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MARINE ORDERS
PART 1 PART 2 PART 3 PART 6 PART 9 PART 10 PART 11 PART 12 PART 13 PART 14 PART 15 PART 16 PART 17 PART 19 PART 20 PART 21 PART 23 PART 25 PART 26 PART 27 PART 28 PART 29 PART 30 PART 31 PART 32 PART 33 PART 34 PART 41 PART 42 PART 43 PART 44 PART 46 PART 47 PART 48 PART 49 PART 50 PART 51 PART 52 PART 53 PART 54 PART 55 PART 56 PART 57 PART 58 PART 59 PART 90
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GENERAL FEES SEAGOING QUALIFICATIONS MARINE QUALIFICATIONS - RADIO HEALTH - MEDICAL FITNESS MEDICINES & MEDICAL STORES SUBSTANDARD SHIPS SHIP CONSTRUCTION SHIP STABILITY AND SUBDIVISION ACCOMMODATION SHIP FIRE PROTECTION, FIRE DETECTION, & FIRE EXTINCTION LOADLINES LIQUEFIED GAS CARRIERS & CHEMICAL TANKERS TONNAGE MEASUREMENTS SHIPS MACHINERY EQUIPMENT - NAVIGATIONAL EQUIPMENT - MISCELLANEOUS & SAFETY MEASURES EQUIPMENT - LIFESAVING EQUIPMENT - RADIOTELEPHONE AND RADIOTELEGRAPH EQUIPMENT - GMDSS RADIO EQUIP OPERATION STANDARDS AND PROCEDURES EMERGENCY PROCEDURES AND SAFETY OF NAVIGATION PREVENTION OF COLLISIONS SHIP SURVEYS AND CERTIFICATION CARGO HANDLING EQUIPMENT CARGO & CARGO HANDLING - GRAIN CARGO & CARGO HANDLING - SOLID BULK CARGOES DANGEROUS GOODS CARGO STOWAGE AND SECURING CARGO & CARGO HANDLING - LIVESTOCK CONVENTION - CONTAINERS OFF-SHORE SUPPLY VESSELS OFF-SHORE INDUSTRY MOBILE UNITS NUCLEAR SHIPS HIGH SPEED CRAFT SPECIAL PURPOSE SHIPS FISHING VESSELS SAILING SHIPS EMPLOYMENT OF CREW COASTAL PILOTAGE PUBLICATION OF INSPECTION DATA REEF REP HELICOPTER OPERATIONS INTERNATIONAL SAFETY MANAGEMENT CODE OFFSHORE SUPPORT VESSELS DISCHARGE OF OIL FROM SHIPS - 1954

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PART 91 PART 92 PART 93 PART 94 PART 95

MARINE POLLUTION PREVENTION - OIL POWERS OF INTERVENTION - NOXIOUS SUBSTANCES MARINE POLLUTION PREVENTION - NOXIOUS LIQUID SUBSTANCES IN BULK MARINE POLLUTION PREVENTION - PACKAGED HARMFUL SUBSTANCES MARINE POLLUTION PREVENTION - GARBAGE

* *

STCW Code means the Seafarers Training, Certification and Watchkeeping Code HSC Code means the International code of Safety for High Speed Craft

M. O. PART 1 GENERAL

M. O. PART 2 FEES

M. O. PART 3 SEAGOING QUALIFICATIONS

Appendix 2 MASTER CLASS 1 To be eligible for issue of a certificate of Competency as Master Class 1, a person must: a) Hold a Chief Mate Class 1, Master Class 2 or Chief Mate Class 2, which need not be current. b) At least 36 months qualifying service in charge of a navigation watch on ships 500 gt with the following: 1) 24 months on trading ships over 3000 gt 2) 24 months on voyages duration longer than 24 hrs 3) 12 months while holding Chief Mate Class 1, Master Class 2, or Chief Mate Class 2. c) Have satisfactorily completed an appropriate course of study which meets the standards of the STCW code and knowledge of the ISM Code. Practical training in command Nav, Medical Training and advanced fire-fighting. d) Hold 1) Cert of proficiency in survival craft and rescue boats 2) Valid GMDSS general operators certificate 3) Valid certificate of medical fitness e) Passed an oral examination in appropriate operational knowledge conducted by an examiner.

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M. O. PART 6

MARINE QUALIFICATIONS - RADIO

Relates to Radiotelegraph, Radiotelephone and GMDSS Qualifications. A GMDSS certificate remains current for an initial term of 5 years and may be renewed for periods up to 5 years. To renew a GMDSS Certificate must: 1) Have performed radio service in a seagoing ship with no single interruption exceeding 5 years. 2) Performed similar functions to seagoing service 3) Passed an approved test or approved training.

M. O. PART 9

HEALTH - MEDICAL FITNESS

A person must not be engaged unless they hold a medical certificate. The medical inspector must indicate if the person is not medically fit to serve in any department or undertake the duties of a coastal pilot. When applying, the form MO-9/C must be presented to a medical inspector of seamen. A certificate of medical fitness is valid from the date of issue for a period of 2 years. If under 17 y.o, valid for only 1 year from date of issue. If certificate expires during the course of a voyage, the certificate continues to be valid until the end of that voyage.

M. O. PART 10

MEDICINES & MEDICAL

STORES

A ship must be provided with the medicines and medical stores specified in Appendix 1. Scale 1 applies to a ship of more than 500 tons, proceeding on a voyage exceeding 100n.m. The Master or member of crew, may only dispense/administer medicine/stores as follows: 1) Dispensing and Administration in accordance with publications listed in 5, Appendix 1 (Ship Captains Medical Guide 21st ed, MFAG, M.O. Part 10, Temp chart, Controlled drugs register, Dispensary book) 2) Only if no reasonable access to a doctor 3) Where practicable, on advice from a doctor. Medicine and medical stores marked * in appendix 1 must be stored in locked cupboard, key kept by Master or one officer. The Master must enter in the official Logbook of the ship and in the controlled drug register, a record of dispensing medicines marked * with the following: 1) The full name of the person 2) The reason for administering the drug 3) Date and time drug administered 4) Name and Quantity of drug administered 5) Name and designation of the person who administered the drug A surveyor may request to see a certificate certifying the contents and arrangements, signed by a medical officer or registered pharmacist comply with the requirements of this part.
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If Certificate more than 12 months old or surveyor in doubt, may request an inspection of the contents by a medical officer or pharmacist.

5.3 Duties of the master 5.3.1 It is the responsibility of the master of a ship to ensure that the medicines are in date and the medical supplies are in working order and readily available for use. 5.3.2 The master must also ensure that all members of the crew are aware of the operator's instructions on the proper use of medical supplies. 5.3.3 The master of a ship must ensure that non-reusable medical supplies used, or otherwise becoming unserviceable, during a voyage are replaced at the earliest opportunity and if, for whatever reason, the master of a ship considers that the medical supplies provided on the ship are inadequate, he or she must take necessary steps to rectify the deficiency.7 5.3.4 The master of a ship must not take the ship to sea unless the master has met the requirements set out in 5.3.1 to 5.3.3. This is a penal provision. M.O. ORDERS PART 11 SUBSTANDARD SHIPS

A person who believes that a ship at a port in Australia is substandard may make a written complaint to the proper Authority for that Port stating name & registry, condition believes hazardous to safety or health(Prescribed Matters as per Appendix), & their interest in the ship. The prescribed authority shall as soon as practicable arrange for the ship to be inspected by a surveyor. They shall provide a copy of the report to the Master, The consular representative of the ships registry and the person who made the complaint.

M.O. ORDERS PART 12

SHIP CONSTRUCTION

Generally refers to Watertight bulkheads and openings ensuring watertight and capable of supporting the pressure due to the maximum head of water it might have to bear in the event of damage to the ship. Watertight bulkheads to be thoroughly examined and tested by filling with water or hose testing. Watertight - Watertight under a head of water Weathertight - In any sea condition, water will not penetrate into the ship.

7.3 Off-shore supply vessels If a ship is to operate as an off-shore supply vessel: it is to meet the requirements specified in Part 2 (Intact Stability) and Part 3 (Subdivision and Damage Stability) of the Guidelines where such requirements differ from those in Chapter II-1 of SOLAS or Section 8 of the USL Code, as applicable to the vessel; 7
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an opening in awatertight bulkhead one or both sides ofwhichmay be subjected to flooding under the assumptions of 3.2 of theGuidelinesmust be fittedwith a slidingwatertight door;8 and its engine room(s) must be separated from a steering space, or any space that may be rendered open to the sea by damage to propellers, propeller shafting, rudders or steering gear, by one or more watertight bulkheads.

M.O. ORDERS PART 13

SHIP STABILITY AND SUBDIVISION

There must at all times, be carried on a ship, a stability book approved by Chief Naval Architect relating to the ships intact stability characteristics under different conditions of service. A ship shall be fitted with a collision bulkhead that is watertight up to the freeboard deck. APPENDIX 1 - Stability Information required for approval STABILITY CRITERIA In all conditions of loading the following stability criteria are to be met: Area under GfZ Curve not less than 3.15 metre-degrees between 0 & 30 degrees Area under GfZ Curve not less than 5.16 metre-degrees between 0 & 40 degrees Area under GfZ Curve not less than 1.72 metre-degrees between 30 & 40 degrees The righting lever GfZ value is to be at least 0.20m at an angle of heel equal to or more than 30 degrees The maximum righting lever is to occur at an angle of heel preferably exceeding 30 degrees, but not less than 25 degrees. The initial metacentric height GfMo is to be not less than 0.15m for cargo ships, passenger ships and tugs, & 0.35m for fishing vessels

a) b) c) d) e) f)

(i) Off shore supply vessels may comply with the following requirements, if they cannot comply with those of 6.2.1: (i) the maximum righting lever must be at least 0.20 metres and must occur at an angle of heel not less than 15; (ii) the GM must be not less than 0.15 metres; (iii) where the maximum righting lever occurs at 15 the area under the righting lever curve must be not less than 4.01 metre-degrees; (iv) where the maximum righting lever occurs at angles between 15 and 30 the area under the righting lever curve must be not less than 3.15 + 0.0573(30 max) metre-degrees; (v) where the maximum righting lever occurs at 30 or more the area under the righting lever curve must be not less than 3.15 metre-degrees;
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(vi) the area under the righting lever curve between 30 and 40, or between 30 and f if f is less than 40, must be not less than 1.72 metre-degrees;
APPLICATION OF FREE SURFACE EFFECTS The free surface correction shall be applied directly to the vertical centre of gravity in accordance with Formula 11: Where KG = Height of centre of gravity FSC = Free Surface correction KGf = Height of centre of gravity corrected for Free Surface.

KG + FSC = KGf

The metacentric height of a ship is calculated in accordance with Formula 12: Where KMo = Initial Metacentre(metres) KGf = Height of centre of gravity corrected for Free Surface GfMo = Metacentric Height

KMo - KGf = GfMo

a) b) c) d)

The following shall be shown on each GfZ curve: GfMo line (one radian 57.3 degrees) Immersion angle of deck edge Potential angle of flooding Actual angle of flooding

Where possible, all service loading conditions should be arranged to give a good Margin over the stability criteria minimum to allow for unusually heavy weather or unforseen contingencies. FREE SURFACE CORRECTION TO KG

FSC = Total max Free Surface Moment Loaded Displacement

APPENDIX APPENDIX APPENDIX APPENDIX

2 3 4 5

Inclining Experiments and lightship measurements Cross flooding arrangements in Passenger Ships Stability of passenger ships in damaged condition Subdivision and damage stability of cargo ships

M.O. PART 14

ACCOMMODATION

Plans of a new ship or alteration must be approved by AMSA and comply with the requirements of Appendix 1 and a ship over 1000 Gt, must comply with Appendix 2. No part of the crew accommodation provided under this part to be used by passengers. Hospital
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Accommodation to be provided where a ship enroute cant reach a port within 48hrs and to be used only for treatment of sick or injured person. Crew and hospital accommodation must be maintained in a clean and habitable condition. The master or an officer appointed by the Master at intervals not exceeding 7 days shall: a) b) c) Inspect accommodation and hospital Accompanied on the Inspection by at least one crew member Entered in the official log book recording time & date, Persons on inspection and any deficiencies found.

APPENDIX 1 APPENDIX 2 APPENDIX 3

Basic Requirements Additional Requirements Hospital Accommodation

M.O. PART 15

SHIP FIRE PROTECTION, FIRE DETECTION & FIRE EXTINCTION

a) b) c) d)

A Class divisions means a division formed by a bulkhead or deck: Constructed of steel or equivalent Suitably stiffened Capable of preventing passage of smoke and flame for one hour of the standard fire test Insulated such that the unexposed side will not rise during the Standard Fire test more than 139 deg Celsius above original temp and will not rise more than 180 deg Celsius above the original temp within: 1) Class A60 60 minutes 2) Class A30 - 30 minutes 3) Class A15 - 15 minutes 4) Class A 0 - 0 minutes B Class Divisions means a division formed by a bulkhead, deck, ceiling or lining: Capable of preventing the passage of flame to the end of the first half hour of the standard fire test Have an insulated value such the unexposed side will not rise during the standard fire test more than 139 deg Celsius above the original temperature and will not rise more than 225 deg Celsius above original temperature within: 1) Class B15 - 15 minutes 2) Class B 0 - 0 minutes

a) b)

All ships must be provided with fire pumps, fire mains, hydrants and hoses. With 2 main fire pumps running must deliver 270 KPA (6000t & over) minimum pressure at all hydrants. The numbers and position of hydrants so that at least 2 jets of water from separate
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hydrants, may reach any part of the ship. Fire hoses must be of a non-perishable material, with a maximum length 18m, except ships with a breadth or 27m or more, may be up to 27m in length. Each hose must be provided with a nozzle and necessary couplings. Fire hoses diameter must be not less than 38mm. Nozzle sizes must be between 12mm and 19mm, & dual purpose spray/jet type incorporating a cut off. Portable fire extinguishers means having a mass not more than 20kg when fully charged. Portable fire extinguishers shall so far as practicable have a uniform method of operation and be designed, manufactured, tested and marked in accordance with the appropriate Australian Standard. These extinguishers to be located to ensure readily available in any part of the accommodation space(any deck not exceeding 23m apart). A firemans outfit must consist of: a) Personal Equip(protective clothing, boots and gloves of rubber or other non-conducting material, a rigid helmet, battery lamp of at least 3 hrs, firemans axe. b) Breathing Apparatus complying with Appendix 1 c) For each B.A., a life-&-signaling lines complying with Appendix 1 All ships must carry at least 2 firemans outfits, in addition, a tanker 2 more fireman Outfits. Paint lockers and flammable liquid lockers must be protected by an appropriate fireextinguishing arrangement approved by the Chief Marine surveyor. Ships over 500 gross tons must be provided with at least one international shore connection. Fire plans must be permanently exhibited showing General arrangements, control stations, A & B Class divisions, fire detection and alarm systems, fire-extinguishing appliances. In all ships, a duplicate set of Fire Plans, permanently stored in a prominent weathertight enclosure outside for the assistance of shoreside fire-fighting personnel. Fire Drills must be conducted in accordance with M.O Part 25 Equipment Lifesaving SECTION D APPENDIX 1 APPENDIX 2 APPENDIX 3 APPENDIX 4 APPENDIX 5 APPENDIX 6 Fire Safety measures for Tankers Breathing apparatus Non-portable foam fire extinguishers Non-portable Co2 fire extinguishers Non-portable dry powder fire extinguishers Inert gas systems emergency procedures and instruction manuals Testing and approval of materials, structures and division for use in the Structural fire protection of ships.

M.O. PART 16

LOAD LINES

Freeboards shall only be assigned, if the structural strength of its hull is sufficient to permit it to be loaded to the corresponding draughts. (For this purpose, a vessel built and maintained in accordance with the requirements of a survey authority e.g. Lloyds) is deemed to have the general structural strength. Information to be carried: Statement of Assigning Authority setting out the conditions of assignment of Load lines

1)

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2) 3)

Loading Information, such as loading stress information, loading manual and instruments Log book entries made by the Master in the official logbook regarding departure draughts forward and aft, water density, fuel/water usage if loadline submerged.

INITIAL SURVEY Application for initial survey may be made to the Chief Naval Architect or survey Authority if assigned by them, and this shall be accompanied by: a) General arrangement plan b) Lines plan c) Plans giving full details of the hull structure d) Details showing arrangements for the protection of the crew e) Subdivision arrangements and calculations f) Intact and damage stability data The owner may be requested to supply additional plans and information as considered Necessary by the assigning authority. An initial survey shall consist of an examination of the structure of the ship ascertaining structural strength complies with Solas Ch 2, Freeboards comply with this part, and marked accordingly(Draughts and Loadlines), also required information carried. Where hatches/openings are required to be watertight/weathertight these shall be tested at the initial survey. PERIODICAL SURVEY A ship shall be subjected to a periodical survey at intervals not exceeding 5 years. Application shall be made to the assigning authority for the existing loadline certificate, who may require plans/info. A periodical survey shall consist of an examination of the structure and complies with Ch 2 Solas, and structural strength has not deteriorated, the ship is marked accordingly(Draughts and loadlines) & whether or not any alterations of freeboard is necessary or alterations made to hull or superstructure of the ship. Hatches/openings tested for weathertightness or watertightness as required. Also the required information is carried. PERIODICAL INSPECTION A periodical inspection of a ship shall be conducted by the assigning authority for the existing loadline certificate. This shall be for the purpose of ascertaining whether or not: a) Alterations have been made to the hull or superstructure, being enough to alter existing summer freeboards b) The fittings and appliances for the protection of openings, for guard rails, freeing ports and access to crew quarters are maintained in an effective condition. Shall also ensure required information is carried and ships draught marks marked in accordance with 22(Appendix 6). When a loadline certificate is issued by a Survey Authority, the Survey authority shall issue the Chief Naval Architect with: a) A copy of the certificate b) A statement recording conditions of the assignment c) A statement of calculations used in assigning freeboard

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EXTENSION OF CERTIFICATE (see table)

ALTERATIONS Where a ship is to undergo an alteration, written application for approval shall be made to the assigning authority, specifying the nature of the alteration proposed. The alteration must be approved and in accordance with any conditions specified in the approval. Appropriate Loadline is one of the loadlines marked on a ship in accordance with SOLAS, being applicable to the season of the year and the zone where the ship is located. Draught marks must comply with Appendix 6 and maintained in a clearly visible condition. ** INTERNATIONAL CONVENTION ON LOAD LINES 1966 **

M.O. PART 17

LIQUEFIED GAS CARRIERS AND CHEMICAL TANKERS

The following codes to have force of law for Gas carriers: 1) EGC Code - means the IMO code for existing ships carrying Liquefied Gases in Bulk 2) GC Code - means the IMO code for the construction and equipment of ships carrying Liquefied gases in Bulk 3) IGC Code - means the International Code for the construction and equipment of ships carrying Liquefied gases in Bulk (Applies to NW Snipe, applies after 1st July 1986) For Chemical Tankers: 1) BCH Code - means the IMO code for the construction and equipment of ships carrying Dangerous chemicals in bulk 2) IBD Code - means the International code for the construction and equipment of ships Dangerous chemicals in bulk A certificate of fitness referred to in a code applied by this part will be issued by the Chief Marine Surveyor or by a survey authority, surveyed and to be found in compliance with the code. A certificate of fitness remains in force for such period as specified in the certificate and ceases to be valid if the ship fails to undergo such surveys as prescribed by the relevant code. Where in the opinion of a surveyor, a loading/unloading operation is unsafe, may direct the operation to stop immediately. Loading or unloading may not resume until the surveyor is satisfied the operation is safe and direction withdrawn.

M.O. PART 19

TONNAGE MEASUREMENT
An

The vessel is measured as per the tonnage measurement convention 1969. application for tonnage measurement must be:
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a) b) c)

Made in accordance with Form 1 in Appendix 2 Signed by the owner of the ship or his agent, or by the Master on behalf of the owner. Made to the Chief Marine Surveyor

A ship to be measured must be made available for measurement by a surveyor. The Plans, documents and information as requested, must be provided to the surveyor. *** Onboard: International Tonnage Certificate ***

M.O. PART 20

SHIP MACHINERY

Basically covers ship machinery giving requirements for the following, which shall be approved by a survey authority: a) Bilge pumping arrangements b) Machinery installations c) Electrical d) Periodically unattended machinery spaces e) Steering gear f) Anchor windlass APPENDIX 1: APPENDIX 2: APPENDIX 3: APPENDIX 4: Requirement for lifts in ships Detailed requirements for periodically unattended machinery space Requirements for gas welding and cutting equipment Requirements for the certification, testing, examination and marking of machinery space cranes and lifting gear.

M.O. PART 21

EQUIPMENT - NAVIGATIONAL

Navigation equipment required as per Table 1, specifies various size vessels and their Requirements. For a vessel over 100 000 gross tons: a) Standard Compass b) Steering Compass c) Azimuth circle for Magnetic Compass d) Gyro Compass e) Gyro repeater f) Azimuth circle for Gyro compass g) Emergency steering position and compass repeater h) Radar and plotting facility i) Second radar j) ARPA k) Echo sounder l) Speed and distance indicator m) Propellor and rudder indicator n) Rate of turn indicator o) Radio nav equipment
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p) q)

Chronometer, sextant, binoculars, leadline(carried on an Aus registered ship) Corrected Charts

Radio direction finder not required from 1st February 1999. The Master of a ship must take all reasonable steps to have navigational equipment Maintain in efficient working order. Appropriate spare parts and tools for repairs to be carried. If a defect is discovered at a place where repairs cannot be effected, such repairs must be effected at the next port where suitable repair facilities are available. Adequate information and instructions in English about use and maintenance of Navigation Equipment onboard to be carried. The Master of every ship over 100 tons must keep a Compass Deviation Book and ensure observations for the purpose of obtaining compass errors are made at appropriate intervals and recorded (appropriate meaning one per watch or each course steered). If deviation excessive, compass to be corrected (Deviation deemed to be excessive if exceeds 5 degrees on any heading). A Deviation table or curve available for use at all times, and details of size and position of magnets and soft iron correctors. To correct a compass, a person is considered competent to adjust if holds a license as a Compass Adjuster or equivalent, or Master Class 1, if the previous unavailable.

M.O. PART 23

EQUIPMENT - MISCELLANEOUS & SAFETY MEASURES

MISCELLANEOUS EQUIP A ship must be provided with: a) Barometer b) An approved daylight signalling lamp c) For each closing appliance, an indication system d) International Code of signals code book e) Means of transfer of a Pilot f) Anchors, cable as approved g) A ship less than 500 tons, flags N & C A ship more than 500 tons, a complete set of flags MEANS OF ACCESS TO SHIPS IN PORT Where a Master of a ship in port, provides access, accommodation ladder, gangway, means of access must be safe. If at anchor, may use Pilot ladder, if accommodation ladder impracticable, but must limit the use to pilots or persons engaged in ships business. A cargo access ramp may be used as access providing: a) A non-slip surface and marked for pedestrian use. Outside protection by guard rails Or b) Pedestrian area is separate from vehicular area, or when ramp not in use by vehicles. A person boarding or leaving must use the safe means of access provided. A surveyor may prohibit use of means of access if deemed defective. The Master must ensure means of access not used until deficiency rectified. A safe means of access must be: a) Of adequate strength b) Good state of repair c) Well secured d) Adequate illuminated
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e) f) g)

Not underneath cargo being worked Kept clean and free of any material that could render it unsafe Properly rigged and adjusted allowing for tide and trim changes

a) b)

Adequate precautions to be taken to prevent injury from falling by : Use of screens/netting to prevent a person falling through the sides. Case of a suspended accommodation ladder, a safety net under the ladder

PILOT TRANSFER ARRANGEMENTS All arrangements used for Pilot transfer must efficiently fulfill their purpose of enabling Pilots to embark/disembark safely. Must be kept clean, properly maintained and stowed and regularly inspected to ensure safe to use. Rigging and dis/embarkation must be supervised by a responsible officer having means of communication with the navigating bridge, also escorting Pilot by a safe route to the bridge. Arrangements must be provided for transfer on either side of a ship. A pilot ladder may be provided, so positioned and secured that: a) At least 1.5m above the water b) Clear of any possible discharge c) Within the midship half length of the ship d) Each step rests firmly against the ship side e) Length is capable of reaching water(lightest condition) to point of access f) Allowance is made for all conditions of loading and trim and adverse list of 15 degrees g) Securing points/shackles are as strong at least as side ropes If distance from sea level to point of access exceeds 9m, an accommodation ladder May be provided in conjuction with a pilot ladder, sited leading aft and the lower end rests firmly against the ship side, and clear of all discharges. A mechanical pilot hoist may be used instead of an accommodation ladder. Shipside doors used for Pilot transfer must not open outwards. A mechanical pilot hoist and its ancillary equipment to be approved by the Chief Marine Surveyor. The following associated equipment must be kept at hand ready for immediate use: a) 2 man ropes, not less than 28mm in diameter b) Lifebuoy with self-igniting light c) Heaving line d) Adequate lighting must be provided to illuminate transfer arrangements overside & the Deck where embarks(From above facing ford). If a surveyor considers defective can prohibit further use, until rectified, Master must Ensure that the means of access is not used. ATMOSPHERE SAMPLING EQUIPMENT All ships which carry cargoes likely to deplete oxygen, and where crew required to enter a confined space, must be provided with an oxygen content meter, displayed as percentage of oxygen by volume. All ships carrying substances that give off flammable gases must be provided with a combustible gas indicator with instructions for use and calibration. It should indicate the flammable gas concentrations as a percentage of the Lower Explosive Limit (LEL) or Lower Flammable Limit (LFL).
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All oil, chemical, gas tankers with inert Gas capability must be provided with a hydrocarbon meter with instructions for use and calibration. The meter should indicate the percentage of hydrocarbon gases in an inert atmosphere. All ships carrying cargoes which are liable to give off toxic, corrosive or other chemical gases must carry an instrument capable of detecting those gases as Parts per Million(PPM) or Milligrams per cubic metre(mg/m3) and Material Safety Data Sheets(MSDS) Each gas detector instrument is to be provided with operating and maintenance instructions and followed accordingly. If span gases for calibration required, sufficient reserves onboard for the normal operation of the vessel. It is the responsibility of the master of a ship to ensure if people entering a space, the atmosphere is tested for possible hazards. All such operations must be accompanied by comprehensive briefings for staff involved and the operation, plan of work and test results must be formally and full documented(Enclosed Space Entry Permit) APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX 1 2 3 4 5 6 Daylight signalling lamp Indicator system for a closing appliance Pilot transfer arrangement Accommodation Ladder Gangway Safety net

M.O. PART 25

EQUIPMENT

LIFE-SAVING

LSA Code means the International Life-saving Appliance Code SECTION A GENERAL A ship must be provided with narcotic drugs for use in survival craft on the scale of one pack per 15 persons or part thereof, with a maximum of 2 packs. 1 pack consisting of 5 doses of Morphine Sulphate injection. These drugs to be located, capable of ready transfer to lifeboats, either in the locked inner cupboard of the ships medical cabinet or secure location in the wheelhouse. Safety Equipment must be approved and comply with the standards in the appropriate appendix as referred to in Table 1. SECTION B SHIP REQUIREMENTS FOR PASSENGER SHIPS AND FOR CARGO SHIPS OF 500 TONS AND UPWARDS At least 3 approved 2-way VHF radiotelephone fitted with VHF channels 6, 13, 16, & 67 must be provided. At least one approved radar transponder (SART) on each side, so that they can be rapidly placed in each survival craft. No fewer than 12 rocket parachute flares must be carried and stowed on or near the bridge. An emergency means of 2-way communications must be provided between Emergency control stations, muster, embarkation and stategic positions onboard. A general emergency alarm system(7 or more short blasts followed by one long blast), must be provided and used for mustering. The system must be supplemented by a Public Address system or similar. Lifebuoys must be:
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a) b) c)

d) e)

Distributed so readily available on both sides of the ship and as far as practicable on Decks extending to the ships side and at least one at the stern. Stowed so capable of being rapidly cast loose and not permanently secured in any way At least one Lifebuoy on each side of the ship fitted with a buoyant lifeline equal to at least twice the height stowed above waterline in the lightest seagoing condition or 30m, whichever is greater At least half of the total number fitted with self-igniting lights, with 2 of these fitted with self activating smoke signals, capable of quick release from the bridge. Each Lifebuoy to be marked with the name and port of Registry of the ship.

There must be provided on a ship, a lifejacket for every person onboard. These must be readily accessible and position plainly indicated. An immersion suit must be provided for every person assigned to crew the rescue boat. Clear instructions to be followed in the event of an emergency must be provided for every person onboard. Muster lists must be exhibited in conspicuous places e.g. Bridge, E/R, and crew accommodation spaces. Illustrations and instructions in English displayed, informing people of their Muster station, essential actions and method of donning life-jackets. Posters/signs must be provided on or in the vicinity of survival craft and their launching controls, illustrating the purpose and procedures for operating the appliance and easily seen under emergency lighting conditions. People onboard should be trained for use of survival craft. Every motorised survival craft must have a person capable of operating and adjusting the engine. Master to ensure equitable distribution of persons amongst survival craft. Lifeboats and Liferafts must be stowed as close as possible to accommodation and service spaces. Muster stations must be provided close to the embarkation stations. These being readily accessable and adequately illuminated by emergency power. Each survival craft shall be stowed: a) So the craft and its stowage arrangements doesnt interfere with the operation of any Other survival craft b) As near the water as is safe and practicable. c) In a state of continuous readiness, so can be launched in less than 5 minutes. d) Fully equipped as required by this part. e) As far as practicable in a secure and sheltered position protected from fire and explosion. f) Lifeboats must be stowed attached to launching appliances. g) Liferafts must be stowed with its painter permanently attached to the ship h) Liferafts also stowed to permit manual realease. Rescue boats must be stowed: a) In a state of continuous readiness for launching in not more than 5 minutes. b) In a position suitable for launching and recovery c) Doesnt interfere with the operation of any survival craft. A line throwing appliance must be provided. A training manual must be provided in Each crew mess room, recreation room, and crews cabin. A copy of Survival at Sea to be provided for each member of the crew and one in each survival craft. Every crew member must be familiar with their assigned duties before voyage commences. If a voyage more than 24hr, a Muster must take place within 24hrs of embarkation. Drill must as far as practicable be conducted as if there were an actual
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emergency. Every crew member to attend an abandon ship drill and fire drill once a month. Drills to be held if more than 25% of the crew change. Each abandon ship drill must include: a) Muster signal sounded and crew mustered b) Reporting to station and preparing for emergency duties c) Crew suitably dressed and lifejackets correctly donned. d) Lowering of at least one lifeboat e) Starting and operating of lifeboat engine. f) Operation of davits used for launching liferafts g) Search of missing crew h) Instruction in use of radio life-saving appliances Different lifeboats must, as far as practicable be lowered at successive drills. Each Lifeboat must be launched with crew onboard and manoeuvred in the water at least once every three months during an abandon ship drill. Free fall lifeboats to launched once every 6 months, this may be extended to 12 months if approved by Chief Marine Surveyor. Rescue boats if practicable to be launched every month, if not at least once every 3 months. Emergency lighting for mustering and abandonment must be tested at each abandon ship drill. Fire drill must include: a) Crew mustered and prepare for emergency duties b) Start a firepump using at least 2 jets of water c) Checking of firemans outfit and other personal rescue equipment d) Checking relevant communication equipment e) Check operation of watertight doors, fire doors and dampers Equipment used during the drill to be brought back to its fully operational condition and Any faults remedied. The date when musters, abandon ship drills, fire drills and onboard training must be recorded in the official log book. If not held at the appointed time, an entry made stating circumstances or extent of the drill held. A vessel shall have all appliances in working order and ready for immediate use. Falls used in launching must be turned end for end at intervals of not more than 30 months and renewed if necessary due to deterioration or not more than 5 years. Inspection of appliances including lifeboat equipment must be carried out monthly. Inflatable liferafts, lifejackets must be serviced at intervals not exceeding 12 months by an approved servicing station. Hydrostatic releases to be serviced at intervals not exceeding 12 months or if expired, replaced in accordance with manufacturers instruction. SARTs and EPIRBs to be inspected, tested and if necessary battery replaced at intervals specified by the manufacturer. SECTION C SECTION D ADDITIONAL REQUIREMENTS FOR PASSENGER SHIPS ADDITIONAL REQUIREMENTS FOR CARGO SHIPS OF 500 TONS AND UPWARDS

A Cargo ship must have on each side a lifeboat(s) capable of carrying the total crew and liferaft(s) with capacity for total crew onboard, Or a freefall lifeboat capable of carrying crews complement and on each side, liferafts with capacity for crews complement. If survival craft more than 100m from stem or stern, a liferaft as far ford or aft as practicable,
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which may be securely fastened so as to permit manual release(Portable under 12man). Survival craft must be capable of being launched with full compliment and equipped within a period of 10 minutes from the time abandon ship is given. Lifeboats on an Oil, Chemical, Gas tanker are required to have a self-contained air support system(at least 10mins supply) and an oil tanker, a water spray system (at least 8mins). A cargo ship must carry one rescue boat, but if a lifeboat complies with the requirement of a rescue boat, it is acceptable. Lifebuoys, at least as many as specified in Table 3(Not under 200m - min 14). In addition to the lifejackets carried 100%, another lifejacket lifejacket (total 200%) to be provided in working places (Bridge, E/R, forecastle) and the remainder in float free lockers. On a cargo ship of 20 000tons or more, lifeboats must be capable of being launched, utilising painters at speeds up to 5 knots in calm water. SECTION E LIFE-SAVING APPLIANCES AND ARRANGEMENTS REQUIREMENTS

All life-saving appliances and arrangements must comply with the applicable requirements of the LSA Code. SECTION F SECTION G APPENDIX 1 APPENDIX 2 APPENDIX 3 MISCELLANEOUS LIFE-SAVING APPLIANCES ON CARGO SHIPS UNDER 500 TONS Personal life-saving appliances(Lifebuoys, immersion suits, anti-exposure suits, thermal protective aids) Visual Signals (Rocket parachute flares, hand flares, buoyant smoke signals, life of pyrotechnic signals) Survival Craft (Gen reqs for liferafts, inflatable liferafts, rigid liferafts, Gen reqs for lifeboats, partially enclosed lifeboats, totally enclosed lifeboats, freefall lifeboats)

Lifeboat equipment: All items to be secured by lashings or stored in Lockers, and packed as compact as possible. The equipment is to to consist of: a) Sufficient No of buoyant oars b) two boathooks c) Buoyant bailer and 2 buckets d) Survival manual e) compass f) Sea anchor g) 2 efficient painters h) 2 hatchets, one at each end i) water, 3lt per person j) Rustproof dipper k) rustproof graduated drinking v/l l) food ration m) 4 rocket parachute flares n) 6 hand flares o) 2 buoyant smoke signals p) Waterproof torch, spare batteries and bulb q) daylight signalling mirror r) table of life-saving signals s) whistle t) first aid outfit u) 6 doses of anti-seasickness medicine and one sea sickness bag for each person v) jack knife with lanyard w) 3 tin openers x) 2 buoyant rescue quoits, 30 m of buoyant line y) a manual pump suitable for effective bailing z) a set of fishing tackle za) spare tools for engine zb) 2 portable fire extinguishers zc) searchlight zd) efficient radar reflector or SART ze) Thermal protective aids, 10% of total capacity or 2 whichever is greater.

APPENDIX 4 APPENDIX 5
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Rescue boats (6kts for 4hrs) & Fast Rescue Boats (20kts for 4 hrs) Launching and embarkation appliances

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APPENDIX 6 APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX 7 8 9 10 11

Other life-saving appliances (Line throwing app, General Alarm, Public Address system) First Aid Outfits Guidelines for floor seam test supporters Fitting of retro-reflective tape on life-saving appliances Food rations 121.5/243 MHz Emergency Position Indicating Radio Beacon(EPIRBS)

M.O.

PART 26

EQUIPMENT RADIOTELEPHONE RADIOTELEGRAPH

AND

This part applies to a ship other than a ship to which M.O. Part 27(GMDSS) applies. Radiotelegraph requirements only apply to ships already fitted prior to 1st February 1995. A cargo ship less than 1600 tons must be equipped with a radiotelephone installation (VHF & HF), & a reserve installation if 750 tons or more. A ship engaged on voyages outside harbour limits must have an approved 406 MHz EPIRB, but if normally within VHF range of harbour and each liferaft fitted with 1221.5/243 EPIRB does not require a 406MHz. Radio log book to be kept, on if vessel is a passenger ship on an overseas voyage or a cargo vessel, 1600tons and over on an overseas voyage.

M.O. PART 27

GMDSS

RADIO

EQUIPMENT

This part applies to a ship registered in Australia with keel laid after 01/02/95 engaged on international voyages and is a passenger ship or cargo ship over 300 tons. Every ship whilst at sea, must be capable of: a) Tx ship to shore distress alerts by 2 separate means using different radiocommunication services b) Rx shore to ship distress alerts c) Tx & Rx ship to ship distress alerts d) Tx & Rx search & rescue co-ordinating communications. e) Tx & Rx signals on-scene communications f) Tx & Rx signal for locating using Radar in the 9GHz band g) Tx & Rx maritime safety Information(MSI) h) Tx & Rx general radio communications to & from shore based radio systems i) Tx & Rx bridge to bridge communications Every ship must be able to comply with these functional requirements and have the radio installations required for the sea area(s) through which it will pass during the intended voyage. To be clearly marked with the call sign, ship station identity. F radiotelephone required for navigational safety, must be immediately available on the navigating bridge convenient to the conning position. Every ship must be provided with: a) A VHF radio installation capable of Tx and Rx on CH 70 and radiotelephony on Ch 6, 13, 16, & 67. b) A DSC Watchkeeper Rx on Vhf CH 70 c) Radar Transponder (SART) operating in the 9 GHz band
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d) e) f)

A Rx capable of Rx international Navtex service broadcasts if vessel engaged on voyages where Navtex service is provided. Reception of MSI by INMARSAT enhanced group calling(EGC) system if engaged in an area covered by INMARSAT, but where NAVTEX is not provided. An EPIRB capable of transmitting a distress alert(406MHz or L-band 1.6GHZ), easy accessable position, manually released and carried to survival craft, Automatically floating free and activating & also manually activated.

RADIO EQUIPMENT - SEA AREAS A1, A2, A3 A vessel operating in this area: a) An INMARSAT ship earth station b) An MF radio installation capable of TX and Rx for distress and Safety purposes of frequencies 2187.5 KHz using DSC & 2182 KHz using radiotelephony c) DSC watchkeeper on 2187.5 KHz d) Means of initiating ship to shore distress alert by 406MHz, or HF using DSC or by an additional Ship Earth Station using the INMARSAT geostationary satellite service. A ship while at sea must maintain a continuous watch: On VHF DSC Ch 70, if fitted with DSC watchkeeping Receiver. On distress and safety DSC frequency 2187.5 KHz if fitted with an MF/HF radio installation. On the distress and safety DSC frequencies 2187.5 KHz and 8414.5 KHz and also on at least one other DSC frequency.(This watch may be kept by means of a scanning receiver) For satellite shore to ship distress alerts if fitted with an INMARSAT ship earth station.

a) b) c)

d)

A ship whilst at sea, maintain a continuous watch on VHF CH 16, from navigating Position. Each person in charge of a navigational watch and each person in charge of or performing radio duties must hold a valid GMDSS General Operators Certificate. A person must be designated on the Muster list as responsible for radio communications during distress situations. There must be carried on a ship: a) Safety radio Certificate b) Manual for use by the Maritime Mobile and the Maritime Mobile-satellite services by International telecommunication union. c) Handbook for Radiotelephone ship stations operators by Spectrum Management agency. d) Handbook for GMDSS ship stations operations by AMSA e) A copy of this part f) List of coast stations by International telecommunication union g) Ships radio logbook(Part I and II) h) List of ship stations by International Telecommunication Union i) List of Call signs and ship station Identities used in the Maritime Mobile and Maritime Mobile-satellite service published by the International Telecommunication Union The Master of a ship must keep a radio logbook and record all incidents connected

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with radio communications that appear to be of importance to the safety of life at sea. Records are distress, urgency, safety messages, test calls, DSC test calls and commercial traffic with coastal radio stations.

M.O. PART 28

OPERATION STANDARDS AND PROCEDURES

STCW CODE means the Seafarers Training, Certification and Watchkeeping Code as adopted by the 1995 conference. Each company is responsible for the assignment of seafarers for service and must ensure: a) Each seafarer holds an appropriate certificate in accordance with MO Part 3 Seagoing Qualifications. b) Its ships are manned in compliance with the Safe Manning Certificate. c) Documentation and data relevant to employed seafarers maintained and readily accessable (e.g. Certificates, training, Medical Certificates) d) Seafarers are familiar with their specific duties and ship arrangements. e) The ships complement can co-ordinate and perform functions as required in an emergency situation or prevent pollution. A company must provide written instructions setting out policies and procedures to Ensure new seafarers are given reasonable opportunity to become familiar with shipboard equipment, operating procedures and their specific duties. Each crew member, new to a vessel to take full advantage of every opportunity to become familiar with the shipboard equipment, operating procedures. All persons assigned to watches must be provided a minimum of 10hrs of rest in any 24hr period. This may be divided into no more than 2 periods, one of which must be at least 6hrs in length. This need not be maintained in case of an emergency or other duties required for safety or environmental reason. Notwithstanding previous, the minimum of 10hrs may be reduced to 6hrs provided any such reduction must not extend beyond two days and not less than 70hrs of rest provided each 7 day period. Watch schedules posted where they are easily accessable. Companies, Master, Chief Engineer and watchkeepers must observe the standards regarding watchkeeping set out in App 1 (STCW Code Sec A-VIII/2) and the guidance regarding Watchkeeping set out in App 2 (Sec B-VIII/2 Bridge resource management) to ensure a safe continuous watch(s) appropriate to the prevailing circumstances and coditions are maintained in all seagoing ships at all time. The master to ensure watchkeeping arrangements are adequate for maintaining a safe watch(s), navigational and engineering, at sea, anchor or in port, with regards to the particular hazards involved. APPENDIX 1 Watchkeeping arrangements and Principles to be observed APPENDIX 2 Guidance regarding watchkeeping arrangements and Principles to be observed
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APPENDIX 3 APPENDIX 4

The Navigational and radio watch The Engineering Watch

M.O. PART 29

EMERGENCY PROCEDURES AND SAFETY OF NAVIGATION

SHIPBOARD EMERGENCY SIGNALS The general emergency alarm signal for an emergency stations muster is a short Signal of 7 or more short blasts followed by or one long blast on the ships whistle or siren. The prepare to abandon ship signal is one short blast, one long blast, sounded at least 3 times. E/R telegraph must be put to Finished with Engines When a ship is to be abandoned, Master must ensure machinery stopped, stabilisers Retracted, discharges closed. Master to ensure all crew members, effectively warned that the ship is to be abandoned and everybody accounted for. The abandon ship signal is to be defined by the Master and stated in each Muster list. It is to be given by the Master or senior surviving officer in the most effective manner possible and gives authority to those in charge of survival craft to launch as soon as ready. EMERGENCY PRACTISES The signal for an emergency practice is the general emergency alarm signal, Supplemented by the Master as to the nature of the practice over the PA. Before this signal given, crew to be warned of the time and the nature of the practice signal. Practice musters and drill as required by Marine Orders, Part 25 Equipment Life-saving. Training sessions for the crew in survival and use of equipment at suitable intervals to maintain competence in use. The procedures to be followed in conducting an emergency practice are specified in Appendix 1. MUSTER LIST AND MUSTER STATIONS The Master of a ship must ensure that each crew member or joining is assigned to an emergency station and survival craft according to cabin or other suitable ID, including instructions with regards to duties relating to emergency (Two forms suggested, either specialised emergency parties or Party pool and tasks given as appropriate). Crews duties and survival craft to be recorded in Accordance with Appendix 4 Emergency Station lists. Entries recording all practice musters, drills, tests and inspections are made in the ships official logbook. If not held, the reason also for non-compliance. DISTRESS AND ALARM SIGNALS For the purpose of this part, a prescribed signal of distress is : a) Radiotelegraphy 3 dots, 3 dashes & 3 dots (SOS) in morse code b) Radiotelephony, the spoken word MAYDAY c) By satellite communication, DSC, EPIRB (Attention is also drawn to signals Annex 4 Prevention of Collisions) A person who is in serious and imminent danger may use any means available to attract attention to make known the ships position and to obtain help. If a distress or urgency message is received, must immediately inform the Master of the details. The following are prescribed urgency signals: a) Radiotelegraphy 3 transmissions of the letter XXX in morse code
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b) c)

Radiotelephony the spoken words Pan Pan 3 times By satellite or DSC, urgency signal protocol

Urgency signal only for the purpose of notifying an urgent message concerning the safety of a ship, aircraft or person. The following are prescribed safety signals: a) Radiotelegraphy 3 transmissions of the letter TTT in morse code. b) Radiotelephony the spoken word Securite 3 times c) By satellite or DSC, safety signal protocol Safety signal only for the purpose of notifying of danger concerning a navigational or meteorological warning may refer to Ice/ing, derelict, tropical storm. The Master must record in the official logbook: a) All new dangers to navigation observed b) Danger messages and information received c) All danger messages and information sent. STEERING GEAR Must be able to change over to manual steering without delay and a qualified helmsman available(must hold steering certificate MO Pt 3 Seagoing Qualifications). Changeover of steering to be supervised by OOW. Within 12hrs prior to departure, steering gear to be tested, testing main, auxiliary, rudder indicators, visual inspection, communication. Block diagram of steering system permanently displayed on bridge and steering gear compartment. Emergency Steering Drills must take place at least once every 3 months, including remote steering positions, communications and alternative power supplies. Checks and drills to be recorded in the official log book. Watertight doors, must be kept closed at sea, kept clear of any obstructions. Must be supervised and ensure adequate openings and closing of doors. APPENDIX 1 PRACTICE PROCEDURES When a boat is fitted with on-load release gear, is to be tested at least once a year, but only with the boat touching the water or partially waterborne. There should be substantial weight on the falls. Water spray systems are to be tested. Liferaft is to be inflated and crew given instructions in use and equipment, at intervals not exceeding 6 months. A practical demonstration of the use of a Portable fire extinguisher must be given at least every 3 months. Supplementary fire drills relating to fires in particular areas of the E/R should be practiced. Ships of 20 000t and upwards are to be capable of launching there lifeboats at speeds up to 5 knots. Drills at such speed are not mandatory. Helicopter drills should be carried out on ships which transfer persons by helicopter, ensuring training in procedures relating to the transfer and emergency procedures required by a crash or fire. The training procedure should be in accordance with the ships Safety management system & MO Pt 57 Helicopter Operations. APPENDIX APPENDIX APPENDIX APPENDIX
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2 3 4 5

Passenger Muster Stations Instructions to Passengers Emergency station List Beaufort scale of Wind force

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M.O. PART 30

PREVENTION OF COLLISIONS
1972

INTERNATIONAL REGULATIONS FOR PREVENTING COLLISIONS AT SEA

M.O. PART 31

SHIP SURVEYS AND CERTIFICATION

SURVEYS OF LIFE-SAVING APPLIANCES AND OTHER EQUIPMENT OF CARGO SHIPS (CARGO SHIP SAFETY EQUIPMENT) Is subject to the following surveys: a) An initial survey before the ship is put in service b) A renewal survey once every 5 years c) A periodical survey within 3 months before/after the 2nd or 3rd anniversary date. d) An annual survey within 3 months before/after each anniversary date of Cargo Ship Safety Equipment Certificate. The initial survey must include a complete inspection of firefighting, life-saving, navigation, pilot arrangements to ensure they comply with the Nav Act and MOs. Also fire control plans, nautical publications, lights, shapes, sound and distress signals. Renewal and Periodical surveys must include an inspection of the equipment ensuring they comply with the Nav Act and MOs, is in a satisfactory condition and is fit for service. Annual survey includes a general inspection of the equipment to ensure maintained satisfactory for the service of the ship. The periodical and Annual survey must be endorsed on the Cargo Ship Safety Equipment Certificate. SURVEYS OF RADIO INSTALLATIONS OF CARGO SHIPS (CARGO SHIP SAFETY RADIO) The radio installations, including those used in life-saving craft, is subject to the following surveys: a) An initial survey before the ship is put in service. b) A renewal survey once every 5 years c) An annual periodical survey within 3 months before/after each anniversary date. The initial survey must include a complete inspection of the radio installation of cargo ships, including radio installation in life-saving appliances, to ensure comply with the Nav Act & MOs. Renewal and Annual periodical surveys must include an inspection of the radio installation of cargo ships, including radio installation in life-saving appliances, to ensure comply with the Nav Act & MOs. The annual periodical surveys must be endorsed on the Cargo Ship Safety Radio Certificate. SURVEYS OF STRUCTURE, MACHINERY AND EQUIPMENT OF CARGO SHIPS (CARGO SHIP SAFETY CONSTRUCTION) The Structure, Machinery, and Equipment are subject to the following surveys and inspections:
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a) b) c) d) e)

An initial survey, including an inspection of the outside of the ships bottom in drydock, before the ship is put in service. A renewal survey at intervals not exceeding 5 years including an inspection of the outside of the ships bottom in drydock. An intermediate survey within 3 months before/after the 2 nd or 3rd anniversary date, which will take the place of an annual survey. An annual survey within 3 months before/after each anniversary date. A minimum of 2 inspections of the outside of the ships bottom during any 5 year period, which may include any inspections made during an initial and renewal survey.

The initial survey must include a complete inspection of the structure, machinery and equipment, ensuring arrangements, materials, scantlings, & workmanship comply with the Nav Act and MOs and are in satisfactory condition and are fit for service. Renewal survey must include an inspection of Structure, machinery and equipment, ensuring arrangements, materials, scantlings, & workmanship comply with the Nav Act and MOs and are in satisfactory condition and are fit for service. Intermediate survey include an inspection ensuring satisfactory for the service for which the ship is intended. Annual survey must include a general inspection of Structure, Machinery and Equipment ensuring maintained satisfactory for the service intended. Inspections of the ships bottom and related items to ensure satisfactory for the service for which the ship is intended. The intermediate, annual and Hull inspection must be endorsed on the Cargo Ship Safety Construction Certificate. If a particular Kind of Ship(E.g. A Certificate of Fitness under M.O. Part 17 Liquefied Gas Carriers & Chemical Tankers) is to be surveyed, it must comply with this part, to the extent, it is inconsistent with a provision of a Part of MO referred to applicable to that ship. The condition of the ship and its equipment to be maintained to conform with the Nav Act and MO ensuring fit to proceed to sea without danger to the ship or crew. No changes, structural, machinery, equipment to be made without approval. If a surveyor determines unseaworthy, does not comply with Nav Act or MOs must inform the Master, owner or agent of the deficiency (Sect 210 of the Nav Act provide for the detention of a ship that is not seaworthy).

EXTENSION OF VALIDITY If a certificate issued for a period less than the Maximum period, the Chief Marine Surveyor may extend the expiry date to the Maximum period provided appropriate annual and intermediate surveys carried out. If a renewal carried out and a new certificate cannot be issued, the Chief Marine Surveyor or survey authority, must endorse the existing certificate and is valid for a further 5 months. If an Australian ship not in port, the Chief Marine Surveyor may extend the period of validity only for the purpose of allowing the ship to complete its voyage to the port in which it is to be surveyed, not to be extended beyond 3 months. The new certificate will commence from the expiry of the existing certificate. A certificate ceases to be valid in any of the following cases: a) If the relevant surveys and inspections are not completed. b) If certificate is not in accordance with this part. c) Upon transfer of the ship to Australian flag.
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APPENDIX

FORMS Application for survey of ship or ship Equipment.

FORM MO-31/1

M.O. PART 32

CARGO HANDLING EQUIPMENT

Competent Person means a person having practical and theoretical knowledge and relevant experience, sufficient to enable that person to detect and evaluate any defects and any weakness that may affect the intended performance of the equipment. (1 st officers, C/E, 1st Eng are considered to be competent persons in relation to the carrying out of thorough annual examinations and other inspections of unclassed cargo gear and lifting appliances) Chief Marine Surveyor means the manager(Survey Operations) in AMSA or a person authorised by the manager. Responsible Person means a person competent and qualified in relation to materials handling equipment and A) is responsible to 1) The manufacturer of that equipment 2) A classification society 3) A competent testing establishment for carrying out testing, thorough examinations and issuing certificates of tests as required by this part.(In respect to testing, thorough examination and certification of equipment, a responsible person should be appointed by a classification society or test and certification organisation) B) Is responsible to 1) 2) 3) for carrying out thorough be permanently marked, The owner or Master of the ship, where ships equipment The owner where equipment is shore equipment. A classification society examinations, determining SWL of cargo gear that is not required to required by this part.

Safe Working Load means the load that a responsible person considers the maximum load allowed to ensure an adequate margin of safety in normal operation. A person in charge of un/loading, to ensure as far as practicable: All operations are in compliance with this part. Materials Handling Equipment of the ship has been tested, thoroughly examined and inspected as required by this part. Persons are not engaged in un/loading unless adequately trained and aware of risks involved and precautions to be taken. All persons reasonable protected from accidental injury.

a) b) c) d)

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e) f)

Persons not involved in un/loading to remain clear of cargo handling areas or roll on/off areas. If an area unsafe, measures taken to make the workplace safe again.

In connection with an un/loading of a ship, if a person is hospitalised or a component of Materials Handling equipment fails in operation, the person in charge must notify an AMSA surveyor within 4 hrs after the incident and a written report to the surveyor within 72 hrs of the occurrence. (Form MO-32/5 Report of Breakage or failure of cargo Gear, or Injury to any person on or about a Ship) A person must not un/load a ship unless wearing the appropriate protective clothing. If persons engaged in un/loading have reason to believe a risk exists and unable to remove the risk, must report it to the person in charge. A person passing to or from a ship during un/loading must only use the means provided under M.O. Part 25 Equipment- Miscellaneous and safety measures. Appropriate and reasonable precautions to be taken to prevent access to a space that has an unsafe atmosphere. The Master must permit a surveyor to inspect materials handling equipment to which this part applies at any reasonable time, also if requested, produce the Register of Materials Handling Equipment and any certificate as required by this part. If a surveyor deems defective, must give written notice of the defect to the Master and person in charge and may prohibit the use of such equipment. The equipment must not be used until defect rectified and prohibition withdrawn by a surveyor. SAFE WORKING LOAD An article of materials handling equipment must not be used in un/loading a ship unless a responsible person, having regard to the design, strength, materials of construction, and proposed use of the article, has: a) Determined the SWL of the article b) Marked the SWL and associated information on the article in accordance with this part. In determining SWL, the responsible person is to be guided by the relevant Australian Standard (Appendix 20) or an appropriate national standard. An article of materials handling equipment must not be used to handle a load exceeding the SWL except in accordance with Appendix 6 Safe Use of Material Handling Equipment. TESTING, THOROUGH EXAMINATION, INSPECTION AND CERTIFICATION Materials handling equipment must not be used for un/loading unless: a) Tested, thoroughly examined and inspected in accordance with this part. b) The current record of examination and inspections, in the cargo gear register indicates fit for use. c) It appears in all respects to be fit for such use. Equipment being used for the first time and following renewal/repair must be tested and thoroughly examined in accordance with Appendix 5 Test & Thorough Examination Procedures. In addition to the previous, Materials Handling Equipment must be : a) Tested and thoroughly examined (APP 5) by a responsible person at intervals not exceeding 5 years (Quinquennial tests). b) thoroughly examined at intervals not exceeding 12 months, if under survey with a classification society, a responsible person, in any other case a competent person.
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An inspection of the Materials Handling Equipment must be made by a competent person at intervals not exceeding 6 months. A person carrying out a thorough examination must make a detailed visual inspection of all separable and non-separable components, and in the case of wire ropes, of the interval and external parts of the rope. The extent of opening up separable components such as blocks, shackles, swivels, sheaves, bearings, braking arrangements as considered necessary by the person carrying out the examination. The thorough examination is to assess the condition of assembly or article for any deformation, distortion, damage, wear, corrosion or other defect impairing it operational reliability. An inspection of wire ropes by a competent person at intervals of 12 months for a wire rope which does not pass over a sheave or winding drum or 6 months for a wire rope which does pass over a sheave or winding drum. A wire rope may only be used if a) Responsible person issued a certificate(Form MO-32/4 Certificate of Test and Examination of Wire Rope b) Competent person inspected the rope. c) Rope is free from knots and kinks. d) Rope complies with structural requirements(Appendix 15 Requirements for cargo gear) e) The terminal or end fitting complies with Appendix 5 A wire rope must not be used if the total number of broken wires visible in a length of the rope equal to 10 times its diameter exceeds 5% of the number of wires constituting the rope. REGISTER OF MATERIALS HANDLING EQUIPMENT AND CERIFICATES OF TESTS. The Master of a ship must keep on the ship a register of materials handling equipment that form part of the ship. Particulars of all tests, thorough examinations, inspections, heat treatment and any maintenance, repair or replacements must be recorded in the register by the responsible or competent person supervising or carrying out the work. All current certificates of test and other relevant certificates required by this part must be kept with the cargo gear register. APPENDIX 1 Protective Fencing APPENDIX 2 Lighting APPENDIX 3 Safe Atmosphere APPENDIX 4 Personnel Cradle APPENDIX 5 Test and Thorough Examination procedures(Materials Handling Equip) Where a crane or derrick is tested, the proof load must not be less than specified in Table 1. SWL Less than 20 t 20 - 50 t Over 50 t Proof Load SWL x 1.25 SWL + 5 t SWL x 1.1

The proof load for a test of a crane must be applied by hoisting movable weights. Then must slew and jib slowly over working angles. Following testing, the crane/derrick and
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all accessory gear must be thoroughly examined for damage or permanent deformity and overload limit switches reset. APPENDIX 6 Safe Use of Materials Handling Equipment Except when under the test, or rigged with a single sheave block, SWL not to be exceeded, except for an occasional lift, provided: a) SWL not more than 50t b) Inspected by a responsible person who is satisfied fit to carry the excess load. c) Written permission of the Master d) AMSA Surveyor has approved. e) Load does not exceed the proof load. APPENDIX 7 Cargo Spaces APPENDIX 8 Motors in Cargo Spaces APPENDIX 9 Requirements for Derricks APPENDIX 10 Requirements for Cranes Crane must be marked with SWL, and where SWL varies with outreach of the crane, the SWL for each specified outreach. Markings must be placed conspicuously on an external part of the structure and in the drivers cabin. Markings must not be less than 77mm in height and of proportional breadth, with a contrasting background. APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX APPENDIX 11 12 13 14 15 16 17 18 19 20 21 22 23 Crane and derrick controls and Brakes] Operators cabin and access Mechanical stowing Appliances and other vehicles Requirements for Specialised Handling Systems Requirements for Cargo Gear Unitised Cargo Ladders Signalling Marking of Mass Australian Standards: Guide in determining SWLs Actuating force: control equipment Approved splices in wire rope Forms.

M.O. PART 33

CARGO AND CARGO HANDLING - GRAIN

Code means the International Code for the Safe Carriage of Grain in Bulk (International Grain Code 1991 Edition) This part does not apply to a ship loading/carrying grain wholly in bags or in bulk wholly in freight containers, The owner, Master or agent of a ship which intends to load bulk grain at a port in Australia, must give notice of intention to load bulk grain in accordance with form MO-33/1 (Notice of Intention to Load Bulk Grain) to the AMSA Surveyor in that port or the nearest port. If intending to sail after part discharge, must give notice in accordance with Form MO-33/2
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(Notice of intention to Sail after Part discharge of Bulk Grain) (It is recommended that notice be given as early as possible) A surveyor may make as many inspections as considers necessary and examine ships grain loading documents and data to ensure when laden with grain will comply with this Part. (These documents and data normally consist of Documentation of Authorization, Approved Grain Stability data, Approved Stability information, proposed loading plan, grain stability calculations, Shear force and Bending moments calculations) The Master must demonstrate by calculation to a surveyor, the proposed loading will comply with the stability criteria as required by the code, from loading to last port of discharge. (To assist and ensure compliant, Form G-A may be obtained from any AMSA Office) A surveyor may inspect and examine grain loading documents and data, prior to departure of a ship which has partially discharged, ensuring the ship complies with stability criteria during all remaining stages of the voyage. Prior to the ship sailing, may make further inspections to ensure discharged as per the grain discharge plan. A Document of Authorization in respect of a ship must: a) Include a statement that the ship is capable of complying with the requirements of the code. b) Identify the grain loading stability data c) Contain evidence the issuing authority has approved loading arrangements. d) Include following information (Securing hatch covers, assumptions used, trimming provisions) e) Be provided for a ship registered in Australia. Application for a Document of Authorization must be made in writing with relevant data to the Chief Marine Surveyor. If satisfied complies with this Part, will issue a Document of Authorization. Subject to other provisions of this Part, grain in bulk must be loaded/trimmed and carried in accordance with the requirements of the code. Bagged grain only loaded if bags are in sound condition, well filled and securely closed. Measures taken to prevent grain from entering bilges, ensuring not watertight and clear for effective suction. (Hessian or similar found effective in preventing grain from entering bilges, wells and suction pipes). When bulk grain is in a compartment, lighting turned off and circuit disabled. APPENDIX 1 APPENDIX 2 Sheltered Waters Exemptions (Spencer & St Vincents Gulf, Port Philip) Forms MO-33/1 & MO-33/2

M.O. PART 34

CARGO AND CARGO HANDLING - SOLID BULK CARGOES

Code means the Code of Safe Practice for Solid Bulk Cargoes as appearing in the supplement to the IMDG Code. IMDG Code means the International Maritime Dangerous Goods Code At least 48 hrs before commencing to load a bulk cargo referred to in the code, must notify an AMSA Survey at the port of loading, with a signed Notice containing details of: a) Name and IMO Number of the ship
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b) c) d)

Port and Berth of loading Identity and approx quantity of bulk cargo to be loaded The shipper of the cargo.

Before loading, Shipper must supply Master details specified by the code of Characteristics and properties of the cargo relevant to its safe and efficient carriage: a) Stowage factor b) Angle of repose c) Transportable Moisture Limit and Average Moisture Limit d) Toxic and Flammable gases which may be generated by the cargo e) Chemical Hazards (Flammability, propensity to delete oxygen, toxicity and corrosiveness) f) If has a tendency to self-heat. (A Shippers declaration form is available from AMSA) If materials to be tested, by the code, appropriate Certificate of test to the Master. There must be carried onboard a ship carrying Solid Bulk Cargo, Medical First-aid Guide for Use involving Dangerous Goods (MFAG) as appearing in the supplement to IMDG Code. A person must not take or send a ship to sea with bulk cargo in excess of its TML, except if ship is approved and specially constructed. Bulk Cargo must be loaded, trimmed and carried only in accordance with the guidance, advice and recommendations set out in the code. A surveyor may at any time, inspect a ship loading or to be loaded with bulk cargo and prescribed information to ensure compliance with this Part. If requested by a surveyor must show allowable shear forces and bending moments will not be exceeded during loading and during the voyage. APPENDIX Amplification of the Code of Safe Practice for Solid Bulk Cargoes.

M.O. PART 41

DANGEROUS

CARGOES

IBC Code means the International Code for the construction and Equipment of ships carrying Dangerous chemicals in Bulk IMDG Code means International Maritime Dangerous Goods Code INF Code means the Code for the Safe carriage of Irradiated Nuclear Fuel, Plutonium and High-level radioactive Wastes in flasks on board ships Dangerous Goods are to be packed, stowed and carried and complied with the IMDG Code. A notice of Intention to load dangerous goods must be made in accordance with Form MO-41/1 (IMO Dangerous Goods Declaration) or Form MO-41/2 (IMO Dangerous Goods Declaration and Container/Vehicle packing Certificate) if goods are to be shipped in a container or vehicle. The shipper must send the completed form to an AMSA Surveyor and a copy to the Master and consolidator if shipped in a container. Forms to be sent not less than 48hrs before the goods are loaded. A surveyor may at any time inspect:
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a) b) c) d)

A ship loaded, loading or to be loaded with dangerous cargoes Dangerous goods loaded or intended to be loaded on a ship A container loaded or to be loaded Information relating to such dangerous cargo,

to ensure compliance with this part. May make further inspections as necessary to ensure compliance. Must have a Dangerous Goods manifest or detailed stowage plan setting out intended location and information required by IMDG Code. If an incident takes place involving the loss or likely loss overboard of packaged dangerous goods into the sea, the Master must report immediately to the nearest coastal state. A ship must carry Medical First-Aid Guide for use in Accidents in Dangerous Goods (MFAG) and Emergency Procedures for ships carrying Dangerous Goods (Ems). These Publications are included in the Supplement to the IMDG Code. Also must carry the Material Safety Data Sheets (MSDS) APPENDIX 1 APPENDIX 2 Requirements supplementary to the IMDG Code Forms

M.O. PART 42

CARGO STOWAGE AND SECURING

CSS Code means the Code of Safe Practice for Cargo Stowage and Securing TDC Code means the Code of Safe Practice for Ships carrying Timber Deck Cargoes A notice of Intention to ship cargo, at least 48hrs before commencing to load if: A timber deck Cargo Any large item projecting over the ships side. Any single item over 100 tons mass Containers on deck more than 1 high in not designed for, The owner, Master or agent must furnish to an AMSA Surveyor, a signed Notice of: Name and IMO number of the ship Port and Berth of loading Identity, approx quantity of cargo to be loaded Shipper of the cargo The Shipper must provide the Master with the appropriate information, including : General Description Gross Mass Any relevant special properties Information as required by the CSS Code

a) b) c) d)

a) b) c) d)

a) b) c) d)

Cargo must be loaded, stowed and secured as required by this part and to prevent damage or hazard to the ship and crew and loss of cargo overboard. A surveyor may at any time inspect a ship loading to ensure complies with this Part and further inspections if deemed necessary.
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a) b) c) d) e)

Cargo must not be stowed on deck unless Clear access for accommodation, life-saving appliances, normal work spaces, pilots Accessways at least 60cm wide, of adequate height and clear of obstructions Adequate stability at all times Adequate visibility from bridge Navigation lights not obscured.

APPENDIX

Shippers Declaration

M.O. PART 43 CARGO AND CARGO HANDLING - LIVESTOCK

Must give Notice of Intention to load at least 48hrs before the time the ship will be available for inspection. The notice must include: a) The name of the ship b) Port and Berth c) Description of livestock, type, Number and average Mass d) The type of proposed containment e) Length of voyage in days Must not load until surveyor has carried out an initial pre-loading inspection ensuring complies with this Part or with the Australian Certificate for the carriage of Livestock(Valid for 5 years, annual Endorsement) for the ship and are in a fit state for the proper carriage of the livestock to be loaded. Livestock must not be loaded unless all Certificates required by the Commonwealth Department of Primary Industries and Energy in relation to such carriage have been issued. Also must have permission from a Government Veterinary Officer.

M.O. ORDERS PART 44

SAFE

CONTAINERS

The Container Convention means the International Convention for Safe Containers AMSA means the Australian Maritime Safety Authority, established by the Australian Maritime Safety Authority Act 1990. When a design has been approved, the applicant is entitled to affix: If the container a convention container, a Safety Approval Plate or; If the container a non-convention container, an Approval Plate. A Safety Approval Plate or Approval Plate must comply with: Comply with Appendix 1 Be permanently affixed in a readily visible place and adjacent to any other plate relating to approval for official purposes. In a place where it will not be easily damaged.

a) b)

a) b) c)

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The Owner is responsible for maintaining a container in a safe condition. Containers must be examined initially, & then not later than 5years, & subsequently intervals of not more than 30 months. APPENDIX 1 APPENDIX 2 APPENDIX 3 Safety Approval Plate & Approval Plate Structural safety requirements and tests Examination of containers

M.O. PART 46 M.O. PART 47

OFFSHORE SUPPLY VESSELS OFFSHORE INDUSTRY MOBILE UNITS

M.O. PART 49

HIGH

SPEED

CRAFT

DSC Code means the code of Safety for Dynamically Supported Craft HSC Code means the International Code of Safety for High Speed Craft If an application made in accordance with MO Part 31 (Ship Survey and Certification), an HSC Certificate is to be issued to a high speed craft that complies with the HSC Code. At all times during a voyage, a High Speed Craft must operate in accordance with the HSC Code or DSC Code, as applicable to that craft. The period of an HSC Safety Certificate remains in force is 5 years. The period of a DSC Safety Certificate remains in force is 1 years.

M.O. PART 50

SPECIAL

PURPOSE

SHIPS

Code means the Code of Safety for Special Purpose Ships

M.O. PART 51 M.O. PART 52 M.O. PART 53

FISHING SAILING

VESSELS SHIPS CREWS

EMPLOYMENT OF

Minimum age of 16 years to serve at sea, except unless family employed or approved training ship. The Master must make entries in the official Log Book relating to the following matters: a) A conviction by a legal tribunal of a member of the crew and punishment imposed.
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b) A promotion, including date, rank and increase in wages. c) Misconduct on the Part of an officer. d) If a stowaway onboard details e) Events specified in section 268 of the Nav Act f) Any matter regarding an agreed code of conduct applying to the ship (Master has discretion to make entries about matters other than those required by the Nav Act, regulations and marine orders) An entry in the log book must be signed at the time of entry by Master and by an Officer or another member of the crew. If the ship carries a qualified medical practitioner, an entry relating to death, injury or illness must also be signed at the time the entry is made by the Medical practitioner. An entry made in relation to the effects of a deceased person, also a birth, by Father or Mother and any witness present. A seafarer is entitled to repatriation by appropriate and expeditious means: a) In circumstances provided for in the Nav Act b) In circumstances provided for in the award or other agreed conditions of service. c) The owner bankrupt, sale of the ship, change of registration d) In the event the ship is bound for a War Zone and the seafarer does not consent to go.

M.O. PART 54

COASTAL PILOTAGE

May hold a valid Licence or Restricted Licence which permits certain pilotage duties for the Inner Route, Hydrographers Passage, and the Great North East Channel. For a Restricted Licence must: a) Be a permanent residence in Australia b) Hold a valid certificate as Master Class 1 (MO Pt 3 Seagoing Qualifications) c) Completed not less than 36 months sea service, 18 months during the previous 5 years as Master, OOW or Pilot. d) Completed an approved program of training To be eligible for a licence, a person must: hold a restricted Licence and completed the number of transits as required by this part.

a) b)

Must hold a valid Certificate of medical fitness (MO Pt 9 Health Medical Fitness). A Licence or Restricted Licence, remains current for an initial term of 2 years and may be renewed for 2 years if appropriate transits carried out. The function of a pilot onboard a ship is to provide information and advice to the Master of the ship to assist the Master and the ships navigating officers to make safe passage through the pilotage area or areas for which the pilot is engaged. Despite the presence of a pilot on a ship, the Master of the ship continues to be responsible for the conduct and navigation of the ship in all respects. If a pilot in the course of his or her duty and in good faith: a) Does any Act b) Issues any instructions; or c) Provides any information or advice;
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Resulting in an act or omission affecting the navigation of a ship, the pilot is not personally liable in pecuniary damages for any damage or loss thereby occasioned. (An act is considered not to have been done in good faith if it has been done recklessly and with knowledge that damage might result. Although a pilot is protected from pecuniary damages in most cases, it does not prevent the General Manager from taking action against the Pilots licence)

M.O. PART 55

PUBLICATION OF INSPECTION DATA

AMSA may publish details of a vessel, with regard also to deficiencies, including matters relating to crew welfare and action taken in respect of serious deficiencies.

M.O. PART 56

REEFREP

Reporting system for the waters of the Great Barrier Reef and Torres Strait. This system applies to the following kind of ships: a) vessels 50m or more in length b) Oil, Chemical, Gas carriers, INF Code vessel of any length c) A ship engaged in towing or pushing A or B or 150m or more in length The Master of a ship, which this part applies navigating in the REEFREP Area must report to REEFCENTRE. (When a report is made, information will be provided regarding shipping movements relevant to the safe navigation of that ship). Vessel must make an entry report, final report, Enroute report, defect reports. The primary means of communications for REEFREP is voice on VHF on specified Channels as per Appendix. APPENDIX 1 APPENDIX 2 Information to be reported When and How information is to be reported.

M.O. PART 57

HELICOPTER OPERATIONS

This part applies to the protection of health/injury of persons engaged in un/loading of ships and the safety of persons, including pilots coming or going in connection with transfer operations by helicopter. The Master of a ship must not permit transfer of Person or goods between Helicopter and ship unless; a) Arrangements, equipment, instructions and training provided as necessary and reasonable for emergency evacuation of persons from the vessel and normal operations of the ship. b) Is satisfied equipment maintained and readily available for use, and specified training has been carried out.
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(To meet the requirements, this well be regarded if the following publications followed: a) Australian code of safe practice for Ship-Helicopter Transfers by AMSA b) Guide to Helicopter Ship Operations by International Chamber of Shipping(ICS) ) Every crew member must carry out instructions determined by the Master/owner and generally take such action as is reasonable to ensure helicopter transfers are carried out safely.

M.O. PART 58

INTERNATIONAL SAFETY MANAGEMENT CODE

ISM Code means the International Management Code for the Safe Operation of Ships and for Pollution Prevention Document of Compliance means a document issued to a company in accordance with Ch 9 of SOLAS Safety Management Certificate means a certificate issued to a vessel in accordance with Ch 9 of SOLAS This part applies to a ship registered in Australia and passenger ships, oil, chemical, gas tankers, bulk carriers no later than 1st July 1998. The Master or owner of a ship must not take a ship to sea unless there is a Valid Safety Management Certificate and a copy of a Valid Document of Compliance in respect of the company operating the ship. An inspector may inspect a ship if does not have a valid certificate or believes the safety management system is not properly functioning. A vessel may be detained until the surveyor is satisfied the ships Safety Management System is functioning satisfactorily. If the guidelines satisfied for the safety management system of a company meet the requirements of the ISM code, the manager will issue a Document of Compliance in respect of the company. A Document of Compliance is valid for an initial period of 5 years. Periodical safety management Audits must be carried out within 3 months of the anniversary date of the Document of Compliance. If satisfied in accordance with the ISM code, the manager will endorse the relevant Document of Compliance. Must apply up to 6 months before expiry and if renewed, valid for a further 5 years. If a Document of Compliance has been given and manager satisfied the vessel is operating as per the Safety Management System of the company, a Safety Management Certificate will be issued. Valid for an initial period of 5 years. Safety management Audits must be carried out between the 2nd and 3rd anniversaries of the Safety Management Certificate, and additional audits if the manager deems necessary. If satisfied, the vessel meets the requirements of the ISM code will endorse the Certificate. Must apply up to 6 months before expiry and if renewed valid for a further 5 years. APPENDIX 1 International Safety Management Code (The purpose of this code is to provide an International standard for the safe management and operation of ships and for pollution prevention) APPENDIX 2 Guidelines on Implementation of the International Safety Management (ISM) Code by administrations
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APPENDIX 3

Forms

M.O. PART 59

OFFSHORE SUPPORT VESSEL OPERATIONS

The Master of a ship must not permit off-shore support operations unless arrangements, equipment, instructions and training are provided as necessary for operations in an emergency and appropriate for normal operations. Also maintained and readily available for use, and specified training has been carried out. (This will be regarded as complied with if the following publication followed Australian Offshore support vessel code of Safe Working Practice, published by AMSA) Every crew member must carry out the instructions determined by the Master and generally take action to ensure offshore support operations are carries out safely.

M.O. PART 90

DISCHARGE OF OIL FROM SHIPS - 1954 CONVENTION

M.O. PART 91

MARINE POLLUTION PREVENTION - OIL

Annex 1 means Annex 1 to MARPOL 73/78 IOPP Certificate means an International Oil Pollution Prevention certificate referred to in the Nav Act. MARPOL 73/78 means the international convention for the Prevention of Pollution from ships, 1973. As modified by the Protocol of 1978. (MARPOL can be found in a consolidated edition 1997. IMO) The Pollution Prevention Act means the Protection of Sea (Prevention of pollution from ships) Act 1983 Every Oil Tanker over 150gt, and every other ship over 400gt is subject to the following surveys and inspections: a) An initial survey before an IOPP Certificate is issued b) A renewal survey at intervals not exceeding 5 years, after completion of Initial c) An intermediate survey within 3 months before or after the 2 nd or 3rd anniversary, which will also count as an annual survey. d) An annual survey within 3 months before or after each anniversary date. e) Additional survey as occasion arises(e.g. damage or repair/alteration) The Intermediate and Annual surveys must be endorsed on the IOPP Certificate. The condition of the ships and its equipment must be maintained to conform with Annex 1, to ensure that the ship in all respects will remain fit to proceed to sea without presenting an unreasonable threat or harm to the Marine environment. An IOPP Certificate remains valid for a period of 5 years from the date of issue. If a renewal survey carried out and new certificate cannot be issued, the existing certificate can be endorsed for a further 5 months.
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To notify of a discharge, AMSA contacted by telephone, facsimile, telex or radio, being a message that commences with the code letters POLREP and the name and radio call-sign of the ship. The prescribed form for a harmful substance report is Form MO-91/2. Time where required in the report is to be expressed as UTC. An Oil record book(s) must be carried as required by Annex 1. APPENDIX Forms Form MO-91/1 Notice of Alteration or Damage to An Australian Ship Form MO-91/2 Harmful Substance Report (POLREP)

M.O. PART 92

POWERS OF INTERVENTION - NOXIOUS SUBSTANCES

This part declares substances to be noxious Substances for the purpose of the Protection of the Sea (Powers of Intervention Act) 1981. APPENDIX Noxious Substances (This part basically a list of Noxious Substances)

M.O. PART 93

MARINE POLLUTION PREVENTION LIQUID SUBSTANCES

NOXIOUS

Annex 2 means Annex 2 to MARPOL IPP Certificate means an International Pollution Prevention Certificate for the carriage of Noxious Liquid Substances in Bulk. The Pollution Prevention Act means the Protection of Sea (Prevention of pollution from ships) Act 1983 A ship carrying noxious liquid Substances in Bulk is subject to the following surveys: An initial survey before an IOPP Certificate is issued A renewal survey at intervals not exceeding 5 years, after completion of Initial An intermediate survey within 3 months before or after the 2nd or 3rd anniversary, which will also count as an annual survey. An annual survey within 3 months before or after each anniversary date. Additional survey as occasion arises(e.g. damage or repair/alteration)

a) b) c) d) e)

The Intermediate and Annual surveys must be endorsed on the IPP Certificate. The condition of the ships and its equipment must be maintained to conform with Annex 2, to ensure that the ship in all respects will remain fit to proceed to sea without presenting an unreasonable threat or harm to the Marine environment. An IPP Certificate remains valid for a period of 5 years from the date of issue. If a renewal survey carried out and new certificate cannot be issued, the existing certificate can be endorsed for a further 5 months. To notify of a discharge, AMSA contacted by telephone, facsimile, telex or radio, being a message that commences with the code letters POLREP and the name and radio call-sign of the ship. The prescribed form for a harmful substance report is Form MO-93/2. Time where required in the report is to be expressed as UTC.
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A cargo record book(s) must be carried as required by Annex 2. APPENDIX Forms Form MO-93/1 Notice of Alteration or Damage to An Australian Ship Form MO-93/2 Harmful Substance Report (POLREP)

M.O. PART 94

MARINE POLLUTION PREVENTION - PACKAGED HARMFUL SUBSTANCES

Annex 3 means Annex 3 to MARPOL 73/78 The Pollution Prevention Act means the Protection of Sea (Prevention of pollution from ships) Act 1983 Harmful substance means a substance which is identified as a marine pollutant in the IMDG Code. To notify of an incident, AMSA contacted by telephone, facsimile, telex or radio, being a message that commences with the code letters POLREP and the name and radio call-sign of the ship. The prescribed form for a marine pollutant report is Form MO-94/1. Time where required in the report is to be expressed as UTC. APPENDIX Marine Pollutants Report Form

M.O. PART 94

MARINE POLLUTION PREVENTION - GARBAGE

The Pollution Prevention Act means the Protection of Sea (Prevention of pollution from ships) Act 1983 A surveyor may inspect a vessel if believes not familiar with essential shipboard procedures relating to the prevention of pollution by garbage. He may detain a vessel until satisfied the ship is able to proceed to sea without presenting an unreasonable threat to the marine environment. Vessels over 12m in length must display placards which notify of disposal requirements of Annex 5. Must be in English. Every vessel 400gt and over, must carry a Garbage Management Plan which the crew must follow. A garbage management plan must: a) Provide with procedures for collecting, storing, processing and disposing of Garbage. b) Designate the person in charge of carrying out the plan. c) Be in accordance with Guidelines developed by IMO d) Written in the working language of the crew.
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A vessel over 400gt must be provided with a Garbage Record Book(as specified in the Appendix). Each discharge operation, incineration, must be recorded and signed by the officer in charge. Each completed page must be signed by the Master. Entries must be in English and include Date & time, Position, Description of Garbage, and estimated amount incinerated or discharged. The Garbage Record Book must be kept available for inspection in a reasonable time and preserved for a period of 2 years after the last entry is made. The Master should obtain receipts for Garbage transferred ashore and kept with the Garbage Record Book for 2 years. APPENDIX Form of Garbage Record Book

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