procedures, stow your safety equipment in a location that’s easy to access and make sure your crew are aware of where its stowed and how to use it.’ — Warwick Treloggen
‘You have to keep calm and collected and think about what’s going on. Safety comes first in a situation like that—for your crew and yourself.’
Peter Smith credits the way Warwick went about dealing with the situation.
‘Priority number one is the protection After: FV Japara on fire near Three Hummock Island– Image supplied of the crew—you can replace boats, but you cannot replace people’s lives,’ he said. wall in the galley—he was out of all wind was coming, but then we had options,’ Peter explained. trouble getting away. When we had But he added how shocked they were untied everything and cut the rope, that something like this would happen. ‘Photos were being sent back to me we started moving back through the of the burning vessel from the other smoke,’ Warwick said. ‘The boat was about 45 years old, vessel that had just arrived on the but the surveys were up to scratch scene after Warwick called—I could ‘My son, who was on the back end of and the maintenance on the boat was see the fire was intense at that stage.’ the raft, ended up in the smoke and he second to none. Over the last eight or thought the raft would melt because nine years we had replaced the galley Meanwhile Warwick had determined of the heat as we drifted back down and the wheelhouse, new wiring, new the time had come to abandon ship. alongside the boat.’ electronics …’ he said. ‘It was too hot to stay on deck, the ‘If Warwick had a list of jobs to be done, But luckily the life raft then drifted galley was engulfed in flame. It was we’d do the maintenance so we could away from the boat and they paddled time to get off,’ he recalled. get the boat back to work.’ their way to Three Hummock Island ‘We had to run around to the back of where they were rescued later that Warwick said a lot of people have since the wheelhouse to grab the life raft evening by the Westpac helicopter. asked what he recommends doing to and move it to mid-ship. The windows avoid that situation, or to help in the were cracking and popping out—if Japara was lost. event of a similar emergency. we hadn’t moved it when we did we Warwick said the whole incident wouldn’t have been able to get into it.’ ‘You need to be as prepared as happened within about 40 minutes. possible—you don’t know what Warwick’s primary concern while can happen. Know your emergency ‘Until you get put in that situation you abandoning ship was getting his son in procedures, stow your safety don’t really know or realise what it’s the life raft. equipment in a location that’s easy to like and how you will react,’ he recalled. access and make sure your crew are ‘I said to him, “I’m going to grab you aware of where it’s stowed and how to ‘Some people panic—you don’t know and throw you in, you don’t have to use it,’ he added. if this will be you. When all hell breaks worry about trying to step in”.’ loose, all that rote learning, drills and ‘Thankfully my son had a PFD on—I ‘We put the life raft in the water on the training you have done helps you go always made him wear one when on opposite side of the boat to where the into autopilot,’ he added. deck.’
23 Working Boats December 2020 Search and rescue
Medical evacuation: VH-IPE holding position before winch pickup from container ship Rio Madeira – Images supplied
Risk assessment in MEDEVAC operations
A risk assessment is carried out in all emergency response operations to ensure they are conducted safely. Medical evacuation—MEDEVAC—operations from vessels at sea are among the most complex. By Luke Brandley
On 6 May 2020, the AMSA evacuation. Due to the vessel’s location As the crew member’s hand injury was Response Centre (ARC) received and time of day, it would arrive at the not life threatening, the ARC prioritised a request for a MEDEVAC from a Sydney anchorage after dark. the risk of conducting an evacuation at night—whether by winch operation or foreign rescue coordination centre. The risk assessment involved in a boat-to-boat transfer—and decided it medical evacuations takes multiple The master of the container ship Rio would introduce an unnecessary level of factors into account—each of which Madeira had contacted their national risk for the patient’s clinical condition. rescue authority requesting urgent has to be prioritised and mitigated in medical evacuation of a crew member order to carry out the rescue operation The ARC made the decision to delay who had injured their hand during a without unnecessary risk. With medical the evacuation until the following Trans-Tasman voyage. evacuation operations, the ARC morning, when the patient could be must first assess factors such as the winched from the bridge wing and At the time of the request, the vessel patient’s clinical condition, the type of recovered to a Sydney hospital for was over 270 nautical miles east of vessel the patient is on, the retrieval medical treatment safely. Sydney, heading for New Zealand. The asset, proximity to land, and the ARC engaged the Telemedical Advice environment. Service (TMAS) to contact the ship to assess the clinical condition of the In this case, the nature of the patient’s patient, and their needs. injury meant a stretcher wasn’t needed, but the container ship could only The TMAS provides medical advice to provide a winching point for the transfer contacts on board the ship and advises to take place. If a helicopter was used, AMSA on the clinical risks associated the patient would have to be recovered with evacuation planning. On this by winch, and at night, which would occasion, the TMAS advised that the increase the risk significantly. A boat- patient required urgent evacuation to-boat transfer would be possible once for medical treatment of a non-life the ship arrived at the anchorage, but threatening injury, in order to reduce the ability for the injured crew member future complications. to traverse a ladder at sea, at night, The ARC advised the vessel to divert and with a hand injury, also had to be Winching down: rescuer with a stretcher towards Sydney and began planning the considered.
Working Boats December 2020 24 Safety
Fire prevention & protection
Fire outbreaks on board vessels are aggressive, quick moving and deadly. Are you, your crew and your vessel equipped to deal with fire?
By Craig Elliot and Dr Brad Roberts
Since July 2018, in Australia there emergency shutoffs in engine rooms planned maintenance of your have been over 35 reported fire- not working firefighting, fire-containment and fire- prevention equipment related incidents on commercial fire alarm strobe light in engine vessels alone. Fortunately none have rooms not working fire emergency procedures resulted in a catastrophic loss of life, assessment of fire risk not updated training and induction for crew but the risk is ever present. as part of the safety management members on how to use the system firefighting equipment Common causes of vessel fire fire detectors not working standard operating procedures that address the risk of fire Poor maintenance, poor housekeeping, poor or inadequate signage for fire electrical faults, fuel leaks and flaps or emergency shut-off valves. first aid training and supplies for ineffective maintenance of fire burns and smoke inhalation. protection equipment are contributors AMSA’s broader accident, incident to serious vessel fires. and inspection data show that these deficiencies are actually common across Passive fire protection A recent AMSA inspection campaign all vessel types, not just passenger to look at fire prevention on passenger operations. Of the reported fire incidents Passive structural fire protection can vessels revealed 829 instances of poor in Australia since July 2018, over 45 actually contain or slow the spread of fire system maintenance across 326 per cent were on non-passenger vessels, fire at its point of origin, giving those on vessels. The most common issues including fishing vessels. board more time to fight the fire or—in inspectors found were: a worst case scenario—abandon the vessel before lives are lost. emergency fire pump could not Addressing the risk of fire in your supply adequate water pressure to safety management system Passive structural fire protection is the installation of fire-resistant material fight a fire Consider the fire risks associated with on the vessel structure, such as fire- portable extinguishers not your vessel and the type of operation resistant bulkheads, deck heads, decks maintained in accordance with you run, and then address how you and doors to help stop the transfer Australian Standard (1851–2012) plan to mitigate these risks in your of heat, smoke and flame to other safety management system. compartments in a vessel—especially lack of, or poorly maintained fire high-risk zones like engine rooms, insulation, protection or suppression Your safety management system must galleys and accommodation areas. It is systems include: commonly installed in new or existing
25 Working Boats December 2020 Safety
vessels made of steel, aluminium and It’s common to see a fire-rated More information fibre-reinforced plastic. division—such as the bulkhead in an engine room—penetrated during a The type of material and the thickness Guidance notice – inspection of portable modification, extended docking or a fire extinguishers (stored pressure type) needed for passive structural fire periodic survey. Electricians, plumbers protection depends on the vessel (AMSA707): and communications engineers, for construction material and the risk amsa.gov.au/guidance-notices example, can leave unintended holes of the zone that requires protecting. in fire-rated divisions as they perform Your accredited marine surveyor can National Standard for Commercial maintenance and upgrades, reducing Vessels, Section C4 – Fire safety: advise you on what materials and its effectiveness. amsa.gov.au/nscv specifications you need on your vessel. If there’s a fire, heat will be able to Preserving passive structural fire escape where the structural fire protection protection has been penetrated or compromised, allowing the fire to Vessel owners, skippers and surveyors spread to the adjoining compartment. need to pay special attention to fire- rated divisions to make sure they are maintained to the original approved specification.
Effective passive fire protection: insulates against heat, fire and gas, thereby stopping the spread of fire.
Heat Insulation thickness and type depends on vessel Fire material being protected
Gases vessel structure
Working Boats December 2020 26 Environment
Australia’s dangerous marine animals
Australian waters contain a range of creatures that secrete toxins, inject venom, release poison, or just have sharp teeth. An unwanted encounter with any of these creatures can happen quickly, so it is essential that you and your crew are prepared.
By Shontelle Chamtaprieo
Box jellyfish image: iStock.com/MariannePurdie; crocodile image: istock.com/Shaf Bdn.
27 Working Boats December 2020 Environment
What kinds of dangerous fauna Blue-ringed octopus Cone shell are we talking about? Blue-ringed octopi are very small and There are 80 species of cone shell in inhabit tide pools and shallow reefs, shallow water, sand flats and reefs all Marine stingers but fishers sometimes haul them up on around Australia from north Western Australia’s marine and estuarine deck with the catch. Despite its small Australia to southern Queensland. A environment is home to numerous size, the bite of the blue-ringed octopus small number are potentially lethal to types of harmful jellyfish, collectively carries enough venom to kill 26 adult humans, with their fast-acting venom, known as marine stingers. A sting from humans within minutes. which can cause intense pain and any of these can be painful, but the swelling at the sting site, numbness, sting of the irukandji or the box jellyfish Crocodiles tingling, nausea and vomiting. can be lethal. Crocodiles can be found in both saltwater and freshwater around the Sea urchins and Crown of Thorns Sea snakes northern regions of Australia from the starfish At least 32 species of sea snakes Kimberly region in Western Australia, Sea urchins are found in all Australian inhabit Australian waters. A small dose across the north and down the coast of waters and although only some are of venom is highly toxic, resulting in Queensland, south of Mackay. venomous, their spines can be long and muscle pain and stiffness, drooping sharp, along with those of the Crown eyelids, drowsiness and vomiting. If Sharks of Thorns starfish. These spines can it is a serious bite it can cause total A number of shark species are pierce the skin and snap off, requiring paralysis and death. Immediate medical prevalent around Australia, including surgical removal and causing a painful assistance is critical. the white pointer, bull shark and tiger infection. The Crown of Thorns starfish shark. Clearly an encounter with a can also release a neurotoxin through Venomous, poisonous or spiny fish shark can have dire consequences. its spines, causing a sharp stinging A number of hazardous fish inhabit pain that can last for hours, as well as Australian coastal waters. The most nausea and vomiting. dangerous include stonefish, stingrays, eel-tailed catfish, bullrout, scorpionfish and rabbitfish.
Working Boats December 2020 28 Environment
Managing the risks Controlling the risk Consider the use of other equipment to handle dangerous marine creatures, It is the owner’s responsibility to The most effective control you can such as hooks or grabbers used to identify the risks associated with put in place, is to reduce the risk of remove sea snakes from fishing nets. dangerous fauna and develop ways a person coming into contact with of controlling and responding to dangerous marine fauna during your Make sure new crew members joining these risks in the vessel’s safety operations. the vessel, and to a certain degree management system. passengers, are aware of the risks Document these controls in your posed by dangerous marine fauna, and The master is responsible for safety management system and make the risk controls in place. Induct and implementing the safety management sure you train and induct crew and train your crew and ensure policies and system, while crew and others on others on board the vessel in what to procedures are being followed. board the vessel are responsible for do in each scenario. following the instructions of the master. What happens if risk becomes Key preventative measures Is there a risk? reality?
Get informed about the dangerous Consider the danger to yourself before Implement emergency procedures marine life in your region. Record the entering the water and whether tasks to ensure a rapid response where a kinds of dangerous marine fauna that can be carried out another way. person is stung or bitten by poisonous or toxic marine fauna. Know what you could have contact with during Use personal protective equipment your operation. symptoms to monitor for, so that you such as puncture resistant gloves (if can effectively respond as soon as there is a risk of contact with marine Assess the risk to you, your crew possible. and others on board the vessel in all fauna with toxic or venomous stings, possible scenarios of your operation. bites or spikes) and stinger suits Make sure the first aid kit is stocked What impact could the risk have if it (when entering waters where box for all the types of bites and stings you became reality and how likely is it to jellyfish and other stingers are likely could encounter and ensure the crew happen? to exist). are appropriately trained and inducted,
Blue-ringed octopus image: iStock.com/Subaqueousshutterbug; lionfish image: istock.com/mtreasure.; stonefish image: iStock.com/ultramarinfoto
29 Working Boats December 2020 Environment
so that that they are able to act in an emergency.
The New South Wales Poisons Information Centre provides some useful guidance on response strategies to bites and stings from dangerous marine fauna—refer to their website for further information.
Some dangerous marine fauna interactions will require emergency medical evacuation as soon as possible. Make sure you know who to call immediately for emergency assistance and have an effective means of communication to do so. This may include calling 000 if a mobile phone is accessible or radio for help on Channel 16 on VHF (distress calling channel).
Reminder
Reduce the risk of contact with dangerous marine fauna.
Document the risk assessment in your safety management system.
Ensure everyone on board the vessel is aware of the risks.
Plan how you and your crew will respond in an emergency.
Working Boats December 2020 30 Safety
A safety legacy FV Cassandra & FV Dianne
Avoid tragedy: assess the risks associated with your vessel – Image source: iStock.com/Andesign101
When lives are lost at sea, the devastating and lasting effects ripple throughout communities and the wider industry. Coronial inquiries are important to the process of learning from the complex network of factors resulting in a tragic incident, so that we can take steps to protect lives in future.
By Dr Brad Roberts
The coroner’s inquiry into the loss Then on 16 October 2017, six people at the time of their last assessment. of FV Cassandra and FV Dianne lost their lives when Dianne—a sea However, the modifications may have cucumber harvesting vessel—capsized identified a number of safety reduced the ability for the vessels to in heavy seas. Only one crew member recover from a major heeling event. measures to improve safety in survived. fishing-vessel operations. If you intend to modify your vessel, The reason for the vessel capsizing consult an accredited marine surveyor, When Cassandra capsized off the coast is not entirely clear, with the coroner and if necessary, carry out a stability of Bundaberg in Queensland on 4 April recording an ‘open finding’. However assessment when the work is complete. 2016, both crew members on board there was sufficient information for Modifications include moving, the 17-metre prawn trawler tragically the coroner to make a number of repositioning, installing or modifying lost their lives. observations and recommendations. parts of the vessel like lifting The coroner found that Cassandra equipment, fishing gear configuration, Stability likely capsized due to its trawl gear any kind of tank, refrigeration equipment and towing points. getting hooked up on the sea floor. Both vessels had previously been When the crew attempted to free the modified in ways that may have You should also consider how weights trawl gear, they applied significant force reduced their stability. The vessels still loaded on your vessel will affect its to tension the gear and when it came had sufficient stability to comply with stability and ability to recover from a free suddenly, the vessel capsized. the requirements of the national law major heeling event.
31 Working Boats December 2020 Safety
You need to assess the risks associated with your vessel hooking up, and how you would recover from such a situation.
Hook-up recovery Lifejackets loss—to families, communities and the industry as a whole. These events Cassandra’s loss of stability was in part The coroner also recommended that should prompt everyone involved in due to its trawl gear getting hooked crew on fishing vessels wear inflatable fishing operations to work together up on the sea floor. The risk of capsize life-jackets fitted with personal locator to review their risks and put in place may have been reduced if different beacons (PLBs). controls that prevent these tragic recovery techniques had been used to occurrences in the future. free the gear. PLBs are not a substitute for an EPIRB, but can still alert authorities that Assess the risks associated with your something has happened. FVFV Cassandra Cassandra vessel hooking up, and how you would recover from such a situation. For AMSA supports this recommendation Vessel: Prawn trawler example, a snatch block could have and encourages vessel operators and Capsized: April 2016 been used to pull the trawl gear to the crews to consider the safety benefit of side of the vessel—not the end of the wearing lifejackets with PLBs. Location: Off the coast of boom—reducing the heeling forces Bundaberg, Qld applied to the vessel. Securing loose items Cause: Likely a result of trawl gear getting hooked Emergency position indicating radio When divers inspected Dianne, they up on sea floor beacons (EPIRBs) found that equipment had dislodged and fallen over, blocking exits from the In both events, the vessels’ EPIRBs wheelhouse. FVFV Dianne Dianne were not activated, leading to a delay in search and rescue operations. For Think about what items on your vessel Vessel: Sea cucumber Cassandra, this delay was about four could move in a major heeling event. A harvesting vessel hours, while for Dianne the delay was capsize can be sudden, so equipment Capsized: October 2017 over 12 hours. needs to be effectively secured by restraining straps, or bolted down so Location: Off the coast of 1770, AMSA has introduced new requirements they cannot move. Qld for float-free EPIRBs to be fitted on certain types of vessels. These changes The Cassandra and the Dianne Cause: Open finding take effect from 1 January 2021. tragedies represent an irreplaceable
More information
Queensland coroner’s report into the loss of FV Cassandra and FV Dianne: courts.qld.gov.au Fishing vessel stability: amsa.gov.au/stability Hook-ups response for trawlers: amsa.gov.au/hook-up Choosing and installing a float-free EPIRB: amsa.gov.au/safety-navigation/distress-beacons/choosing-and-installing-float-free-epirb AMSA Safety Alert—Coronial inquiry into the loss of FV Cassandra and FV Dianne: https://mailchi.mp/amsa.gov.au/amsa-safety-alert-coronial-inquiry-fvcassandra-fvdianne
Working Boats December 2020 32 Industry
Safety conscious: FV Territory Leader unloading catch; Float-free EPIRB secured to mast; Michael O’Brien speaks about on board training – Images supplied Australia Bay Seafoods puts safety first
Australia Bay Seafoods General Manager and career fisherman Michael O’Brien, talks to Working Boats about how the tragic loss of life with the capsizing of FV Dianne and FV Cassandra prompted them to reinforce their approach to safety. By Lauren Smit
Six men, all professional divers, Float-free EPIRBs perform two fisherman was going to find it a lot died when their commercial bech- important functions. Firstly, they more difficult,’ Michael said. de-mer vessel Dianne overturned automatically disconnect from the Australia Bay Seafoods is Australia’s off the town of 1770 on the evening vessel and float free at a depth of 1 to 4 meters. Secondly, they automatically largest tropical snapper fishing of 16 October 2017. switch on and start to transmit a operation operating out of the Northern One survivor was rescued by a passing distress signal without the need for Territory in the Gulf of Carpentaria and yacht the following morning and the manual intervention by crew. beyond, close to the maritime border alarm was raised. But that was hours with Indonesia. Float-free EPIRBs will be mandatory for after the capsize and, by then, Dianne certain commercial vessels, including Michael described a sense of had sunk to the seafloor, carrying with many fishing and dive operations disbelief and heartbreak among the her any hope of rescuing the men operating domestically in Australia trapped inside. broader Australian fishing and diving from 1 January 2021. community after Dianne, followed by The coroner investigating this tragedy, Australia Bay Seafoods General a realisation that his company had to and another involving the death of Manager Michael O’Brien said Dianne respond in its own way to the tragedy. two men on the capsized prawn was a turning point for industry. trawler Cassandra, highlighted the Australia Bay Seafoods installed safety benefits of float-free EPIRBs for ‘If professional divers couldn’t handle float-free EPIRBs on all three of their commercial fishing operations. that situation underwater, your average vessels.
33 Working Boats December 2020 Industry
‘We looked at it logically, putting our [float-free] EPIRBs on our masts. Either way the vessel rolls, if that was worst-case scenario, it would be able to float up from the starboard or the port side roll.’ — Michael O’Brien
‘In a worst-case scenario, being a vessel ‘We put in emergency escape lights After years of doing training onshore, capsizing, it’s a very difficult thing if in all our cabins and all our exit doors the company realised it could affect you’re stuck inside and you’ve got to go within the vessel which switch on greater change to the safety culture looking for an EPIRB,’ Michael said. automatically once the vessels go among its crews by running training in through a 60 degree swing. We also the workplace—at sea. ‘We looked at it logically, putting our took the opportunity to put glow-in-the- [float-free] EPIRBs on our masts. Either ‘Like the rest of the industry we’ve still dark tape along the bottom of the wall way the vessel rolls, if that was worst- got a long way to go,’ Michael said, with arrows marking the direction to case scenario, it would be able to float adding that what worked for Australia the exits,’ Michael said. up from the starboard or the port side Bay Seafoods might not work for every operation. roll.’ Michael believes that safety on The company also maintains commercial fishing vessels is an ‘You just have to do what works for secondary EPIRBs in the wheelhouses evolutionary process, aided by you, your people and your operation.’ of all three boats as an additional advances in technology. safety measure. More information The company keeps iPads on all three Project SeSafe: vessels. Downloaded onto each iPad But float-free EPIRBs weren’t enough sesafe.com.au for Michael and after reading through are SeSafe training modules and an the coroner’s recommendations, made app called Miracle with important Safety management systems: public nearly two years after Dianne, documentation for things like near amsa.gov.au/sms he took further steps to give his crews misses, incidents and safety updates. Changes to EPIRB laws for domestic the best chance of survival if the worst They also use the iPads to share commercial vessels: happened at sea. lessons learned among the fleet. amsa.gov.au/float-free
Working Boats December 2020 34 Safety
Heritage fleet delivers safety system over the cloud Aboard the nine vessels of the unique Sydney Heritage Fleet, the cloud has become the perfect stowage space for safety management systems. By Ron Aggs
Risk technology: Sydney Heritage Fleet assess nine vessels using Atlassian’s Jira software then store this essential data in the cloud – Images supplied
Still buried under a modern I kept on fossicking through piles of Atlassian’s Jira software caters to all mountain of paper eons after paper, so we decided it would be far the fleet’s evolving risk assessments officers’ quarters stored the quills, more efficient and environmentally of restoration and maintenance on ink, parchment and logbooks, friendly to access an electronic vessels. It saves the information on the fleet’s tablets and phones and backs it fleet Operations Manager Tim system,’ he said. up in the cloud. Drinkwater and volunteer staff At that point, clouds took on meaning needed a better way to assess and beyond reading the weather, as he ‘Crew members and the designated manage risk. and the heritage fleet volunteers person ashore have access and collaborated with two Australian the ability to check records from ‘Operating the heritage fleet on Sydney companies, Ocean Time Marine and anywhere—it’s brilliant,’ Tim said. Harbour is extremely challenging,’ Tim Atlassian. said. He recalled a situation on the first offshore overnight charter of theJames Together they developed a computer The nine fully restored and operational Craig, built in 1874. network comprising six synced tablets vessels, ranging in age from the 1870s at various fleet locations, sharing a to the 1960s represent a priceless ‘The vessel was eight nautical miles investment. Five are more than 100 common account and email address, off the North Head of Sydney Harbour years old. backed up in the cloud. and the engineers had entered the pre-sail checks and voyage logbook ‘Consequences of events like collision Ocean Time Marine donated resources on Dashboard, then the chief engineer or fire—while unlikely—are potentially and software called Dashboard for the saved them to the cloud,’ he said. catastrophic and carrying passengers fleet to trial. on heritage fleet vessels is high risk,’ ‘At that time, I was at home, able to The program collates and centralises Tim said. read the main engine and auxiliary vital all maritime and WorkCover certificates instrumentation recordings.’ ‘It is paramount to have the required and safety management information certificates of survey and operation, and sends reminders when certificates The James Craig is the pride of a fleet crew certification and all other risk are due for renewal. restored, maintained and operated by management documents valid, current the volunteers, working since 1965 to and accessible.’ Ocean Time Marine’s work is guided preserve the ships, artefacts, literature by AMSA requirements. They are also and art that trace Sydney’s maritime ‘At toolbox meetings every morning accredited marine surveyors. history.
35 Working Boats December 2020 Safety
It is paramount to have the required certificates of survey and operation, The fleet is exceptional for the fact that Facemasks became de rigueur where nowhere else in the world can people crew certification and all workspace numbers—including the see and sail on such a collection of other risk management mess, which usually accommodated up historic vessels. to 30 people—were reduced to just a documents valid, current few until COVID-19 restrictions eased. Before COVID-19, the not-for-profit and accessible. enterprise could normally call on ‘As we open the boats for the between 55 and 70 volunteers for volunteers to come back in stages one, step in to take care of an incapacitated workshop restoration, maintenance and two and three, it’s a bit of an unknown master, and navigate the vessel back to on-board crewing. how that’s going to be managed,’ Tim bring it alongside. said in mid-May. ‘They’re from all walks of life, adapting Vessels are kept at Rozelle where to the various skills required,’ Tim said. With the world’s airlines grounded, restoration is done. Administration discussion at morning toolbox ‘Fitters and turners, plumbers, is at Wharf 7 at Pyrmont where meetings is about how to encourage shipwrights, doctors, IT specialists and James Craig is also berthed. There more domestic tourists to feel the solicitors who want to become crew, is a workshop there as well, for ocean spray on their faces instead, but a stoker, a second or third engineer, or maintenance. it’s not that simple. chief engineer.’ Whenever restoration and maintenance In October Tim and the team were As part of the risk matrix, the vessels’ are planned, the day’s tasks are still working to maintain the priceless masters run strict training programs, discussed each morning—for example, vessels at the Rozelle Shipyard in line either alongside, offshore or in the heavy construction work in confined with their registered COVID-Safety Plan, harbour. space, hot-work permits, work method but commercial sailing was still further According to Tim, all the masters are statements, crane work safety and down the track. very experienced and have either come qualification checks. from the industry and been there a Risks associated with the operation are long time, or retired then come back reviewed daily. Everyone is aware of the and trained and started again. content and signs off electronically and As well as alertness to emergencies the information is saved on the tablets like fire, crew also learn how they would and uploaded to the cloud. shf.org.au
Working Boats December 2020 36 Profile
Richardson Devine Marine lightweight champions Impressive: RDM’s facility in Hobart; Ron Devine (left) and Toby Richardson – Images supplied
Richardson Devine Marine Constructions (RDM) is one of the most recognised builders of lightweight aluminium vessels for commercial operators around the world, from their hometown Hobart where they supplied the famous MONA (Museum of Old and New Art) Roma ferries, to a water-jet powered ferry designed to carry commuters between Tanzania and Zanzibar. By Claire Cunningham
The two founding directors—Toby components delivered from a nearby convincingly outline the benefits of Richardson and Ron Devine—met production facility. using aluminium to produce lightweight, in a Western Australian boatyard yet robust, highly manoeuvrable and Recently launched is a replacement economical ferries. in 1985, building the ‘Kookaburra’ vessel for World Heritage Cruises boats for Australia’s 1987 defence (featured in the January 2020 edition Nairana is the first vessel greater of the America’s Cup. This led of Working Boats). This will be the than 35 metres constructed outside to a fortuitous opportunity when eighth luxury cruising vessel RDM have of Class Society requirements under an entrepreneurial businessman built for this locally owned company, the national law and it presented an approached Toby and Ron to build this one being powered by four water opportunity for AMSA to work closely him a 25-metre sailing charter jets allowing propulsion and sound with RDM and the vessels’ designers and surveyors to further develop the catamaran. levels to be tailored to suit the serene magic of the World Heritage Site processes and regulatory amendments ‘It was an exciting project—in its day Gordon River. required to implement these changes. the mast was the tallest rig in Australia,’ ‘I think it’s fair to say that there were Toby said. Currently under construction is the second of two double-ended ro-pax a number of learnings for both us and ‘Once we had successfully launched Bruny Island ferries to be operated by AMSA during the construction and and delivered Australian Spirit, we Sealink—a commission that led to commissioning of Nairana,’ Ron noted. decided to form RDM’, he said. RDM working closely with AMSA. Like many boat builders RDM are concerned about what COVID-19 will Over the last 30 years, the pair’s The first ferryNairana —Aboriginal ultimately mean for their business, but product line of passenger and tourist for ‘eagle’—was launched earlier this Toby and Ron are optimistic that their ferries, overnight cruise vessels and year and is powered by four Scania reputation for building high-quality workboats varying in length from DI13 070M main engines, coupled customised fast aluminium vessels 22–46 metres, have taken shape to Schottel SRP 100 azimuth drives. using innovative propulsion systems at their shipyard in Hobart. The If required, it can operate on two will position them well for the future. impressive facility within the Tasmanian pods during off-peak periods, further shipbuilding precinct on the shores of reducing operating costs. Prince of Wales Bay enables two vessels to be built side by side, simultaneously, Whilst the initial build tender anticipated with pre-fabricated modules, frames and steel vessels, RDM were able to rdm.com.au
37 Working Boats December 2020 Safety Regulation
The importance of reporting near misses It can sometimes be hard to see the benefit of reporting near misses, as they are perceived to be insignificant events, errors or misjudgements. However, near misses are actually an important way of identifying problems before they become a disaster. By Dr Michelle Grech
The conditions leading up to near misses are usually similar. The only aspect separating near misses is the outcome. It is often only a small change in circumstances In 2019 AMSA received 3371 incident reports from regulated Australian that will convert a near miss into a and foreign flagged vessels (international commercial vessels coming into serious incident. Australian waters). Approximately 96 per cent of these reports involved less serious incidents, including near misses. In contrast, the domestic commercial Near misses provide an opportunity for learning without the severe losses vessel fleet (which is around four times larger than the regulated Australian serious incidents would bring about. and foreign flagged fleet) reported 741 marine incidents in the same period, As less serious incidents account for with 86.2 per cent of these involving less serious incidents. the vast majority of overall incidents, it allows for a larger pool of data to draw learnings from. alerts, targeted safety campaigns, and provides a benchmark against which There are unfortunately some in some cases change to regulations. industry can track improvements in challenges associated with the safety, now and in the future. AMSA will continue to work and availability of this data, with under- reporting being widespread across the collaborate with industry to improve maritime industry, particularly in the reporting culture. domestic commercial vessel sector. The Domestic commercial vessel annual incident report January- Under reporting could be for a number More information of reasons. These include a general lack December 2019 provides an analyses of awareness of how incident reports of marine incident data and includes Incident reporting: are used to improve safety, and a fear the first full calendar year of incident amsa.gov.au/incident-reporting of investigation and blame. reporting. This annual report is the first step in providing factual feedback Domestic commercial vessel annual incident report January-December 2019: Since AMSA took on service delivery to industry, based on their incident in 2018, we have been working to amsa.gov.au/annual-dcv-incident- reporting, on how they are tracking. report improve the collection and use of marine incident data to identify and Incident data provides insight into Regulated Australian and Foreign develop proactive strategies to improve trends in maritime safety across the Flagged Vessels—Annual Overview of safety. Strategies include development domestic commercial vessel sector in Marine Incidents 2019: of safety information such as safety Australia. A key aspect is that it also amsa.gov.au/annual-incident-report
Report an incident or near miss Report a near miss or incident using Form 19, within 72 hours of it taking place. Form 19 is available online at amsa.gov.au/incident-reporting Owners and masters of domestic commercial vessels are responsible for reporting incidents to AMSA.
Working Boats December 2020 38 Safety regulation
Reg update
Did you know—each year AMSA publishes an Annual Regulatory Program, setting out planned and completed changes to our regulatory instruments.
By Kim Green
Delivering regulatory reform We will communicate information in a Annual regulatory planning needs the involvement and way that is easy to understand using We publish an annual regulatory input from our stakeholders, plain English and avoiding legal terms where we can. program early in each financial year. partner agencies, the maritime While we work hard to deliver the community and our people so We will engage you early in the program as published, there may be together we can implement decision-making process and will unforeseen delays to the timing of positive change. inform you of the outcomes of proposed consultation or the date consultation, including explaining how of effect for amended instruments, We’ve listened to your feedback feedback influenced or shaped the including from consultation feedback, about being more transparent in outcomes. resourcing constraints or other work communicating our regulatory priorities. There may also be some priorities and forward plan of changes regulatory activities that we are unable Getting involved that may impact your business. to forecast at the time the program If you’re interested in keeping updated is published so dates should be Our commitment to you with upcoming consultation and considered indicative only. opportunities to have your say, register We will publish consultation drafts for for updates at amsa.gov.au/subscribe all regulatory changes so you have the A copy of our annual regulatory plan is opportunity to have your say. We will available at engage consultative bodies and share amsa.gov.au/about/corporate- opportunities for consultation through publications/annual-regulatory- our website and social media. program-2020-21
39 Working Boats December 2020 Safety regulation
Focus Description Status/Action Date
Improving safety on passenger The new requirements for Check and Implement 31 May 2020 vessels – passenger monitoring passenger vessels came into New requirements effect on the 31May 2020. While apply Regulatory instrument many operators had already Marine Order 504 (Certificates implemented measures for of operation and operation passenger safety, we’ve made requirements – national law) these requirements compulsory Amendment 2020 under the law. Find out more at amsa.gov.au/ marine-order-504 Improving communication in New float-free EPIRB requirements Act Now In effect from emergency situations – float-free for certain types of new, Don’t wait until 1 January 2021 EPIRB transitional and existing vessels 1 January 2021 that are in survey. Regulatory instrument Find out if this applies to your NSCV Part C7B, G and F2 vessel at amsa.gov.au/float-free Nationally consistent standards A new standard to specify Have your say Proposed for for watertight and weathertight requirements for watertight Draft standard January 2021 integrity and weathertight integrity being prepared for (incorporating existing consultation Regulatory instrument requirements from the Uniform NSCV Part C2 – Watertight and Shipping Laws Code). weathertight integrity
Enhancing near coastal Simplification of the qualifications Watch and wait Proposed for February qualifications framework. NSCV Part D will be Final drafts being / March 2021 incorporated into Marine Order prepared based on Regulatory instrument 505. your feedback Marine Order 505 (Certificates of competency – national law) 2013 Refining survey requirements Review to address minor technical Watch and wait Proposed for February workability issues identified since Drafts being prepared / March 2021 Regulatory instrument the commencement of the new for consultation Marine Order 503 (Certificates of Marine Order 503 on 1 July 2018. survey) 2018 This also includes amendments to Part 2 of the Marine Surveyor Manual and minor changes to associated general exemptions. Refining operational safety Review to address minor technical Watch and wait Proposed for February requirements workability issues identified since Drafts being prepared / March 2021 Regulatory instrument the commencement of the new for consultation Marine Order 504 (Certificates Marine Order 504 on 1 July 2018. of operation and operation Changes to align with proposed requirements) 2018 new arrangements for certificates of competency and qualification requirements.
Working Boats December 2020 40 Community
What are we hearing from you?
Your questions help us provide better information about meeting safety requirements and how to access our services. Here are some of the common questions you have been asking.
1. Can I use my domestic commercial While operating under Exemption 04, There is no application process for this vessel in a recreational capacity? the vessel must: exemption, however we recommend keeping a copy of the exemption on- If your vessel is fully compliant as • be operated only for recreational use board for reference. a domestic commercial vessel and • comply with maximum load and holds the appropriate certification, you More information: passenger restrictions (these may be able to use your domestic www.amsa.gov.au/exemption-4-marine- restrictions are generally found on commercial vessel for recreational safety-recreational-use-2013 the vessel’s certificate of survey or purposes under Exemption 04 – non-survey approval). Marine Safety (Recreational use). • comply with local recreational This exemption allows a domestic 2. What is a tender and what vessel requirements, such as commercial vessel to operate requirements do they need to meet? local recreational laws covering recreationally without having to meet safety equipment, operational area crewing requirements and operational A ‘tender’ is defined in Part B of the limitations and crew qualification limitations imposed by the national law National Standard for Commercial requirements. or the vessel’s certificate of operation. Vessels as a vessel that: However, the vessel must continue to The vessel’s safety management a) is used: meet any other requirement imposed system must address the risks of by a certificate of survey or non-survey operating the vessel for recreational • to transport goods or up to 12 approval. All other obligations apply use and any operation for recreational people, or including safety management system purposes must be recorded in the • for a purpose associated with its requirements and general safety duties. vessel’s logbook. parent vessel’s operation, and
2020-21 Do you know a Vessel Traffic Vessel Traffic Services Services (VTS) centre or individual who has made an Award now open outstanding contribution to the safety of life at sea, the safety and efficiency of navigation or the protection of the marine environment? Nominate them for the 2020-21 Australian Vessel Traffic Services Award.
41 Working Boats December 2020 b) is not powered by a petrol below- The tender must meet the design, the standards for safety equipment and deck engine, and construction and equipment standards the EPIRB requirements that apply to mentioned for tenders in the NSCV the vessel in accordance with NSCV c) operates: Part G – Non-survey vessels. If the Parts C7A if a class 1, 2 or 3 vessel and • in line of sight of its parent vessel tender has a parent vessel in survey, F2 if a class 4 vessel. This requirement or another distance approved in the tender must be inspected with the has applied since 1 January 2018, writing by the National Regulator, parent vessel whenever it is surveyed. subject to transitional arrangements set or out in the standards. Float-free EPIRBs Under Exemption 03 – Marine Safety • in a marina or mooring area, and are mandatory on most domestic (Certificates of operation), a tender commercial vessels operating beyond 2 can be exempt from the requirement d) is less than 7.5 metres long, or nautical miles from 1 January 2021. another length approved in writing for a certificate of operation if it meets by the National Regulator, and the conditions listed in Division 1 of For more information visit the exemption. The tender must have amsa.gov.au/float-free e) if it has a parent vessel, is no a parent vessel and be listed on the longer than its parent vessel. parent vessel’s certificate of operation If the vessel would be considered a or SMS, and have its operational non-survey vessel under the current Under Exemption 01 – Marine risks addressed either in the parent National Law arrangements if it was Safety (Vessel identifiers), a tender vessel’s SMS or its own SMS. The not an existing vessel, the vessel must is exempt from the requirement to tender must also comply with some meet the safety equipment standards obtain a unique vessel identifier if it operational requirements mentioned of NSCV Part G on and after 30 June prominently and clearly displays one in Marine Order 504, as specified 2016. of the following: in the exemption, and crewing requirements as determined by AMSA. Check your vessel’s safety equipment • words ‘Tender to’ followed by the No application is required for this to ensure that it is current and name or unique vessel identifier fo approval. compliant with the section of the NSCV its parent vessel, or that is relevant to your situation. If you • the name of the owner of the vessel More information: are unsure, contact AMSA Connect or followed by the word ‘Tender’, or amsa.gov.au/working-safely an AMSA Accredited Marine Surveyor. • the unique vessel identifier fo its parent vessel followed by ‘-T’. 3. What safety equipment standards do I need to meet if my vessel is Under Exemption 02 – Marine Safety operating under a grandfathered or (Certificates of survey), a tender can AMSA Connect ‘existing’ vessel arrangement? be exempt from the requirement for a 1800 627 484 certificate of survey, however it must If the vessel would be required to have Find an Accredited Marine Surveyor: meet the conditions listed in Division 1 a certificate of survey under the current of the exemption and the vessel must National Law arrangements if it was not amsa.gov.au/accredited-marine- have an approval issued by AMSA. an existing vessel, the vessel must meet surveyors
The VTS centres around our coastlines Warren’s quick response ensured the Read more about the Australian are central to the safe and efficient vessel was brought back alongside Vessel Traffic Services Award and movement of ships and other vessels with no damage to the bulk carrier, on how to submit a nomination in and around busy ports. They are also surrounding vessels and the at amsa.gov.au/vtsaward strategically placed to respond to other environment. emergency situations taking place Port Headland VTS and Brisbane VTS around their anchorage zones. were also highly commended for Last year’s inaugural award was given their work during search and rescue to Hay Point VTS Officer Warren Bath incidents in the 2019-20 awards. for his coordination of an incident Nominations close 21 February 2021. involving a bulk carrier that had drifted off the berth in the middle of the night.
Working Boats December 2020 42 Community
Tim Drinkwater, Sydney, NSW Justin Phillips, Adelaide SA Dr Adam Smith, Townsville, QLD
‘Probably keeping the volunteers ‘Quickly changing conditions—weather, ‘At the moment, sharks are front of wearing the correct personal protective sea conditions, limited geotechnical mind for everyone. It’s a very low risk equipment—especially ear protection.’ information, and environmental issues. but with a very high consequences. We monitor daily and long-range The way we are mitigating it is to wear forecasts and use a jack-up barge to electronic shark shields for a lot of our take sea conditions out of the weather research.’ equation.’ What’s the most difficult risk to mitigate and what do you have in place to manage it? We asked some of the people we interviewed in this edition what they think is the hardest risk to mitigate and here’s what they said.
Oliver Krcoski, West Leederville WA Gavin Cooper, Sydney NSW Steve Fraser, Hobart, TAS
‘The ones you can’t control—you have ‘Passenger management in adverse ‘The complacency that comes from to make a decision as to whether it’s weather. Conditions when crossing the years of experience. As an abalone diver worth doing the task with that risk heads can sometimes be rougher than for nearly 20 years, I don’t feel that present and to what extent it can expected. It’s a case of making sure there is a lot of risk in what I do, but be done. I always look at what the passengers are safe and secure, using the reality is that there is still plenty of magnitude of possible outcome. extra announcements to ask them to risk, it is just that I have become used stay inside and seated, and having crew it. I think one of the biggest challenges It was the same with COVID-19. At the patrol the vessel, reminding passengers is convincing long-time fishermen, time there were no test kits to give us to take extra care.’ for example, to start looking at their any certainty and we didn’t understand operations as dangerous workplaces, enough about it and many things were and then getting them to analyse and out of our control. A couple of crew control the risks that exist.’ couldn’t come to work because they couldn’t get there in time to quarantine before boarding the vessels. We had to Justin Pigneguy, Sydney, NSW leave them behind to protect the crew ‘On any vessel the hardest risk to mitigate and the operation.’ are passengers! Excellent safety procedures and communications between skipper and crew are paramount.’
43 Working Boats December 2020 Navigation
Sugarloaf PointLIGHTHOUSE
With its scenic beauty and long white beaches on the land of the Worimi people, the Sugarloaf Point Lighthouse has always been a coveted posting by lighthouse families and today, it remains a major destination along the mid-New South Wales coast.
Highway of lights: Sugarloaf Point Lighthouse built in 1875 is the first in a series designed by Architect James Barnet –Image by Sarah-Jane Lakshman
Completed in December 1875 on the side of the headland. Before Over the years there have been a at a total cost of £18,973, the construction could commence, a number of ship wrecks nearby, as Sugarloaf Point Lighthouse was jetty of over 150 metres and a road mariners would often travel too near to nearby Bungwahl had to be built the shore in an attempt to avoid the the first major lightstation along in order to transport the 1800 tons eastern current, and end up colliding the ‘highway of lights’ to aid of brick, cement and other building with rocky promontories along the passage up and down the east supplies needed for construction. coast. coast of Australia. These materials would have included The worst of these was the wreck of The design of Sugarloaf Point the original light—a first order Chance the gold-laden steamer Catterthun, Lightstation was a partnership between Brothers 16-panel Fresnel lens, which left Sydney bound for China on colonial architect, James Barnet and powered by a kerosene lamp with 7 August 1895. In wild weather 55 of President of the Marine Board of NSW, a light intensity of 55,000 candela. the people aboard lost their lives when Captain Francis Hixson. However in April 1923 the original light the Catterthun struck Seal Rock just was upgraded to a carbide lamp with five kilometres away. The first of Barnet’s lighthouse designs, an intensity of 174,000 candela before it featured design elements that later being converted to electricity in June Sugarloaf Point Lighthouse is now became characteristic of his style— 1966. The lighthouse was then finally operated by AMSA and the structures including the domed oil store, heavily automated in December 1987. are maintained and operated by the bracketed upper balcony and curved Land and Property Management balcony railings. The current white light has a range of Authority. The Sugarloaf Point area 26 nautical miles, while the alternating is part of Myall Lakes National Park, The tower is only 6.7 metres to the red light ranges 13 nautical miles. managed by the National Parks and floor of the lantern room and is one of Wildlife Service. only two in Australia with an external During a severe electrical storm on staircase. 10 July 1900 the lighthouse was struck by a bolt of lightning. Although a While the lighthouse sits atop lightning conductor had been installed, Sugarloaf Point, three adjoining the current passed down through the cottages and outbuildings are nestled interior of the tower, exploding the fuel further down from the lighthouse store.
Working Boats December 2020 44 From 1 January 2021 Certain commercial vessels will be required to have a float-free EPIRB fitted
Find out if this applies to you and get ready.
From January 2021 Marine Safety Inspectors will be out checking.
Float-free EPIRBs are water-activated distress beacons fitted in a float-free bracket. They activate automatically when a vessel capsizes to a depth of 1–4 metres and float to the surface of the water where they then transmit a distress signal.
amsa.gov.au/float-free 1800 627 484
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