MV BLUEFIN QUALITY MANUAL - Australian Maritime College

MV BLUEFIN QUALITY MANUAL 

Safety Management Plan 

and 

Ship Board Contingency Plan 

Australian Maritime College 

Locked 1399 

Launceston, Tasmania 7250 

Tel: + 61 (0) 3 6324 9640 Fax: + 61 (0) 3 6324 9720

CHAPTER 1 

MV BLUEFIN 

SAFETY MANAGEMENT PLAN 


Locked 1399 


Tel: + 61 (0) 3 6324 9640 Fax: + 61 (0) 3 6324 9720


MV BLUEFIN DOCUMENT CHANGE REQUEST FORM 

Date 

Document Name 

Page No 

Requested Change 

Signed: Master MV BLUEFIN 

Signed: Designated Person Ashore (DPA) 

DISTRIBUTION LIST 

Copy Issued to Date of Distribution by 

Master MV BLUEFIN 

1 Director – AMC Ports and Shipping 

1 Risk Advisor – AMC 

1 Business Services Manager – AMC Search 

5 Master MV BLUEFIN 

REVISION HISTORY 

Rev Date Pages Reason For Issue ORIG Check Approved 

Note: Previous revision history is located in the “Revision History” Folder located 

in the Bridge Document Library and records kept for 5 years. 

Chapter 1: MV BLUEFIN Safety Management Plan Page 1 of 46 

Revised: November 2010


CONTENTS 

DISTRIBUTION LIST ......................................................................................................... 1 

REVISION HISTORY ......................................................................................................... 1 

CONTENTS ....................................................................................................................... 2 

DOCUMENT INTRODUCTION .......................................................................................... 4 

DEFINITIONS/ABBREVIATIONS...................................................................................... 5 

SAFETY INTRODUCTION ................................................................................................ 6 

1.0 INTRODUCTION 

..................................................................................................... 7 

1.1 Line of Responsibility and Project Management Organisation 7 

1.1.1 Introduction .......................................................................................................................... 7 

1.1.2 Project Management ........................................................................................................... 8 

2.0 POLICIES 

............................................................................................................. 12 

2.1 UTAS Occupational Health and Safety Policy 12 

2.2 Alcohol Policy 14 

3.0 SAFETY ORIENTATION/INDUCTION 

.................................................................. 17 

4.0 SAFETY MEETINGS 

............................................................................................ 18 

4.1 Toolbox Meetings 18 

4.2 Weekly Safety Meetings 19 

5.0 REGULATIONS 

.................................................................................................... 20 

6.0 COMMUNICATIONS 

............................................................................................. 21 

7.0 REPORTING SCHEDULES INCLUDING INCIDENTS 

......................................... 22 

7.1 Daily Reports 22 

7.2 Incident Reporting 22 

8.0 AMC ACCIDENTS AND INCIDENTS REPORTING 

............................................. 23 

8.1 Responsibility for Compiling Reports 23 

8.2 Method of Reporting 23 

8.3 Submission of Reports 23 

8.4 Investigation and Review 24 

8.5 Follow-Up Actions 24 

9.0 PERSONNEL 

........................................................................................................ 25 

9.1 Master’s Review 25 

9.2 Selection/Competence 25 

10.0 WEATHER MONITORING 

.................................................................................... 26 

11.0 PERSONAL PROTECTIVE EQUIPMENT 

............................................................ 27 

12.0 INSPECTIONS 

...................................................................................................... 28 

13.0 VESSEL TO VESSEL TRANSFER 

....................................................................... 29 

14.0 MEDICAL FACILITIES 

......................................................................................... 30 

15.0 WORK ON DECK 

................................................................................................. 31 

16.0 LAUNCHING AND RECOVERY OF TOWED EQUIPMENT 

EQUIPMENT................................. 32 

17.0 JOB SAFETY ANALYSIS 

..................................................................................... 34 




18.0 MANAGEMENT OF CHANGE 

.............................................................................. 35 

19.0 ENVIRONMENTAL ISSUES 

................................................................................. 36 

20.0 OIL SPILL CONTINGENCY PLAN 

....................................................................... 38 

20.1 Introduction 38 

20.2 National Plan Objectives 38 

20.3 Safety Priorities 38 

20.4 National Plan Divisions of Responsibility 38 

20.5 National Plan Operations 39 

20.6 Oil Spill Response 39 

21.0 MARINE FAUNA 

................................................................................................... 40 

22.0 SHIPBOARD POLICIES 

....................................................................................... 42 

List of Appendices: 

Appendix 1 Bridge Related Documents 

Appendix 2 Engine Room Documents 

Appendix 3 Deck Operation Documents 

Appendix 4 Check List Documents 

Appendix 5 Student Training Related Documents 

Appendix 6 Permits to Work Documents 

Appendix 7 Specification/Survey Documents 

Appendix 8 Reporting 

Appendix 9 Register of Shipboard Logs 




DOCUMENT INTRODUCTION 

The Motor Vessel (MV BLUEFIN) is operated by AMC. 

The AMC is an institute of UTAS. The vessel is also used by AMC Search which is an 

AS/NZS ISO 9001:2008 accredited company and has a vessel Health, Safety and 

Environmental Management System that complies with the International Marine 

Organisation’s (IMO) International Safety Management (ISM) Code. 

AMC Search is the commercial arm of the Australian Maritime College which is based in 

Launceston, Tasmania. 




DEFINITIONS/ABBREVIATIONS 

The following definitions/abbreviations may be found in this document and/or other 

referenced documents. 

Vessel Owner - UTAS 

Medivac - Medical Evacuation 

AMC - Australian Maritime College 

AMOSC - Australian Marine Oil Spill Centre 

AMRCC - Australian Maritime Rescue Co-ordination Centre 

AMSA - Australian Maritime Safety Authority 

DPA - Designated Person Ashore 

FAC - First Aid Case 

HAZID - Hazard Identification 

HAZOP - Hazard and Operability Studies 

ISO - International Standard Organisation 

JSA - Job Safety Analysis 

LTIFR - Lost Time Injury Frequency Rate 

MARPOL - International Convention for the Prevention of Pollution from Ships, 

73/78 

MOSAP - Marine Oil Spills Action Plan 

MTC - Medical Treatment Case 

NM - Near Miss 

OHS&E - Occupational Health Safety and Environment 

PPE - Personal Protective Equipment 

Rep - Representative 

SMS - Safety Management System 

SOLAS - International Convention or the Safety of Life At Sea 

SOP - Standard operating Procedure 

SOPEP - Shipboard Oil Pollution Emergency Plan 




SAFETY INTRODUCTION 

Objective 

The prevention of accidents and injury is the primary objective on this and all AMC 

operations, and great importance is placed on ensuring and maintaining the health and 

safety of employees. Furthermore, AMC wishes to protect all persons with whom 

employees may have association during work activities. It is therefore the policy of AMC 

to observe and comply with all statutory provisions and to take any additional measures 

that it sees fit in the pursuance of safety. 

Individual Responsibility 

All employees of the Australian Maritime College are: 

• responsible to themselves, their families, and their fellow workers to apply safeminded, 

common-sense practices to all work habits. 

• required to co-operate in implementing the requirements of all Health, Safety and 

Environmental laws, codes of practice, and work instructions. 

All personnel should: 

• challenge and report all unsafe acts, accidents, and near misses - when they occur - 

to their immediate supervisor. 

• refrain from any action or omission or anything that constitutes a danger to any 

person and are to be alert to such dangers, advising their immediate supervisor. 




1.0 INTRODUCTION 

Safety management applies to all personnel, we have a personal responsibility both as a 

‘team’ and as individuals to unsure that Safety receives the highest priority in all 

operations. 

Offshore operations are a potentially hazardous environment and this Safety Management 

Plan has been developed to cover AMC personnel and operations at sea on board the 

vessel. 

Effective ‘self-policing’ of the Plan is encouraged. 

The requirements of this Safety Management Plan are supplementary to the OHS&E 

legislation and is the minimum requirement for the management of AMC Safety and 

Health on the project. 

This document is not intended to supplant or override current legislation. It is 

AMC’s intention to comply with whichever require the greater compliance. 

Other documents that will be referred to and be present on the vessel are: 

• Shipboard Contingency Plan 

• AMC Hazardous Goods and Substances Manifest (HGSM) 

1.1 Line of Responsibility and Project Management Organisation 

1.1.1 Introduction 

The Australian Maritime College is convinced that prevention of accidents and 

preservation of the environment are essential to the efficient operation of its business. The 

well-being of our own and Sub-contractor employees as well as our students are a major 

factor in all facets of our business since people are our most valuable asset and their 

safety is a prime consideration. 

Although the responsibility for safe operations and a safe place to work rests clearly with 

all sections of the management, every employee and Sub-contractor must recognise his or 

her responsibility to ensure the safety of themselves and others. AMC will ensure that the 

Health and Safety, and Policies are pursued with diligence and that everyone is aware of 

their responsibilities. 

To this end, the AMC has defined set objectives that we as an institution are striving to 

meet. These objectives include: 

• The prevention of all injuries in the workplace. 

• To provide a Safe and Healthy workplace. 

• To eliminate all discharges and emissions that could have a detrimental effect on the 

environment. 

• To establish and maintain safe and environmentally sound working procedures and 

practices throughout its operation. 




• To comply with all statutory obligations concerning Health, Safety and the 

Environment. 

• To provide training for all personnel to enable them to work safely and avoid damage 

to the environment. 

• To develop a high degree of health, safety and environmental awareness among all 

staff. 

• To provide and maintain procedures for effective response to any emergency that 

may befall our personnel and/or equipment at any of the locations that they may find 

themselves. 

• To maintain and monitor AMC performance. 

Safety is the preservation of Life, Property and Natural resources from accidental loss. To 

aid in accomplishing these objectives, every person involved must realise the potential 

consequences of accidents and environmental damage and comply with those restraints 

necessary to prevent them. 

1.1.2 Project Management 

AMC policy is that OHS&E matters are the responsibility of line management, even though 

Safety Advisors or Co-ordinators may be appointed within AMC. The Principal's Policy 

Statements, included at the front of this document, make it clear that responsibility is 

delegated down through the normal management tree, in such a way as to place the onus 

firmly on each supervisor for safe operation within his own section or department of 

activity. 

The Principal has delegated responsibility through Director NCPS. to the Vessel’s Master. 

All field activities associated with the mobilisation, operation and demobilisation for the 

vessel at sea are therefore under the direct control and responsibility of the Master. The 

Master has full authority to stop work or any part of the operation associated with the 

vessel on safety grounds if he believes that by not doing so will or may present an 

unacceptable risk. 

Responsibilities of personnel for OHS&E are: 

Onshore 

The Principal • Defining College Targets 

• Implementing the strategy and the systems 

• Reviewing and correcting at local level 

AMC Risk Advisor • Acting as a focal point for OHS&E and Risk Management 

within AMC 

• Assisting the NCPS 

• Increasing employee safety and environment awareness 

• Promoting health and safety commitment within AMC 

• Compiling company safety statistics 

• Obtaining and controlling reports 

• Preparing local documentation 

• Undertaking inspections and audits as required 

• Investigation of Incidents/Accidents as required 




AMC Search • Overall operational control of Contracted projects 

• Safety co-ordinator for Contracted projects 

• Contract Project logistics support 

• Focal point for client contact 

OFFSHORE 

Vessel Master • In command of the vessel 

• Has overall responsibility for the safety of the vessel and 

ALL personnel onboard 

• Maintain vessel Safety Management System/Plan 

• Ensuring compliance with all statutory requirements 

• Manage/review SOPs and JSAs, risk assessment (as 

required) 

• Ensuring compliance with all vessel Owner/Operator, AMC 

and Client/s safety philosophies and procedures 

• Nominated vessel OHS&E Rep/Advisor 

• Holding vessel safety drills and meetings 

• Compiling Accident and Incident Reports as appropriate. 

• Reporting all accidents, incidents and hazards to vessel and 

AMC management 

• Investigation of all accidents, incidents and hazards 

• Wearing of appropriate PPE 

• Advising fellow employees of hazardous situations 

• Promoting a mature approach to working safely 

• Promotion of health and safety awareness amongst all 

employees 

DPA • Assist Vessel’s Master to maintain AMC Safety Management 

Plan/System 

• Ensuring compliance with all Client/s project safety 

philosophies and procedures 

• Ensuring compliance with all statutory requirements 

• Nominated AMC Offshore Operations OHS&E Rep/Advisor 

• Undertaking inspections and audits as appropriate 

• Attendance at appropriate vessel safety meetings 

• Participation in and adherence to all safety instructions, 

procedures and safety activities on the vessel 

• Regular review of offshore operations JSAs and Risk 

Assessor 

• Reviewing Accident and Incident Reports 

• Reporting all accidents, incidents and hazards to management 

and statutory authorities 

• Investigation of all accidents, incidents and hazards 

• Responsible for liaison with Client’s Offshore Reps 



• Presenting a mature approach to working safely 




• Promotion of health and safety awareness amongst all 

employees. 

AMC Personnel • Compliance with vessel and AMC Safety Management 

Systems/Plans 

• Compliance with all Client/s and vessel safety philosophies 

and procedures 

• Compliance with all statutory requirements 



• Attending appropriate safety meetings 

• Participation in JSA preparation and review 

• Reporting all incidents, accidents and hazards to Vessel 

Master and Risk Advisor 




Vessel Crew • Compliance with vessel and AMC Safety Management 

Systems/Plans 

• Compliance with all Client/s and vessel safety philosophies 

and procedures 

• Compliance with all statutory requirements 



• Attending appropriate safety meetings 

• Participation in JSA preparation and review 

• Reporting all incidents, accidents and hazards to Vessel 

Master and Risk Advisor 




All personnel have a responsibility both to themselves and to AMC for their own safety and 

for the safety of equipment and property within their area of responsibility. Supervisors at 

all levels have personal and individual responsibility for the safety of each person under 

their supervision, direction, or control. Accident prevention is an important part of every 

supervisor’s job. 

Each member of the crew has a responsibility for acting safely in his day-to-day work, and 

for reporting unsafe situations to his supervisor at the earliest opportunity. 

The Contractor’s Safety Organisation is shown overleaf. 




MV BLUEFIN LINE OF RESPONSIBILITY 

AMC Principal / 

Pro Vice Chancellor 

Malek Pourzanjani 

AMC Director 

Ports and Shipping 

John Lloyd 

Designated Persons 

Ashore 

John Lloyd 

David Waldron 

Master BLUEFIN 

Vessel Crew 




2.0 POLICIES 

2.1 UTAS Occupational Health and Safety Policy 

This policy is located at: 

http://www.human-resources.utas.edu.au/__data/assets/pdf_file/0011/8687/ohs.pdf 







2.2 Alcohol Policy 

This policy is located at: 

http://www.human-resources.utas.edu.au/__data/assets/pdf_file/0003/8688/alcohol.pdf 










3.0 SAFETY ORIENTATION/INDUCTION 

All AMC personnel shall attend an induction meeting to introduce them to the health and 

safety requirements of the project. The induction meeting shall aim to make personnel 

aware of safety and environmental regulations and systems to assist them in carrying out 

their work in a safe manner, at all times regarding their own safety, that of their colleagues, 

the environment and other personnel onboard the vessel. 

Induction meetings for all AMC personnel will be undertaken as follows: 

Project Induction, at AMC, that will: 

• Acquaint personnel with the site, the nature of the project, the method for identifying 

and eliminating hazards (Hazard Analysis and JSA), the hazards that personnel may 

encounter, the tools, plant and equipment and safe practices to be used to minimise 

incidents. 

• Review of the Safety Management Plan. 

• Review the contents of Health and Safety manuals, stressing the sections applicable 

to personnel and the project. 

• Advise of the requirements for working safely and that failure to follow safe practices 

may result in disciplinary action and removal from the vessel. 

• Reporting procedures in the event of an incident. 

• Emergency procedures on board the vessel. 

Vessel Induction, on the vessel, that will address: 

• Vessel layout 

• Emergency procedures 

• Location of emergency equipment 

• Location of fire fighting equipment 

• Location of life saving equipment 

• Muster stations 

• Hazards that may be encountered and safe practices to be used to minimise 

incidents 

• First Aid procedures 

The conduct of the vessel safety orientation/induction should be noted on the appropriate 

vessel induction record sheets. 

Chemicals or hazardous goods cannot be brought onboard without permission of the 

Master, MSDS must be provided. 




4.0 SAFETY MEETINGS 

Face to face meetings, both formal and informal, are an essential part of the Safety 

Management System (SMS) process. 

OHS&E meetings will be held as follows: 

Department/Mob Meeting Prior to personnel 

departing AMC for sea 

Depart/Mobilisation 

Meeting 

FREQUENCY COMPRISED OF 

Prior to commencement of 

equipment mobilisation 

Toolbox Meetings Daily and/or at shift changes and 

following an incident to report the 

findings of the Incident 

investigation. 

Note: Dot point minutes to be 

taken and noted in Ship’s Log. To 

be noted on Weekly/project Safety 

reports. 

Safety Meetings The first meeting is to be held prior 

to the vessel departure. 

This first meeting should be held in 

conjunction with the vessel 

emergency drill immediately on 

departing port. Following the first 

meeting, the frequency of follow on 

meetings will depend on voyage 

duration and nature of activity. To 

be determined by Master. 

Minutes are to be taken for this 

meeting. 

Job Safety Analysis and 

Risk Assessments 

Change of task 

Critical activity 

Significant hazards noted 

Incident Investigation Within 24 hours of Incident 

occurring 

4.1 Toolbox Meetings 

Vessel’s Master. 

DPA 

Vessel’s Master 

Chief Engineer 

Vessel personnel 

Client/s Representative 

Others as required 

Vessel’s Personnel 


Vessel Master 

Vessel personnel 

Client/s Representative Others 

as required 

Vessel’s Crew 

Operating teams and other 

specialist advisors 

Vessel Master 

Client/s Representative 


Toolbox meetings shall be held at each shift change and should include the following 

items: 

• Work activities undertaken during previous shift 

• Anticipated work to be undertaken during next shift 

• Any hazards that have not been actioned 

• Individual concerns of employees 

• Any problems experienced during the previous shift 




In addition to shift change Toolbox meetings, a Toolbox meeting, which should be no 

longer than fifteen minutes duration, shall be held on site following an incident and/or as 

required and items covered shall include, but not be limited to: 

• Review of injury and accident reports 

• Items of general safety importance to the site 

• Areas of safety interest to meeting participants 

• Project safety rules and policies 

• Systems and procedures 

Toolbox meetings shall also be used as an educational forum to improve employee’s 

knowledge and understanding of health and safety systems and rules and requirements. 

4.2 Weekly Safety Meetings 

Safety meetings should discuss OHS&E issues that are associated with the provision of 

services by AMC and vessel operations. The meeting should be minuted and should 

include a corrective action list, including completion dates and persons responsible for 

ensuring satisfactory completion of action items. Copies of the minutes should be 

distributed to the Vessel Master, DPA and AMC Risk Advisor. 




5.0 REGULATIONS 

AMC will abide by all relevant Commonwealth and State Government regulations 

applicable to the operations to be undertaken by AMC. 

Some of the regulations applicable: 

• Commonwealth of Australia Navigation Act 1912 (Division 14 Part IV) 

Australian Ship Reporting System (AUSREP) 

Small Craft Australian Ship Reporting System (SC AUSREP) 

• The International Convention for the Safety of Life at Sea (SOLAS) 1974 

Consolidated Edition, 1997 and 1996 Amendments 

• Schedule 7 – Occupational Health and Safety (part of the 1967 P(SL)A) 

(Commonwealth) 

• Australian Maritime Safety Authority National Contingency Plan to Combat Pollution 

of the Sea by Oil 

• International Convention for the Prevention of Pollution from Ships (MARPOL 73/78 

Consolidated Edition, 1997) 




6.0 COMMUNICATIONS 

The primary communication process in the safety organisation is one-to-one contact 

between a person and his/her immediate superior and subordinate. The ‘Chain of 

Command’ is also a ‘Chain of Communication’. 

Matters such as policy changes will be published by senior management, and may be 

issued in the form of a circular to all staff, but it is the responsibility of each manager and 

supervisor also to explain the content and intention of the matter to his/her immediate 

subordinates. 

Both written and verbal communication is appropriate, depending on the geographical 

location of the parties. 




7.0 REPORTING SCHEDULES INCLUDING INCIDENTS 

7.1 Daily Reports 

The daily report is to be sent to the DPAs by the Vessel Master and wherever possible will 

be sent prior to 12.15 mid-day. 

It is to refer to the preceding 24 hour period and is to contain a section on safety. The 

safety section should itemise the following: 

• Incidents 

• Injuries 

• Near-misses 

• Identified safety hazards 

• Record of safety drills 

• Safety meetings held 

7.2 Incident Reporting 

An ‘Incident’ is an unplanned event that causes or could have had potential to cause injury 

or damage to personnel or property and involves: 

• Any personnel of AMC in the course of their employment, and; 

• Occurs at a place under the control of the Client/s, or AMC while engaged in activities 

related to the project, or; 

• Involves operations of the Client’s, or AMC’s property, plant or equipment. 

The Client/s shall be advised immediately by the Vessel’s Master and AMC of any 

accident/incident or near miss. The Vessel’s Master and Client/s Representative are to 

conduct an investigation as to the causes of all Incidents and record the information on 

the UTAS Incident Form. A copy of the UTAS Incident Form must be supplied to AMC 

within 24 hours of the occurrence of the Incident and shall include recommendations to 

avoid a recurrence of the Incident. Refer to http://www.amc.edu.au/occupational-healthsafety 

& (select Incident Form). Any offshore operation hazards identified during the 

investigation will be rectified by AMC and procedures amended accordingly. 




8.0 AMC ACCIDENTS AND INCIDENTS REPORTING 

It is a requirement that reports are to be submitted in the following circumstances: 

• Vessel accidents involving personnel whether on duty or not, and whether injured or 

not. 

• Personal injury (a) to any person whilst on AMC premises or AMC business, or 

travelling to or from AMC business or place of work; or (b) to a non-employee, if the 

action of an employee whilst on an AMC activity or using AMC property may have 

been a contributory factor. 

• Property Damage to property that is (a) owned by, hired by, or is the responsibility 

of, AMC, whether or not it is being used on AMC business at the time, or (b) owned 

by any other party and which has been affected by the actions of AMC or any 

employee. 

• Near misses in the above three categories. 

Depending on what happened, reports in more than one of the above categories may be 

required for the same event. 

8.1 Responsibility for Compiling Reports 

For accidents and incidents on board, it is the responsibility of the Master to arrange for 

the accident report to be compiled, irrespective of who may technically employ the 

person(s) involved. This reporting process must be completed within 24 hours of the 

accident and, wherever possible, the report must be reviewed locally by the DPA. 

8.2 Method of Reporting 

To ensure consistency of information within the AMC, the proper reporting forms are to be 

used at all times to report incidents/accidents involving AMC personnel/operations. These 

forms are: 

AMC Hazard Report To be used when no injury or 

vessel damage is sustained, but 

AMC Incident Accident 

Report 

AMSA Incident Alert 

Form 18 

AMSA Incident Report 

Form 19 

8.3 Submission of Reports 

when an incident has occurred. 

For use in every event of 

personal injury, however and 

whenever sustained, except 

those classified as First Aid 

Cases. 

http://www.amc.edu.au/occupational-healthsafety 

& (select Hazard Report Form) 

http://www.amc.edu.au/occupational-healthsafety 

& (select Incident Form) 

4 hours http://www.amsa.gov.au/Forms/ship_ops.as 

p & (select Form 18) 

72 hours http://www.amsa.gov.au/Forms/ship_ops.as 

p & (select Form 19) 

All reports are to be submitted in the first instance to the DPA, who is to advise the AMC 

Risk Advisor of the facts. 




The AMC Risk Advisor is to send a copy of all reports to the Director NCPS and is to log 

the report in the appropriate register. 

8.4 Investigation and Review 

Investigations and Reviews are not primarily intended to apportion blame, but to make 

more generalised deductions which can lead to improved safety performance within AMC. 

The Vessel Master and Client/s Representative are to conduct an investigation as to the 

causes of all Incidents and record the information on the appropriate AMC form (see 

Appendix E). A copy of the AMC form must be supplied to AMC within 24 hours of the 

occurrence of the Incident and shall include recommendations to avoid a recurrence of the 

Incident. 

Depending on the seriousness of the incident, a formal investigation may be conducted by 

AMC, the Client/s and any other interested party. 

All accident and incident reports are to be reviewed by AMC Management. 

Where appropriate, AMC will review any accident, incident, or investigation report. 

8.5 Follow-Up Actions 

Reviews of accidents and incidents can be expected to recommend either changes to 

procedures or work instructions, improved control of processes, additional or re-directed 

training, etc. 

It is particularly important that those who provide reports describing near misses or 

dangerous occurrences are made aware that action to resolve the original problem has 

been considered at an appropriate level, and action has been taken where necessary. 




9.0 PERSONNEL 

9.1 Master’s Review 

The Master’s review will be conducted in December of each year, on completion the review will be 

sent to the DPA for evaluation and reply then forwarded to senior management within AMC. 

The Master’s review will contain the following information: 

• Deficiencies and recommendations of the Safety Management System. 

• Results of internal and external safety audits. 

• Accidents and incidents, operational risks and hazardous situations. 

• Reviews conducted on work instructions SOPs and JSAs. 

• Crewing and crew training. 

• Condition of the vessel and equipment. 

• Support of and communication with management. 

9.2 Selection/Competence 

Marine crew for the survey are provided by the vessel operator to meet the requirements 

of the Australian Maritime Safety Authority (AMSA) Marine Orders for vessel operations. 

All marine crew provided by the vessel operator to have Seagoing Qualifications in 

accordance with Australian Maritime Safety Authority (AMSA) Marine Orders Part 3. 




10.0 WEATHER MONITORING 

The work area is prone to Gales/Storms, the risk varying with the time of year. The high 

risk period is between May and September, so the weather situation will be continually 

monitored, so that appropriate action can be taken if required. 




11.0 PERSONAL PROTECTIVE EQUIPMENT 

Personal protective equipment (PPE) shall be worn on the vessel as directed by the 

Vessel Master, will comply with the relevant Australian Standards. 




12.0 INSPECTIONS 

On completion of vessel mobilisation and prior to the vessel departing point of 

mobilisation, a ‘Walk-Around’ of the vessel is to be carried out by the Client/s 

Representative and Vessel Master. The ‘Walk-Around’ is to check that the installation of 

offshore equipment has not induced any unidentified safety hazard and that all equipment 

is secured for sea. 




13.0 VESSEL TO VESSEL TRANSFER 

The majority of vessel-to-vessel transfers will be between BLUEFIN and the workboat, 

should the requirement exist then the following is to be observed. 

Transfers between vessels are only to be carried out following careful assessment of the 

prevailing conditions at time of transfer by both Vessel Masters. BOTH Vessel Masters 

MUST agree that the transfer of personnel and equipment can be carried out in a safe 

manner before the transfers commence. 




14.0 MEDICAL FACILITIES 

The BLUEFIN has limited medical facilities onboard. The vessel’s medical locker is 

maintained to Scale 2B. 

The Vessel Master has overall responsibility for initial attendance or treatment of any 

illness, injury and medivac. 




15.0 WORK ON DECK 

Particular care is required when handling any overside equipment and the Vessel’s Master 

is to ensure that the correct and safe procedures are understood and implemented for all 

back deck work. 

Those working on the back deck during operations are reminded that: 

• Coveralls should be worn 

• Non-slip safety footwear is to be worn 

• Lifejackets are to be worn by anyone near any opening in the guard railing or 

bulwarks, or when outboard of either of these 

• Nobody should be on the back deck alone 

• Hard Hats to be worn when items are being lifted. 




16.0 LAUNCHING AND RECOVERY OF TOWED EQUIPMENT 

Injuries have occurred in the past when heavy loads are lifted off the deck prior to swinging 

over the side or stern. Steadying lines should always be used, even in calm weather, so 

as to minimise unwanted movement of the load. 

Launching 

Site survey equipment is launched in compliance with manufacturers’ operation manuals. 

Prior to deployment a visual inspection is made, and tests are performed of all systems. 

Before equipment is deployed the weather conditions are assessed for operating 

tolerances. The conditions are likely to be out of tolerance when the weather or sea state 

causes any of the following: 

(i) When vessel motion is such that there is a risk to personnel or equipment during 

potential launch or recovery operations. 

(ii) Line keeping by the vessel is out of specification. 

(iii) The recorded data is of a poor quality and thus no longer meets the specifications. 

Once the weather conditions are suitable for site survey operations, overside equipment is 

deployed in a pre-determined sequence to minimise entanglement, and the risk of injury to 

personnel. Apart from the seismic streamer that is deployed directly from the streamer 

winch, all sensor and source tow cables are deployed through blocks either suspended 

from the 'A' frame type gantry, or from davits provided for the purpose. All lifting points 

have been load tested. Only essential personnel are on the back deck at this time. 

Personnel working on deck should wear the specified clothing, e.g. overalls, correct safety 

boots with non-slip soles, good working gloves, if appropriate, flotation devices in the 

areas marked, and hard hats. 

Before any equipment is launched or recovered, the officer of the watch is informed. If in 

his opinion, or in his absence that of his nominated deputy, it is not safe due to weather 

conditions to launch or recover equipment, the action must not be allowed to take place. 

Immediately prior to deployment of any equipment, the bridge, engine room and duty 

personnel are informed through the intercom system or hand held radios. 

The speed of the vessel during launching will be kept as low as possible for the equipment 

being launched. 

Recovery 

Future expected weather conditions should be considered so that overside equipment may 

be recovered before deteriorating weather conditions get too bad to allow safe recovery. 

Site survey equipment is recovered in compliance with manufacturers’ operation manuals, 

in a pre-determined sequence to minimise entanglement, and the risk of injury to 

personnel. Only essential personnel are on the back deck at this time. 




Immediately prior to retrieval of any equipment, the bridge, engine room and duty 

personnel are informed through the intercom system or hand held radios. 




17.0 JOB SAFETY ANALYSIS 

The purpose of Job Safety Analysis (JSA) is to: 

• Identify potential hazardous conditions and means of their control 

• Form the basis for the development of safe procedures 

• Assist in training employees in job procedures 

• Identify more efficient methods of performing work 

JSAs are prepared by: 

• Breaking the Job down into steps 

• Identifying the potential hazards associated with each step 

• Identifying hazard controls/safe work procedures 

Stages of a JSA should be: 

1. Identify the job to be analysed. 

2. Review any existing JSAs 

3. Break the job down into steps 

4. Identify the hazards and risks associated with each step and who or what might be 

harmed 

5. Assess the potential of each hazard 

6. Develop solutions to eliminate or control the potential hazards 

7. Consider the effect of CHANGE in all of the above stages 

8. Record the JSA 

9. Review the job on completion and update the JSA as necessary 

Prior to the commencement of all operations/deployments for the first time, and any 

changes to procedures, the JSAs are to be reviewed for suitability for the prevailing 

conditions. 

JSA meetings and subsequent review of JSAs are to be documented in Safety Meeting 

Minutes. 

JSAs are dynamic documents and will be updated as new equipment and/or prevailing 

conditions change. 

The JSAs contained at Appendix 6.1 are intended as a guide for formulating the project 

specific (on-site) JSAs. 




18.0 MANAGEMENT OF CHANGE 

Changes of personnel, equipment, processes and procedures have the potential for 

adverse effects on occupational health, safety and the environment (OHS&E) if not 

managed correctly. 

Effective Management of Change is pivotal to ensuring safe operations. 

The degree to which change procedures are likely to be subject of formal control will be a 

function of the extent of the change required and the risk associated with the operation. 

The following types of change require formal control mechanism: 

• Modification to company owned plant and equipment 

• Proposed changes in operating procedures that take equipment outside of design 

operating parameters 

• Significant change request in the course of offshore operations 

• Significant change to maintenance procedures 

• Significant change to organisation structures 

When a change of personnel, equipment, process and/or procedure has been identified, 

the OHS&E issues should be reviewed according to the nature of the change and potential 

consequences and risk assessments. 

In reviewing the change the following should be addressed: 

• Identification and documentation of the proposed change and its implementation. 

• Responsibility for reviewing and recording the potential OHS&E hazards from the 

change or its implementation. 

• An assessment of the effects of the proposed change and on inter-related or 

associated facilities or operations. 

• Planning for the implementation of that change, including adequate documentation of 

the change. 

• Any special precautions required to maintain safe operations during implementation 

of the change. 

• Documentation of the agreed change and implementation procedure, including: 

o Measures to identify OHS&E hazards and to assess and reduce risks and 

effects; 

o Communication and training requirements; 

o Time limits, if any; 

o Verification and monitoring requirements; 

o Acceptance criteria and action to be taken if breached; 

o Authority for approval to implement the proposed change. 

During the course of offshore operations, should a significant change be required, the 

Vessel’s Master is to discuss the change with the client's on-site representative, document 

and forward to AMC Risk Advisor and DPA for review/approval. 




19.0 ENVIRONMENTAL ISSUES 

Water 

Drinking water supplies, biological habitats and recreational usage depend on water 

quality; therefore, surface and groundwater should be safeguarded by careful practices in 

the field. 

Vegetation 

Accessing and operating within an area may require some temporary alteration to 

vegetation. This should be minimised because disturbance to vegetation may result in 

subsequent erosion and can raise aesthetic issues. Cutting down or driving over 

vegetation can also affect feeding and nesting of animal wildlife. 

Animal Wildlife 

Operators should be alert to the presence of animal wildlife in an area during geophysical 

activities, which may cause temporary relocation of animals. Care should be taken to avoid 

adversely affecting nesting, feeding and migration. 

Aquatic Life 

At times it may be necessary to adjust geophysical operations due to effects on aquatic life 

such as migratory and breeding areas and seasons. Local authorities, experts, and/or 

agencies should be contacted for information early in the planning process. Coral reefs 

require special avoidance plans, particularly with respect to energy sources, recording 

cables, and anchoring. Consider noise and boat speed effects on aquatic life. 

Erosion 

Erosion is a gradual, natural process caused by wind and water. Altering surface 

conditions can change the rate and pattern of the erosion process. Erosion control 

measures can reduce the effect of operations, particularly in areas with steep slopes, high 

winds, rapid water flow or freezing and thawing weather conditions. 

Air 

Emissions and noise are factors that can disturb wildlife and humans. Emissions include 

exhaust and odours from engines, camps and incinerators. Properly designed, maintained 

and operated equipment can reduce these effects. 

Waste 

Waste materials may include petroleum products and solvents, general camp wastes such 

as food, trash and sewage, and equipment wastes such as worn-out parts. While some 

wastes can be disposed of properly on site, some will require transportation to an 

authorised recycling or disposal facility. 




Cultural and Subsistence 

Varying cultures will be encountered by geophysical crews. Local customs, traditions and 

religious beliefs should be considered while planning and conducting an operation. 

Communication with area residents can often minimise concerns. 

Commercial and Recreational Activities 

Existing commercial and recreational activities are generally compatible with geophysical 

operations. Communication with area users can improve co-ordination among parties, 

whether on land or water. 




20.0 OIL SPILL CONTINGENCY PLAN 

20.1 Introduction 

AMC is aware of the environmental damage that may occur from an oil spill and as such 

we will strive always to carry out our work in the manner best calculated to minimise the 

risk of oil spills. 

Australia has in place a national strategy to respond to marine oil spills, this is known as 

the National Plan to Combat Pollution of the Sea by Oil (National Plan). The purpose of 

the National Plan is to maintain a national integrated Government and industry 

organisational framework capable of effective response to oil pollution incidents in the 

marine environment. 

In addition to the National Plan, AMC has in place an Oil Spill Contingency Plan located in 

Chapter 2, Section 6.11. 

The National Plan is managed by the Australian Maritime Safety Authority (AMSA). 

20.2 National Plan Objectives 

The National Plan provides a national framework for responding promptly and effectively to 

marine oil pollution incidents by designating competent national and local authorities. 

20.3 Safety Priorities 

In the event of an oil spill from the vessel the following safety priorities will be followed: 

• Personnel safety 

• Prevention of fire 

• Eliminate the source of the spill 

• Protection of the environment. 

20.4 National Plan Divisions of Responsibility 

The lead agency/organisation responsible for providing a response to marine oil spills is: 

• At oil exploration rigs, platforms and pipelines. 

The relevant oil Company with assistance, as required from the National Plan State 

Committee or AMSA, depending on area of jurisdiction. 

• At oil terminals. 

The relevant oil Company under the industry Marine Oil Spills Action Plan (MOSAP) 

arrangements, unless the response is beyond the capability of its resources, in which 

case responsibility is transferred to the respective State/Territory through the National 

Plan State Committee, with assistance from AMSA as required. Ultimate 

responsibility for coastal waters and foreshore areas rests with the State/Territory 

and oil companies are required to enter into pre-designated response arrangements 

with that agency in each Sate/Territory. 




• In ports (other than oil terminals) and within the three-mile coastal waters limit. 

The responsible State/Territory authority through the National Plan State Committee, 

with assistance from AMSA as required. 

• Beyond the three-mile coastal waters limit. 

The Commonwealth through AMSA, except in those incidents when oil is likely to 

come ashore. In these circumstances, the State/Territory through the National Plan 

State Committee will be the lead authority for protecting the coastline while AMSA 

assumes responsibility for the ship operational matters, such as salvage. 

• In the REEFPLAN area of the Great Barrier Reef. 

The Queensland Government through the National Plan State Committee, with 

assistance of AMSA as required. 

20.5 National Plan Operations 

The National Plan operations are based on a three-tiered response arrangement as 

follows: 

• Tier 1 

Small local spills, less than 10 tonnes. 

Such incidents are usually associated with ship transfer or bunkering operations at a 

jetty, pier or mooring and around waterside storage tanks. 

• Tier 2 

Medium spills, local or at some distance from operational centres, 10 to 1000 tonnes. 

These incidents are typically associated with shipping incidents in ports or harbours, 

estuaries or coastal waters, but could be near-shore exploration and production 

operations. 

• Tier 3 

Large spills, greater than 1000 tonnes. 

This covers major incidents, normally involving oil tankers or other vessels having 

large amounts of bunker oil. 

20.6 Oil Spill Response 

In the event of an oil spill from the vessel, the response will be as per the vessel’s 

Shipboard Contingency Plan (Chapter 2) and SOPEP Manual. 




21.0 MARINE FAUNA 

It is recognised that seismic surveys have the potential to impact on marine life such as 

mammals, fish, turtles, corals and other invertebrates, plankton and birds. However, 

research on the effects of seismic surveys on marine fauna indicates that seismic firing 

affects only a few faunal groups and only for a limited duration. The susceptibility of biota 

to seismic surveys may vary throughout the life-cycle of the fauna, as a function of their 

distribution, anatomy and behaviour. For those fauna identified as being more susceptible, 

environmentally sound operational procedures are necessary to avoid or reduce the 

potential impacts. 

Seismic surveys in Australia are carried out using airguns, AMC do not operate any 

airguns during drilling rig geo-hazard site surveys. 

When required to determine sub-seabed information during drilling rig geohazard site 

surveys, AMC use a ‘Boomer Plate’ to produce the sound. ‘Boomer Plates’ used by AMC 

are electromechanical sound producing devices that consist of an electrical coil which is 

magnetically coupled to the plate (metallic disc) which is behind a rubber diaphragm. 

Energy contained in the surface electrical storage capacitors discharge into the coil, 

causing induced currents in the plate that result in an outward force. The rubber 

diaphragm forces the plate back slowly against the coil after each repulsion. The resultant 

acoustic pressure pulse is broad spectrum in nature. 

Environment Australia documents suggest that sound levels over 140db may significantly 

disturb whales that are present. Sound levels from ‘Boomer Plates’ used by AMC are 

typically around 45db. 

AMC will follow the whale sighting procedure contained overleaf at all times. 




No whales sighted 

Commence deploying 

over-the-side 

equipment 

Continued whale 

surveillance 

No whales sighted 

Continue survey 

operations and 

whale surveillance 

Completion of 

survey 

Visual check for whales 

Prior to commencement of survey operations 

After commencement of survey operations 

Whales do not 

include cow/calf pair 

Cease survey until 

whales beyond 1.5 

km 

Whales sighted 

Record whale 

sightings on log 

sheet 

Submit whale 

sighting log-sheets 

to EA 

Whales sighted 

Delay 

commencement of 

survey until whales 

are in excess of 3km 

Whales include 

cow/calf pair 

Cease survey until 

whales beyond 3 km 




22.0 SHIPBOARD POLICIES 

Policy 1: MV BLUEFIN - Standing Orders 

Policy 2: MV BLUEFIN - Fatigue Management 




EMERGENCIES 

SHIPBOARD POLICY NO. 1 

MV BLUEFIN STANDING ORDERS 

Comply exactly with the duties as written on the muster lists. These are exhibited on the 

bridge and in the upper, main and lower deck alley ways. 

SAFETY 

1 Always wear the correct working gear for the job at hand. This will include safety 

boots and a personal flotation device (PFD) during fishing operations. In addition, 

safety helmets must be worn when using the derrick or winches with suspended 

loads or running gear. 

2 During these operations, all personnel must keep to the designed safe working areas 

as shown on the deck plan in the MV BLUEFIN Training Booklet. 

3 Trawl doors are to be kept closed at all times other than hauling or shooting gear. 

4 Doors to the foredeck are to remain closed at all times whilst the ship is at sea. 

5 In heavy weather, do not go onto the foredeck or aft of the main deck winches without 

the permission of the Officer of the watch. 

6 In an emergency, DO NOT RUN. 

7 DO NOT sit on the bulwarks or ship’s side rails. 

8 DO NOT stand in line with wires, ropes or chains under load or tension. 

9 NO SMOKING is allowed anywhere within the accommodation, engine room or 

bridge. 

10 Unless authorised by a crew member or college staff member, all other personnel are 

forbidden to make any adjustments to the bridge and engine room equipment 

controls, deck machinery or anything associated with life saving appliances. Seek 

permission first. If you find faulty equipment or damage something, report it 

immediately to a crew member for action, repair or replacement. 

PROHIBITED AREAS 

Access to the engine room is not permitted unless accompanied by a crew member. Safe 

clothing including earmuffs and safety boots must be worn. Long hair and loose jewellery 

must be property restrained. No wet weather gear is to be worn in the machinery space. 

The deck above the bridge (monkey island) is a radiation hazard and access is prohibited 

without permission of the Officer of the watch and the isolation of certain equipment. This 

also applies to the stern gantry and any working aloft exercise. 




WORK BOATS 

Only appropriately qualified and equipped personnel may operate the ship’s workboat(s) 

and only after permission is obtained from the Master or Officer of the watch. 

SWIMMING 

Recreational swimming is prohibited. 

A permit for diving or free diving associated with ship operation or maintenance must be 

obtained from the Master prior to appropriately qualified personnel carrying out their 

duties. 

ALCOHOL AND DRUGS 

MV BLUEFIN is a dry ship. No alcohol or illegal drugs are permitted on board. Alcohol is 

only permitted at the Master’s discretion i.e. when the ship is not operational and for 

guests only during an onboard function. 

MEDICAL AND ACCIDENTS 

Persons taking regular prescribed medicines or drugs must inform the Master prior to 

departure. Any injury sustained must be reported to a crew member and the Master for 

treatment and the filing of an Incident Report. 

MESS ROOM, GALLERY AND ACCOMMODATION 

Reasonable dress is expected within these areas. Dirty work clothes and wet weather 

gear is not acceptable. 

The condition and cleanliness of your cabin and local bathroom is your responsibility. 

Before leaving the ship at the end of the voyage, these cabins and bathrooms will be clean 

and tidy. 

Signed: _______________________ 

Master, MV BLUEFIN 

Date: _______________________ 




SHIPBOARD POLICY NO. 2 

MV BLUEFIN FATIGUE MANAGEMENT 

The Australian Maritime College will provide a fatigue management framework designed to 

ensure that employees are fit for duty at all times. This framework will provide adequate 

opportunity for recovery sleep between shifts to ensure an employee’s performance is not 

impaired by fatigue; as per Workplace Health and Safety Act 1995; Workplace Health and 

Safety Regulations 1998; IMO Resolution A.772 (18) and AMSA Marine Orders Part 28. 

Scope 

This policy applies to the AMC Vessel MV BLUEFIN which undertakes seafaring training 

and contract Charters. With the objectives of the Australian Maritime College policies in 

mind, AMC will use appropriate risk assessment tools to measure, mitigate and monitor 

the risks associated with fatigue. In addition, mitigation strategies will be reviewed and 

audited to ensure compliance with OH&S requirements. 

Objectives 

The Fatigue Management Framework will be designed to provide: 

• Input from employee representatives and independent professionals 

• Appropriate management of: 

o Risks associated with shiftwork 

o Identification of psychosocial hazards 

o Both employer and employee responsibilities to ensure legal and OH&S 

compliance 

• Objective assessment of planned and actual rosters to identify and manage work 

related issues, using fatigue issues, using fatigue monitoring software and a risk 

management approach based on ISO 31000; Marine Orders Part 28 

• An auditable system to monitor planned actual rosters to ensure employee fatigue does 

not give rise to an unacceptable risk 

• Induction, training and education designed to assist managers, employees and their 

families, in addressing shiftwork and fatigue related issues 

• In relation to Marine Orders Part 28 Operations Standards and Procedures 6.2.3 

states, “the requirements of 6.2.1 and 6.2.2 need not be maintained in the case of an 

emergency or drill or in any other overriding operational conditions”. 

Definitions 

IMO Means the International Maritime Organisation 

AMSA Means the Australian Maritime Safety Authority established by the 

Australian Maritime Safety Act 1990 

Fatigue Is generally described as a state of feeling tired, weary or sleepy, that 

results from prolonged mental or physical work, extended periods of 

anxiety, exposure to harsh environments, or loss of sleep. The result of 

fatigue is impaired performances and diminished alertness, as stated in the 

IMO Guidelines on Fatigue 2002. 




Responsibilities 

Both the AMC and its employees have a shared responsibility to avoid fatigue related 

performance impairment: 

• AMC will ensure that, in the context of the performance required, employee rosters 

allow adequate breaks for recovery between shifts 

• Individuals have a duty of care to ensure adequate sleep is obtained between shifts 

and out of hours activities do not cause fatigue or impair performance 

• At no time should an employee put themselves or others at risk. 

Duties/Operations 

Hours of work and rest must be recorded by all members of the crew and monitored by the 

Master using (Appendix 4.6 Hours of Work and Rest Log Sheet). These forms must be 

available for inspection for a period of no less than 12 months from the date the 

watchkeeping duties took place. 

At the end of the Charter mobilisation and pre-voyage preparation stage is at the Master’s 

discretion whether it is appropriate for crew to spend an amount of time preparing and then 

departing the wharf after mobilising. If it is the Master’s opinion that persons are or may 

be fatigued it may be that the actual sailing time will not be until the following day. 

Hours of work and rest for crew may vary during a 24 hour period. 

Training in this policy and use of the Fatigue Management Hours of Work and Rest sheet 

will be provided by the Master or his nominee. 



CHAPTER 2 


SHIPBOARD CONTINGENCY PLAN 


Locked 1400 


Tel: + 61 (0) 3 6324 9640 Fax: + 61 (0) 3 6324 9720


Shipboard Contingency Plans 

0.0 Index 

Section Title 

Rev 

1 Index 

1 1.0 Purpose 

1 2.0 Emergency Procedures 

1 3.0 Reporting 

1 4.0 Drills 

1 5.0 Flow Chart 

1 6.0 Identified Contingencies 

CHAPTER 2 - BLUEFIN SHIPBOARD CONTINGENCY PLANS (Rev Nov 2010).doc Page 1 of 21 



AMENDMENTS 

Revision Section Title Date 

0 All Original Issue (AMC) 




1.0 PURPOSE 

1.1 To provide guidance and advice to enable the Master and ship's company to deal 

with accidents or emergency situations. 

1.2 It is not possible to cover every eventuality. This document is intended to provide a 

framework on which the Master can build to cope with the situation at hand. 

1.3 Where an oil pollution incident has occurred, reference should be made to the 

Shipboard Oil Pollution Emergency Plan (SOPEP) Manual (Appendix 8.4). 




2.0 EMERGENCY PROCEDURES 

2.1 If a ship is involved in an accident or emergency situation whereby the safety of life, 

the ship, cargo or the marine environment is threatened, the Master has the 

responsibility to take whatever action he sees fit to minimise the risks and to save 

life. 

2.2 In deciding if assistance is required, the Master should always assume that the 

conditions will worsen and take whatever action is necessary as soon as possible. 

2.3 Masters must summon assistance in good time in the event that the ship is in 

danger. The Australian Search and Rescue authorities and other ships can be 

alerted using the "safety" or "urgency" signal depending upon the seriousness of the 

situation. 

2.4 If immediate tug assistance is required, the Master has the right to make his own 

terms with whoever is able to assist him. This will usually be agreement to a Lloyd's 

Open Form Contract (LOF 90). There is no need to sign anything initially but merely 

to make a verbal agreement. The fact that an agreement has been made and with 

whom should be recorded in the Deck Log Book and in the Official Log Book. 

AMC should be informed at the first available opportunity. 

2.5 If tug assistance is required when the ship is in no immediate danger, the Master 

should contact AMC. AMC will endeavour to arrange a tow on the best terms 

available. The Master must keep the situation under review and if it deteriorates he 

must take any action necessary to maintain the safety of life and of the ship. 

2.6 Whatever the emergency, AMC should be informed as soon as is practicable. It is 

generally in the best interests of AMC and the Master if the first report of any 

accident or incident comes to AMC directly from the Master and not from a third 

party. This however, does not detract from the Masters complete authority and duty 

to take whatever steps he thinks necessary to ensure safety and the prevention of 

pollution. 

2.7 Masters should be guided at all times by their primary responsibilities which are for 

the safety of those entrusted to their care, the safety of the ship and the protection 

of the marine environment. All other considerations are secondary to these. 

2.8 In a salvage situation, the Master remains in command even when salvors are 

appointed. While the Master and his crew should make all efforts to assist and co– 

operate with the salvors the Master may override their advice if he has good cause. 

A detailed record of any salvage services received should be kept. 

2.9 In any casualty situation it is probable that the ship will be contacted in one way or 

other by radio, television or press representatives to answer questions or make 

statements. Masters, Officers and crew are to refer all such questions and 

requests for statements to AMC. 




3.0 REPORTING 

3.1 If a ship is involved in an accident or emergency situation the Master must report 

the matter to the Australian Maritime Safety Authority, Harbour Authority or other 

relevant local authority and to AMC as soon as possible. In order to save valuable 

time and to transmit the maximum information. A standard form of initial report 

which follows the IMO Guidelines should be made as follows: 

• Name of ship 

• Ships position (lat/long, brg, port/berth) 

• Ports to and from 

• Nature of casualty (collision, grounding, fire, oilspill, etc) 

• Nature and extent of damage 

• Name of charterer or agent with any contact names and after hours or 

emergency phone numbers 

• Name, nationality, type and situation of any other ship involved 

• Any casualties or fatalities 

• Nature of any services required (towage, helicopter, lifeboat, medical, fire, etc) 

• Services already summoned 

• National, local or any other authorities or agencies already informed 

• State of weather and sea, present and forecast 

• Other relevant comments 

• Date and time of report. 

In the event of a spillage bunkers the following items should be added: 

• Type of fuel – and which tank(s) 

• Cause of incident, if known eg. overflow, burst hose, hull damage, etc 

• Estimate of quantity spilled 

• Estimated current rate of spillage 

• Whether clean up has been attempted by ship or a third party. 




4.0 DRILLS 

4.1 Regular fire-fighting and life-saving appliance drills must be carried out in 

accordance with the requirements of Merchant Shipping Notice. The events at such 

exercises must be recorded in the Official Deck Log Book and Maintenance Log 

Book. 

4.2 The Master shall ensure that drills are carried out for the identified emergencies. 

The purpose of these drills is to: 

a Improve awareness of the potential hazards facing personnel and the ships 

b Increase the standard and speed of response to identified potential emergency 

situations. 

4.3 The following drills and exercises can be carried out on the vessel or at another 

suitable location i.e. AMC Fire Training Centre. The drills listed below should be 

completed in 12 months as per Appendix 4.10. 

• Fire in Accommodation 

• Abandon Ship 

• Grounding 

• Man Overboard 

• Collision 

• Personal Injury/Illness 

• Oil Pollution 

• Power Failure 

• Steering Gear Failure 

• Fire in Cargo 

• Fire in Engine Room 

• Escape from Enclosed Spaces 

• Piracy Attacks. 

4.4 Plans for all identified potential emergencies shall be held in each Shipboard 

Contingency Plan Manual. 

Each Plan includes, as a minimum: 

• The allocation of duties and responsibilities on board 

• Actions to be taken to regain control of a situation 

• Communication methods to be used on board and between ship and shore 

• Procedures for requesting assistance from third parties, if required 

• Procedures for notifying AMC and relevant authorities 

• Checklists to aid in monitoring and reporting. 

4.5 All completed drills shall be recorded by entries in the AMSA Official Log Book and 

included in the AMC Record of Crew Training Drills (Appendix 4.10). This record 

shall include personnel involved, equipment used and details of any problems 

encountered, and shall be signed by the Master. 




4.6 The effectiveness of these drills shall be formally reviewed at the on board safety 

meetings. Any suggested improvements arising from these reviews shall be 

transmitted to AMC for approval as soon as is practicable, and in any event from 

the next port. 




5.0 FLOW CHART 

In the event of: 

At Sea 

Master to Notify 

• Nearest port state 

• Designated Person 

Ashore 

• Agent of nearest Port 

Accident or 

Emergency Situation 

Communications 

• Sat Telex - Phone 

• Radio Telex - Phone 

• VHF 

• Telephone & Fax 

Take Action 

• Follow up reports 

Complete the following 

• Ship’s log - Official Log 

• Damage report if applicable 

• Safety Officer’s Report 

In Port 

Master to Notify 

• Harbour Authority 

• Terminal Authority 

• Designated Person 

Ashore 

• Local Agent 

• Fire Brigade 




6.0 IDENTIFIED POTENTIAL ACCIDENTS AND EMERGENCY 

SITUATIONS ARE: 

6.1 Critical Plant failures (1 Main Engine, 2 Power Failure and 3 Steering gear) 

6.2 Collision (1 at sea and 2 inner waterways) 

6.3 Grounding 

6.4 Fire 

6.5 Abandon Ship 

6.6 Man overboard (1 immediate discovery and 2 unknown time) 

6.7 Personnel injury or illness 

6.8 Cargo shifting 

6.9 Piracy 

6.10 Salvage of own ship 

6.11 Oil Pollution 

6.12 Flooding 

6.13 Responsibilities 

6.14 Weather Monitoring 




The following contingency plans detail the action to be taken during each identified 

accident or emergency situation: 

6.1 Critical Plant Failure 

6.1.1 Main Engine Failure 

Immediate Actions 

Bridge 

a Call Master 

b Exhibit not under command signals 

c If in danger of grounding, consider: 

• Anchoring 

• Towage 

d Inform AMSA/SAR as appropriate and shipping in the vicinity 

e Inform AMC. 

Engine Room 

a Call Chief Engineer 

b If blacked out – restore electrical power 

c Check main engine starting interlocks not activated 

d Locate fault 

e Check main engine systems operational 

f Restart main engine 

g Proceed on passage. 

6.1.2 Power Failure 


Bridge 

a Call Master 

b Exhibit "Not Under Command" signals 

c If in danger of grounding, consider: 

• Anchoring 

• Towage 

d Inform AMSA/SAR as appropriate and shipping in the vicinity 

e Inform AMC. 

Engine Room 

a Locate fault 

b Check prime mover is running 

c Check reverse power/preference trips rest 

d Standby pumps to manual mode 

e Restore switchboard power 

f Restart all required pumps and auxiliary machinery 

g Check appropriate ships side valves open 

h Restart ventilation fans 

i Restart main engine systems 

j Prepare for sea going condition (i.e. all systems operational) 

k Restart main engine 




l Standby pumps to automatic mode 

m Check sewage system 

n Inform Bridge that power restored. 

6.1.3 Steering Gear Failure 


Bridge 

a Call Master 

b Exhibit "Not Under Command" signals 

c Main Engine to be stopped 

d If in danger of grounding consider: 

• Emergency Steering 

• Anchoring 

• Towage 

e Inform AMSA/SAR as appropriate and shipping in the vicinity 

f Inform AMC. 

Engine Room 

a Call Chief Engineer 

b Locate fault 

c Check Electrical Supply 

d Check oil levels 

e Change over to emergency steering (if required) 

f Test steering gear/bridge talkback system 

g Proceed on passage. 

6.2 Collision 

6.2.1 Collision at Sea 


a Call the Master 

b Check for personal injuries, damage to ship and cargo. Check for possible 

leakages, take soundings of tanks and bilges. 

c Crew ‘stand-by’ 

d Prepare life-rafts and life-saving equipment 

e Keep the radio station or ‘stand-by’ – with current and updated position available 

f Show applicable signal from the International Code of Signals. (VHF could also 

be used to indicate distress) 

g Fix time for and position of the collision 

Then: 

h Take necessary actions to minimise further damages to personnel, environment 

and ships. (SOPEP Manual to be used in case of oil spill) 

i Contact the other ship: 

• State your ship's name, call sign, port of registry 

• Nationality, owners name and your destination 

• Request the same information from the other ship 




• If interlocked – agree with the other ship whether you should separate the 

ships or not, considering the risk (for any of the two ships) of, oil spill, 

sparks, ignition of fire, fire spread between the ships, sinking and 

manoeuverability 

• Maintain contact on VHF as long as needed 

j Report to AMC by the fastest and most efficient way. Keep them continuously 

informed 

k Enter continuously any actions taken in ship's log book. 

6.2.2 Collision in Inner Waterways (Pilotage Waters) and within Port Areas 



b Check for personal injuries, damage to ship and cargo. Check for possible 

leakages, take soundings of tanks and bilges. (SALVAGE OF OWN SHIP PLAN 

to be used in case of salvage) 


d Prepare life-boats and life-saving equipment 

e Keep the radio station ‘stand-by’ – with current and updated position available 

f Show applicable signal from the International code of signals.(VHF could also be 

used to indicate distress) 

g Fix time for and position of the collision 

Then: 

h Take necessary actions to minimise further damages to personnel, environment 

and ships. (SOPEP Manual to be used in case of oil spill) 

i Contact the other ship or the Owner of the object damaged or any other 

responsible party (for example Captain of the Port or Lock–master): 

• State your ship's name, call sign, port of registry, nationality, Owner's name 

and your destination 

• Request the same information from the other ship 

• Offer your help and assistance to the other ship 

• Consider danger to other traffic 

• Maintain contact on VHF as long as needed 

j Report to AMC by the fastest and most efficient way. Keep them continuously 

informed. Report on VHF to Port Authorities 

k Enter continuously any actions taken in the ship's log book. 

6.3 Grounding 



b Check for personal injuries, damages to ship and cargo. Check for possible 

leakages, take soundings of tanks and bilges. (SALVAGE OF OWN SHIP PLAN 

to be used in case of salvage) 


d Prepare life-boats and life-saving equipment 

e Keep the radio station ‘stand-by’ - with current and updated position available 

f Show applicable signal from the International Code of Signals Manual. (VHF 

could also be used to indicate distress) 

g Lay down the exact position on the sea chart indicating the heading. Fix time 

h Take soundings around the ship. Sketch the ship with draft before and after the 

grounding indicating soundings taken as well as the bottom texture. Record the 

time soundings taken 




i Check tide table for HW and LW times and range 

j Check weather forecast, wind and current, direction and force 

k Consider the risk of heavy waves, strong current or flood, and if filling of empty 

tanks is needed in order to prevent the ship from drifting higher up or off the 

grounding spot 

l Judge whether refloat attempts should be made or not based on above 

information and trim–and–stability calculations as well as possible damages to 

propeller and rudder, which may cause manoeuvring problems once refloated. 

Consider the increased risk of oil spill 

m Do not underestimate the risk of oil spill. Therefore, always make preparations 

for oil pollution preventions. (Ref: SOPEP Manual). Some state authorities might 

require clean-up contractors on stand-by before any refloat attempts are allowed 

n It could be wise to wait with the refloat attempt until the ships position on the 

grounding spot, possible damages to the propeller, rudder. main engine, 

steering gear and/or lubricating oil tanks are thoroughly examined, as well as the 

arrival of the Clean-Up Contractors 

o Take necessary actions to minimise further damages to personnel, environment 

and ships. (SOPEP Manual to be used in case of oil spill). 

Then: 

p Report to AMC by the fastest and most efficient way. Keep them continuously 

informed 

q Enter continuously any actions taken in ship's log book. 

6.4 Fire on board 


a Call the Master and sound the Muster alarm 

b Shut off fans, dampers, skylights, fire doors, other openings, stairways, ramps 

etc 

c Locate the fire 

d Crew ‘stand-by’ – prepare for fire fighting 

e In port – call the fire brigade 

f Prepare life-rafts and life-saving equipment 

g Keep the radio station a ‘stand-by’ - with current and updated position available 

h Show applicable signal from the International Code of Signals. (VHF could also 

be used to indicate distress) 

i Check that nobody is missing and trapped (verify at muster stations) 

j Fix time and position. 

Then: 

k Seal off (gas-tight) the affected area 

l Search the affected area 

m Decide on the best way to fight the fire based on: all available information and 

knowledge of contents of the affected area and its surrounding’ information on 

hazardous and dangerous goods onboard 

n Fight the fire (together with the fire brigade if required). Pay attention to: 

• risks for explosion and spread of fire – onboard and ashore 

• loss of stability when using water 

• water shall not be used on electrical equipment 




• Halon fixed fire fighting system to be used if required, keeping in mind the 

procedures for using Halon. Keep the area shut off. (Order replacement of 

Halon for next port of call) 

• towage/salvage could be needed. (Plan Salvage of own ship to be used). 

o Report to AMC by the fastest and most efficient way. Keep them continuously 

informed 

p Continuously watch and measure the temperature in the affected area and its 

surroundings. 

6.5 Abandon ship 


Bridge 

a The Master will give the verbal order to abandon. 

b Fix ship's position 

c Sound "Mayday" signal with position 

d Main engine stopped and propeller secured 

e Overboard discharges stopped especially IWO craft launch areas. 

f Extra blankets, water, food etc. to craft (if time permits) 

g Check all hands at muster stations with lifejackets and thermal suits if applicable 

h Run out painters from boats if applicable 

i Deploy life rafts. 

Then: 

j Some ship's have been reboarded after abandonment during fire etc. To aid 

survivability of the ship some additional items are recommended (where time 

permits): 

• Shut all watertight doors 

• Close all fuel at closing valves in Engine Room. 

6.6 Man overboard 

6.6.1 Man Overboard – Immediate Discovery 


a When the officer of the watch is notified that someone has fallen overboard he 

shall: 

• Drop one or both light and smoke buoys located on the bridge wings 

• Sound the Muster signal 

• Call the Master 

• Notify the engine room 

b Bring the ship back to the scene of the accident with a suitable manoeuvre, for 

example ’Williamson turn’. reduce the speed 

c Stop when back at the scene of the accident. Launch work boat if nessesery and 

safe to do so. 

d Fix time and position 

e Notify ships in surrounding waters, coast radio stations and Search and Rescue 

Centres 

f Enter continuously any actions taken in ships logbook 

g If the person is found injured, decide if the injuries can be treated onboard or if 

medical assistance should be requested 

h If the person is found without injuries – resume the voyage. 




Then: 

i If the missing person cannot be found immediately, a search operation should 

be organised in accordance with IAMSAR Search and Rescue Manual 

j If the missing person is not found or is found dead or seriously injured, inform 

AMSA form 18 and form 19 and complete an AMC Accident Report 

6.6.2 Man Overboard – Unknown Point of Time 

At Time of Discovery 

a When the officer of the watch finds out that someone is missing and may have 

fallen overboard he shall: 

• Call the Master 

• Keep the radio station ‘stand-by’ 

• Sound the muster signal. 

b Organise a search of the entire ship to make sure that the missing person is 

not onboard 

c Following facts can, among other things, be of importance: 

• Observations about the missing person; when and where last seen. 

Condition and other relevant information (family and personality etc). water 

temperature 

• The course at time of accident 

• Wind and current, direction and force 

• Speed before and at time of accident – according to log reading 

• Bearings and distances to other ships with time stated. 

d Enter continuously any actions taken in ship's logbook 

e Notify ship's in surrounding waters, coast radio station and "SAR" Centres 

f Decide whether to turn or not: 

• The Master is solely responsible to decide whether the ship should turn or 

not. Even if a long time has passed, since the missing person has fallen 

overboard, the slightest possibility that the missing person is still alive is 

reason enough to turn and search. 

When Turning 

g Notify the engine room. Fix and synchronise time onboard. Transfer position to a 

clean chart and keep tracks continuously 

h Notify AMSA & AMC at earliest opportunity. 

6.7 Personnel injury and illness 



The Master will make a full aprasil of the situation and disignate personell to attend 

the casualty: 

b Where there is no threat to his own life, the person initially at the scene to 

administer ‘First Aid’: DRABC 

• Airway kept clear 

• Breathing and heart beat ensured (otherwise CPR required) 

• Bleeding controlled (casualty not to be moved unless imperative) 




c In the situation where there could be a threat to a rescuer's life (eg. casualty in a 

gas or oxygen deficient atmosphere in a confined space), then the resources of 

the normal on–board emergency team must be called for with safety equipment 

such as Compressed Air Breathing Apparatus etc 

d Portable radio communication means to be set up between on Site Operations 

and Master 

e Method for transporting casualty to a safe erea to be formulated and additional 

equipment and personnel called in the case that a vertical or near vertical 

lift/hoist will be required 

f AMC communication and relevant International Radio Station manuals to be 

consulted in order to plan for a possible "medivac", with notification to relevant 

external parties 

g If a "medivac" is envisaged, preparations to be made to either: 

• Receive a launch from shore or other ship alongside (fenders, stretcher 

transfer means, position rendezvous etc) 

• Receive a helicopter (consult ICS Guide to Helicopter/Ship Operations for 

safety requirements dependent upon whether helicopter will land on deck or 

winching only possible) 

• Transfer casualty using own rescue or survival craft, to nearby ship with 

better medical facilities 

h Record to be kept of events in the case that an accident report will be requred to 

be completed AMSA form 18 and Form 19 including a AMC incedent report. 

6.8 Cargo shifting/Equipment shifting 


a Sound General Alarm and call Master 

b If the shift of cargo is suspected due to ship rolling or pitching, then the OOW 

should immediately alter course in order to reduce the effects 

c Crew to ‘stand-by’. Survival craft to be prepared by a designated boat 

preparation party 

d Main Engine to manoeuvring RPM. Depending upon situation, may be 

necessary to reduce speed to the minimum to retain steerage way. The 

appropriate navigation signals would need to be given if any future manoeuvring 

would be restricted 

e If night time, the OOW to switch on deck floodlights 

f Chief Officer and other chosen members of crew to investigate the cargo shift 

and report to Master: 

• What has shifted 

• Reasons, if known, for shift 

• Damage sustained (if any) 

• Likelihood of further shift and/or damage 

• Proposed actions 

g Chief Engineer to ensure that all possible required deck services are made 

available (e.g. ballast pumps, deck hydraulics etc) 

h If the Master considers that there is any risk to the ship or if any cargo has been 

lost overside, then notification is to be made to the relevant shore authorities. 

i In all cases, AMC must be informed of the situation, with regular updates 




Then: 

j Where applicable and where there is no risk to life, the Chief Officer in 

consultation with the Master shall make arrangements to secure the shifted 

cargo 

k Based on estimations of the weight shifted, stability calculations should be made 

to assess whether ballast can be safely utilised to correct any resultant list to 

prevent further shift 

l For shifted deck cargo, consideration may have to be given to jettisoning it if the 

safety of life or the safety of the ship is in imminent danger. Notification of any 

jettisoning along with a position report would have to be given to the relevant 

shore authorities 

m Only when the Master is satisfied that it is safe to do so should the ship ‘resume 

passage’. AMC, in consultation with the Master, will give consideration to 

diverting the ship to a nearer port if it is necessary to discharge cargo for 

reasons of safety 

n Any earlier prepared survival craft should now be restowed. 

6.9 Act of piracy 

Discovery of Suspicious Craft 


b Sound the alarm signal "Ship under attack" 

c Crew ‘stand-by’. Prepare to defend the ship by barricading all access routes to 

the ship 

d Keep the radio station on ‘stand-by’ – with current and updated position 

available 

e Establish VHF communication with signal stations, coast radio stations and 

other ships in surrounding waters 

f Request assistance from local Port Authority, Police, Coast Guard and Navy 

g If possible, speed up and carry out evasive manoeuvres 

h Water on deck – make fire hoses ready in order to prevent pirates from boarding 

i Fire a parachute flare in the direction of the attacking craft 

j Use the search lights to illuminate and possibly blind the attacking craft 

k Switch on the hull lights and outside accommodation lights 

l Fix time for and position of the attack. 

During the actual attack: 

m Avoid violence 

n Try to ward off pirates, or delay entry by fire hosing, barricading or similar 

actions 

o Barricade the whole crew on the bridge and/or in the engine room. Try to bring 

portable VHFs 

p Establish communication between the bridge and the engine room 

q Remain barricaded until the danger is over. Notify AMC about the attack as soon 

as possible. 

6.10 Salvage of own ship 

It is always the Master who finally decides if salvage is needed or not. For 

normal assistance a fixed price shall always be negotiated and agreed prior to 

commencement. 

Note: by connecting a rope, salvage is accepted. 





a Fix time and position 

b Keep the radio station ‘stand-by’ – with current and updated position available 

c Enter continuously any actions taken in ship's log book. If possible take 

photographs (or film/videotape) 

d If time permits always consult AMC before ordering salvage assistance 

• If immediate danger is at hand for ship and/or cargo – the Master should 

order salvage and accept offered help. AMSA & AMC should be notified as 

soon as possible 

• Do not let negotiations cause unnecessary delay. Agreement of Salvage 

should be made on enclosed Lloyd's Open Form ‘No Cure, No Pay’. 

e Salvage can be ordered through: salvage companies, coast radio stations, coast 

guards, life boat services, customs, towing companies, local Agents etc 

f Prepare the salvage operation in co–operation with the Salvor. The Master 

should assist the Salvor for best possible outcome 

g Should the situation so demand: do not forget to use other suitable plans. 

6.11 Oil pollution 



b Stop all bunkering and ballasting operations. Be aware of the inflammable gases 

and the risk of fire 

c Alert the Oil Pollution Prevention Team 

d Identify the source of the oil spill and establish the cause thereof. Should the 

situation so demand – use other suitable checklist 

i) Make necessary notifications immediately as per the lists and special form 

(Oil Pollution Report) in the "SOPEP" i.e: 

• AMSA & the National Response Center 

• Local Coast Guard/Port Authority 

• Local Agent 

• AMC 

• Clean-up contractors (in case not able to get in contact with local Agent) 

ii) Act as the On-Scene Co-ordinator (OSC) until AMC appointed OSC arrives 

at the scene. 

e Oil Pollution Prevention Team 

i) Take immediate steps to control the spill, try to prevent the oil from escaping 

overboard; 

• Shut all valves 

• Inspect and seal off outflows 

• Change oil levels in tanks 

• Transfer oil to empty tanks:(to barge, to shore, to void spaces). 

• Seal off tanks hermetically 

ii) Clean up the oil on deck by using absorbents. Degreasing agents and 

solvents could be used but only with great care. Spilled oil must never be 

washed overboard nor shall degreasing agents or solvents be used on oil 

spilt in the water. 




Then: 

f Co-operate with clean-up contractors and/or local authorities to minimise further 

damage to the environment 

g Enter continuously any actions taken in ship's log book 

h Continuously report to AMC by the fastest and most efficient way. 

6.12 Flooding 


a Sound appropriate emergency stations signal and call Master 

b Crew to ‘stand-by’ 

c Main Engine(s) to Stand-By, ships speed reduced to manoeuvring revs 

d Manoeuver ship as required to: 

• Safeguard personnel 

• Reduce effect of flooding (if cause known) 

e Nominated personnel under direction of Chief Officer (Deck) and Chief 

Engineer (Machinery Space) to take soundings of tanks and spaces to establish: 

• Extent of flooding 

• Approximate rate of water ingress 

f As a precaution, prepare survival craft and other life saving appliances 

(EPIRBS's etc). In this case, ship to be stopped in water 

g Inform AMSA & AMC. 

h From soundings data obtained: 

• Calculate present effects of flooding on stability and stress 

• Calculate effect on stability and stress for any anticipated corrective actions 

to be taken against the flooding e.g. to correct any resultant list etc 

• Calculate whether ship has pumping means and capacity to discharge or 

stem flood water ingress. If the answer to this is no, then what is the 

probable final effect of the flooding with regards to stability 

i Where possible, pump out flooded spaces using ships fixed pumping system . 

Otherwise use portable equipment such as eductors 

j Where the possibility exists, make preparation for oil pollution prevention (Ref 

SOPEP Manual) 

k Use on-board materials where possible to stem flow of water (dunnage, 

mattresses etc) 

l Damage controll timbers are located in the bousuns store 

6.13 Responsibilities 

6.13.1 The Master shall take total control of the ship during all shipboard accidents and 

emergency situations. 

6.13.2 The Chief Engineer will take control of all machinery spaces during accidents or 

shipboard emergencies. 

6.13.3 The Chief Officer will take control of all deck operations, eg. fire party, clearing 

away life saving equipment and lifeboats, anchoring, tow lines etc., during accidents 

or shipboard emergencies. 

6.13.4 The Second Officer will assist the Master on the bridge or as otherwise ordered 

during accidents or shipboard emergencies. 




6.13.5 The Second Engineer will assist the Chief Engineer or as otherwise directed 

during accidents or shipboard emergencies including taking soundings of tanks, 

bilges etc. 

6.14 Weather Monitoring 

Weather conditions will be constantly monitored By the Master and Ships officers, 

using all available means to give substantial warning of severe weather conditions 

that may have an effect on OH&S, Vessel Safety and Survey operations. 

The bridge team will provide updated weather information and inform the Party 

Chief and Client representative of expected weather conditions. 

Wind direction during the month of July tends to be predominantly from a westerly 

direction. 

Wilsons Promontory and Gabo Island provide good anchorages during extreme 

westerly weather events. AUS pilot vol 2. 

West Tuna production well to Sealers cove 105 NM = 12 hrs steaming. 

West Tuna production well to Gabo Island 85 NM = 10.5 hrs steaming. 

6.14.1 Safe Anchorages 

Sealers Cove: Weather direction SW or Westerly Conditions. 

Gabo Island: Weather direction Westerly conditions. 

Ninety Mile Beach: Weather direction NW. 

Oberon Bay: Weather direction SE NE or Easterly. 

Singapore Flats: (Corner Inlet) Weather: all aspects, Pilot dependant. 

6.14.2 Publications 

Australian pilot volume 2. 

6.14.3 Local Contacts 

Lakes Entrance and Port Welshpool: local knowledge advisors 

Dale, April Hammer Skipper ph 0409 176 074 

Shane Day 1 st Mate April Hammer ph 0404 316 922 

Allan, Port Welshpool Harbour Master ph 0428 113 324 

Bruce Green Harbour Master Gippsland Ports ph 0428 596 709 

6.14.4 Weather monitoring: Bass Strait gas field 

GMDSS 

SAT C Met area 10 regional forecasts 

MF/HF forecasts 

Schedule forecast times 

0130, 0530, 0930, 1330, 1730, 2130 EST. 

Warnings are broadcast every hour starting 0000 EST 

Broadcast frequencies Day Time 0700 to 1800 

VMC (KHZ) 4426, 8176, 12365, 16546, 

Broadcast frequencies Night Time 1800 to 0700 

VMC (KHZ) 2201, 6507, 8176, 12365 




Internet 

Australian Bureau of meteorology 

www.bom.gov.au 

Telephone Weather services 

Bass Strait 1900 969 930 

Northern Bass strait 1900 969 931 

Southern Bass Strait 1900 969 932 

Eastern Bass Strait 1900 969 933 

Western Bass Strait 1900 969 934 

Vic Coastal waters 1900 969 966 

Weather Warnings 1300 659 217 




APPENDIX 1.0 

BRIDGE RELATED DOCUMENTS - CONTENTS PAGE 

Appendix 1.1 GYRO Start Up Instructions 

Appendix 1.2 Magnetic Compass 

Appendix 1.3 ARPA Radar 

Appendix 1.4 GPS System 

Appendix 1.5 Electronic Plotter System (TMQ C Plot) 

Appendix 1.6 Simrad Echo Sounder 

Appendix 1.7 Furuno Sounder 

Appendix 1.8 GMDSS Equipment 

Appendix 1.9 Doppler Log 

Appendix 1.10 AIS Shipbourne Class A Transponder System 

Appendix 1.11 Anemometer 

Appendix 1.12 Sea Temperature System 

Appendix 1.13 Radio Equipment 

Appendix 1.14 Main Engine Clutch 

Appendix 1.15 Main Steering System 

Appendix 1.16 Emergency Steering System and Checks 

Appendix 1.17 Bow Thruster Operation 

Appendix 1.18 Main Engine Emergency Stop 

Appendix 1.19 Windlass Operation 

Appendix 1.20 Trawl Equipment Operations 

Appendix 1.21 Derrick Operation 

Appendix 1.22 Fire and Bilge Alarm System 

Appendix 1.23 Pot Hauler Operation 

Appendix 1.24 Litton Alarm VDU Operation 

Append 1.0 - Contents Page.docx 1 



GYRO START UP INSTRUCTIONS 

APPENDIX 1.1 

BRIDGE - GYRO START UP INSTRUCTIONS 

The master gyro is located under the main steering console. 

Under normal week to week operations the Gyro system is left running to meet the vessels 

operational requirements. 

This system is only shut down when crew are on extended leave. 

Note: After a complete shutdown of the Gyro power supply, allow at least 3 hrs to run up. 

Starting is very simple. Performed by turning the gyro power switch from [off] to 

[ordinary]. With this operation, the master compass and the repeater are automatically 

synchronised and become ready for operation. 

It is necessary to make the master compass card and the repeater compass have exactly 

the same reading. If the two readings do not agree, switch off the repeater junction box 

and turn the synchronizing knob of the repeater compass until both agree. After this step, 

the repeater compass should be switched on once again. 

The repeater switch should normally be turned on. 

To prevent accidental tampering the switch is covered by a metal cap. 

Note: In the event of power loss turn power selector to [Stand-by]. 

When stopping the gyro compass, turn the starting switch of the power adaptor from 

[ordinary] to [stand-by] and after leaving in this position for over 2 minutes turn it to [off]. 

Note: Do not forget to check the reading on the master compass and repeater compass 

card upon subsequent startings. 

LATITUDE CORRECTOR 

When the compass is in operation, the corrector should be set for the approximate latitude 

of the ship. These settings need not be changed for small variations in latitude but should 

be kept within 5 degrees. 

To set correction, turn latitude corrector knob attached to the master compass to the 

ship’s latitude and adjust the upper and lower scales to the ships latitude. 

Heading alignment checks can be carried out by the following: 

Append 1.1 - Gyro.docx 1 



Alongside wharf then: 

• Compare Gyro heading to Magnetic heading 

• Ensure Vessel is parallel and hard alongside wharf 

• Compare Gyro heading to Wharf’s known bearing 

At sea: 

• Transit Bearings 

• Azimuths and amplitudes. 

GYRO REPEATER CHECKS 

MV BLUEFIN has a total of 5 repeaters in the following locations. 

• Bridge steering repeater 

• Port and starboard repeaters 

• Aft consol repeater 

• Emergency steering flat repeater. 

SYNCHRONISING REPEATERS WITH MASTER GYRO 

Ensure the repeater is in the [off] position before attempting to adjust heading. 

Note: Failing to do so will affect the main steering repeater and miss alignment issues will 

occur. 

ADJUSTING REPEATERS 

1. Turn power off to repeater. 

2. Adjust by turning knob located on the side of the compass bowel until desired heading 

is aligned with lubber line. 

3. Turn power on. 

4. Compass card will jump 2 or 3 degrees high or low of the main repeater. 

5. Record the error in the ships log for future reference. 

Append 1.1 - Gyro.docx 2 



APPENDIX 1.2 

BRIDGE - MAGNETIC COMPASS 

The magnetic compass is located on the wheelhouse roof in a standard compass binnacle. 

Magnetic compass azimuth ring is located under the chart table. 

The deviation card is located on the port side of the chart table. 

Pre-departure checks 

1. Check 12 volt and 24 volt binnacle globes as these often blow. 

2. The 24 volt light switch is located on the main light switch distribution board. 

3. Ensure reflector glass is clean and free from dirt. 

4. During survey operations ensure that no electronic equipment or equipment that may 

interfere with the magnetic compass is mounted close to it. 

5. Compare Magnetic heading with gyro compass. 

6. Ensure vessel is parallel and hard alongside wharf. 

Compare heading with wharfs known heading. 

Append 1.2 - Magnetic Compass.docx 1 



APPENDIX 1.3 

BRIDGE – ARPA RADAR 

Note: Before turning on Radar ensure that personnel are clear of the wheelhouse roof 

and that lanyards have not become loose from the yards. 

TURNING TRANSMITTER ON 

When [STAND-BY] status is displayed on the screen, press the transmit switch labelled 

[STBY/TX] on the control panel. 

The transmit switch toggles the radar between [STAND-BY] and [Transmit status]. The 

antenna stops in [STAND-BY] status and rotates in TRANSMIT status. 

START UP CHECKS 

Gyro heading interface 

1. Press the Radar Menu key to display the FUNCTIONS 1 menu. 

2. Press the (0) key twice to display the FUNCTIONS 3 menu. 

3. Press the 9 key to select GYRO SETTING option. 

4. Rotate the EBL control to adjust the Gyrocompass reading. 

5. Press enter Key to confirm setting. 

6. Speed input to the Furuno radar is from the doppler log (ensure Doppler log is on). 

PRESENTATION MODES 

Note: Operational preference presentation mode is North Up Relative Motion. 

Warning: When the gyrocompass signal is lost, the presentation mode becomes head-up 

and the HDG readout at the top of the text area shows asterisks ****. 

Also gyro appears in red characters at the lower right corner of the screen. 

When gyro signal is restored the set HDG appears at the upper right corner of screen. 

1. Press the MODE key, and the asterisks and GYRO go off. 

2. Align the HDG readout with the gyrocompass reading. Referring to the previous (start 

up check Gyro heading interface). 

Finally press the cancel key to erase the message SET HDG. 

Further reference refer to Furuno Operator’s Manual. 

Append 1.3 - ARPA.docx 1 



TURNING ON POWER 

APPENDIX 1.4 

BRIDGE – GPS SYSTEM 

1. Press and hold down the [DIM/PWR] key. 

2. The unit beeps and then starts up with the last used display mode. 

3. The GP-30/35 takes about two minutes to find its position when turned on. 

4. If no position is found “GPS NO FIX” appears at the centre of the display. 

5. When the satellite signal is being received normally, the GP-30/35 displays various 

abbreviations at the top left corner the display which shows the receiver status. 

6. Refer to Furuno GPS-30/35 Operator’s Manual page 1-3 for display abbreviations. 

7. Note: Check DATUM. 

Note: This system is interfaced with the ARPA radar, AIS Shipborne class A Transponder 

System, C PLOT Electronic Charting system, OLEX 3 D Mapping system. 

Note: No one navigation device should ever be solely replied upon for the safe navigation 

of the vessel. 

Append 1.4 - GPS.docx 1 



APPENDIX 1.5 

BRIDGE – ELECTRONIC PLOTTER SYSTEM (TMQ C PLOT) 

The electronic chart plotting system is a Hydrographic approved charting system with chart 

corrections loaded monthly. 

The electronic chart system is also interfaced with the following bridge equipment: 

• ARPA Radar 

• Furuno GPS 

• Gyro compass 

• Sea Temperature sensor 

• AIS 

Note: This system has no track control system interfaced with the auto pilot. 

STARTING TMQ C PLOT 

1. The computer fwd of the steering console must be turned on followed by the screen 

next to the steering console. 

2. Once start up has completed then using the mouse click on the TMQ C Plot icon. 

3. Follow the loading prompts until software is operational. 

4. Ensure GPS system is on and functioning correctly. 

5. Further references refer to TMQ C Plot operators manual. 

Append 1.5 - Plotter.docx 1 



APPENDIX 1.6 

BRIDGE – SIMRAD ECHO SOUNDER 

SIMRAD ECHO SOUNDER START UP INSTRUCTIONS 

The computer for SIMRAD sounder operation is located fwd of the steering console in the 

computer hub and labelled accordingly: 

1. Start computer system and labelled screen. 

2. Select Simrad icon on desk top( Simrad OLD). 

3. Click on icon to start both 38 KHZ and 120 KHZ sounders. 

Warning: The settings on both 38 and 120 KHZ are set for sea surface to sea bed as this 

system is interfaced with the OLEX 3D bottom mapping system, and the sounding is not 

depth below keel until the draft aft is subtracted from the sounding. 

Note: The Furuno echo sounder gives the depth below keel the transducer is located STB 

side directly under the steel pole next to the master’s chair allowances must also be made 

for AFT draft. 

Note: further reference can be found in the SIMRAD Operator’s manual. 

Append 1.6 - Simrad.docx 1 



START UP 

APPENDIX 1.7 

BRIDGE – FURUNO SOUNDER 

1. Push red button below Screen. 

2. Select 200 or 28 KHZ using knob on display. 

3. Adjust gain and brightness accordingly until clear seabed picture is obtained ensure 

settings are correct for numeric values. 

Note: The furuno echo sounder gives the depth below keel the transducer is located STB 

side directly under the steel pole next to the master’s chair allowances must also be made 

for aft draft. 

Note: Refer to Furuno Operator’s manual for further information. 

Append 1.7 - Furuno.docx 1 



START UP AND CHECKS 

APPENDIX 1.8 

BRIDGE – GMDSS EQUIPMENT 

1. Turn on the SAT C communication terminals 1 & 2. 

2. Turn on the Monitors 1 & 2. 

3. Turn on the printers 1 & 2. 

4. The system will go through a self test, this may take a few minutes. 

5. [OK] indicates all systems are operating correctly. 

6. [NG] indicates a fault this may take further time to rectify the fault the self test 

commonly rectifies this problem. 

7. The next step is to log the system into an ocean region. 

Press options key. 

8. Select NCS or press log in and the system will then do a self search for NCS. 

9. Once the system is logged into an Ocean region commencement of reports may be 

edited from disk or new reports created on disk. 

Note: Do not try to send reports directly from edit they must be saved to disk and then 

retrieved for sending. 

Always use the AUSREP ship reporting instructions for Australian area. 

Contact numbers for RCC are located on the inside the first page of the above document. 

Note: When creating reports always ask for acknowledgment so that you know that the 

report has been received by RCC Australia if no response give them a phone call and 

check that it is in there system. 

Note: If system fails to log in, a sailing plan and follow up reports may be sent via phone 

to RCC they will POLL the vessel as per normal until a final report is submitted. 

All reports and poll responses’ must be entered into the GMDSS log. 

Further reference see FURUNO GMDSS Equipment Operation manuals and AUS rep ship 

reporting manual. 

Note: AUSREP ship reporting system is a mandatory requirement. 

Technical support phone numbers for the SAT C terminal are as follows. 

(08) 9302 0302 

00 111 709 748 4226. 

Append 1.8 - GMDSS.docx 1 



JRC JLN-203 DOPPLER LOG SYSTEM 

Start up 

APPENDIX 1.9 

BRIDGE – DOPPLER LOG 

1. Turn on power. 

2. The three – digit readout indicates speed instantly. 

3. Reset the distance run before departure. 

Note: If power is lost to the Doppler the audible alarm will be activated. 

Note: The ARPA radar obtains the speed thru water from the JRC JLN Doppler log. 

The JRC JLN-203 Doppler log uses a high accuracy pulse Doppler system and high 

frequency ultrasonic signals. 

Signals are reflected from approximately 1.8 to 3 meters below the hull bottom they are 

tracked to detect their Doppler frequency shifts, ensuring a highly accurate measurement 

of own ships speed through water without being affected by following seas. 

Append 1.9 - Doppler.docx 1 



APPENDIX 1.10 

BRIDGE – AIS SHIPBORNE CLASS A TRANSPONDER SYSTEM 

SYSTEM OPERATION 

System power up 

1. The system is turned on by applying power to the R4 transponder system this does not 

have a switch and is hard wired into the mains power. 

2. If display screen has been turned off press [MODE] this switches the power on to the 

screen. 

3. When configuring system from [moored] to [underway] there may be alarms on the 

screen to remove this press the GREEN [Enter] key until alarms are not displayed any 

more. 

4. Press STATUS key to enter navigation status. 

Note: This system is interfaced with the C Plot electronic plotter and the Furuno GPS. 

Further reference can be obtained from the AIS operational manual. 

Append 1.10 - AIS.docx 1 



APPENDIX 1.11 

BRIDGE - ANEMOMETER 

The anemometer is located atop the mast this system has its own read out located on top 

of the steel pole next to the master’s seat. 

There is no requirement to start up as this system runs continuously. 

The digital readout only gives relative wind direction from the ships head in degrees 

shown, must be either added or subtracted, if the wind is on the starboard side, then this 

must be added if the degrees are on the port side then they are subtracted. 

This system has an input into the ARPA radar and a wind rose on the ARPA display, when 

the ARPA Radar is operated in North Up Relative motion display, the wind rose gives the 

true direction of the wind. 

Note: If there are light airs the direction may be affected causing an untrue direction on 

the display this can be checked by other means. 

Append 1.11 - Anemometer.docx 1 



APPENDIX 1.12 

BRIDGE – SEA TEMPERATURE SYSTEM 

The sea temperature display is located starboard side of the steering consol. 

To operate: 

1. Turn on. 

2. Select Degrees Celsius or deg Fahrenheit. 

The sensor for this system is located in the Engine room sea water suction therefore will 

only give sea surface temperature. 

Note: This system is interfaced with the C PLOT chart plotting system and sea 

temperature can be displayed on track history. 

Note: See settings in C Plot manual. 

Append 1.12 - Sea Temp.docx 1 



MF/HF DSC AND VHF DSC EQUIPMENT 

To turn system on and off: 

APPENDIX 1.13 

BRIDGE – RADIO EQUIPMENT 

1. To turn power on and off. To turn the power off, press and hold down the switches for 

at least 2 seconds. Then, release the key after a loud beep is heard. 

2. To select pre-programmed channels press [RCL] [10] [ENTER]. 

To send DSC call VIA MF/HF and VHF RADIOS 

What you see What you do 

Watch/Auto Press Enter 

MF/HF Message 

Call Type ? Press select 

T,IND,TEL,ALL,RA,RS,DIS Press then Enter 

Call type: Test Call ect. Press ENTER 

Station ID Press select 

Digits IN=00 Enter MMSI using key pad 

Station ID:xxxxxxxxxx 

DSC? Press select 

DSC Freq < XXXX> 

2 4 6 8 12 Press then Enter 

* READY FOR CALLING 

INDIVIDUAL CALL xxxx.x Press call 

( Where X represents a numeral ) 

Note: A continuous listening watch must be maintained on the following Channels: 

VHF CH 16 & CH 70 

MF/HF Channels are programmed in to the DSC receiver 

This system is on continuous scans of all emergency MF/HF frequencies. 

Note: All radio calls are to be recorded into the Radio log. 

Append 1.13 - Radio.docx 1 



APPENDIX 1.14 

BRIDGE – MAIN ENGINE CLUTCH 

MAIN ENGINE CLUTCH - IN/OUT PROCEDURE 

Note: Ensure that Rev and Pitch control is at [0] percent before start up. 

Once the Chief Engineer is satisfied that the main engine has sufficiently warmed up and 

all systems are working satisfactorily he will then contact the Bridge indicating that it is OK 

to clutch in and increase the RPM. 

The control must be switched over in the engine room before passing control to the bridge. 

To clutch in and increase RPM 

1. The Revs will be sitting between 400 and 500 RPM. 

2. To clutch in push the button [CLUTCH IN] this will engage the clutch. 

3. Slowly bring the RPM up to 1100 RPM for manoeuvring a final adjustment can be 

made once underway. 

Note: Various alarms will sound during start up and shut down procedure. Press silence 

on E/room alarm panel. 

CPP Pitch Control 

To operate the pitch control simply move forward and or backwards the pitch lever and the 

pitch indicator will read out in a percentage of how much pitch is applied. 

Maximum 90% AHEAD and 60% ASTERN 

To clutch out and decrease RPM 

1. Reduce revolutions slowly to 400 RPM. 

2. Press [CLUTCH OUT] button. 

3. Notify the engineer [finished with main engine] 

4. The engineer will now shut the main engine down. 

Append 1.14 - Clutch.docx 1 



MAIN STEERING CONSOLE OPERATION 

APPENDIX 1.15 

BRIDGE – MAIN STEERING SYSTEM 

1. To power up the steering system select solenoid one or two. 

2. Once a solenoid is selected this will allow the rudder to respond to the helm. 

3. Check indicator lights for response. 

4. Check Rudder response controls. 

5. Check rudder indicator. This is above the centre window on the deck-head. 

6. Check Synchronizer controls. 

For Voyaging select 

Rate = [5] 

Rudder= [1] 

7. For survey operations. 

Rate = [6] 

Rudder= [3] 

Sea controls as necessary. 

8. Select mode of steering, [HAND], [AUTO], [REMOTE], [LEVER]. 

9. To operate course indicator in auto mode push down dial knob to adjust HDG. 

Note: For large alterations of course, switch to hand steering. 

Append 1.15 - Steering.docx 1 



APPENDIX 1.16 

BRIDGE – EMERGENCY STEERING SYSTEM AND CHECKS 

The emergency steering system is activated by rotating the wheel in the emergency 

steering flat. 

This system is always alive and no valves or change over is required to engage the 

system. 

The rudder angle indicator is situated on top of the rudder post in direct line of sight from 

the emergency steering position. 

Communication is via the ships internal phone system and UHF radios. This provides a 

redundancy if one communication system fails. 

The emergency steering post has a gyro repeater. 

The repeater must be aligned with the master gyro before departure. 

In the advent of loss of power, helm orders must used. 

Note: Before emergency steering pre departure checks are made ensure that the main 

steering solenoids are turned off. 

Append 1.16 - Emerg Steering.docx 1 



APPENDIX 1.17 

BRIDGE – BOW THRUSTER OPERATION 

MV BLUEFIN is fitted with 1 bow thruster, the operation of this system is as follows. 

1. Main hydraulics must be turned on in the engine room. 

2. The selector switch on the aft trawl winch console must be on. 

3. The switch on the bow thrusters control must be on. 

4. Test the system by rotating the leaver to starboard and port, the vessels head should 

move in the corresponding direction. 

5. If the ships head does not respond, check that all systems are turned on. 

Append 1.17 - Bow Thruster.docx 1 



APPENDIX 1.18 

BRIDGE – MAIN ENGINE EMERGENCY STOP 

The Main Engine Emergency stop is located port side of steering console and 

clearly labelled. 

1. To operate push and hold button down for 5 seconds. 

2. Notify the Chief engineer of the situation. 

3. Once the emergency stop has been released the main engine can be started as 

normal. 

Append 1.18 - Emerg Stop.docx 1 



APPENDIX 1.19 

BRIDGE – WINDLASS OPERATION 

MV BLUEFIN has 6 shackles per side = 165 metres and 2 x 790 kg stockless 

anchors. 

BRIDGE 

1. Main hydraulics must be on in the engine room. 

2. Stand-by hydraulics must be on at the aft console. 

3. The selector switch at the aft trawling console must be on. 

4. The selector switch on the helm console must be on. 

Once the main and stand–by hydraulic systems are activated the windlass will be ready 

for normal operation. 

DECK 

Note: Lift Lever for [out] and push down lever for [in]. 

1. Establish communication with bridge via UHF radios. 

2. Ensure the windlass is clutched out and raise the hydraulic lever to check that there is 

pressure to it. 

3. This will operate the drum ends independent of the gypsy. 

4. Engage clutch for gypsy operation. 

Note: Correct PPE must be used whilst operating the windlass. 

Append 1.19 - Windlass Op.docx 1 



APPENDIX 1.20 

BRIDGE – TRAWL EQUIPMENT OPERATIONS 

Operation of the starboard and port trawl equipment requires the main hydraulics to be 

engaged in the E/room and the relevant switch turned on [TRAWL]. 

Note: Control levers are rather stiff to operate and caution must be used during operation 

to minimise snatching and jerky operation. 

1. Main hydraulics must be engaged. 

2. Trawl selector switch on. 

3. An announcement over the PA system that winch operations are about to 

commence. 

• The 3 controls are clearly marked starboard side lever activates the starboard 

warp winch 

• The port control lever activates the port winch drum 

• The 2 inboard control activates the net drum 

• To pay out the levers must be pushed away from the operator 

• To retrieve the leaver must be pulled towards the operator 

4. The brakes must be off on all 3 winches before operation and on when operations 

are completed. 

Note: All personnel to have appropriate PPE for trawling operations. 

Trawl operation using stand by hydraulic pump 

Operating the trawl equipment using the stand by hydraulics will be sluggish as the 

stand by-pump has a reduced delivery rate than the main hydraulics. 

1. Activate stand-by hydraulics. 

2. Select Switch [Starboard winch] [Port winch] [Net drum]. 

3. An announcement over the PA system that winch operations are about to 

commence. 

4. Ensure brakes are off. 

5. Alternate between selector switches to operate trawl winches. 

6. Control leavers as per main hydraulic instructions. 

Note: This mode of operation is only used while net repairs, adjustments to trawl 

equipment and cleaning of the trawl nets are taking place. 

Append 1.20 - Trawl Equip.docx 1 



APPENDIX 1.21 

BRIDGE – DERRICK OPERATION 

The ship’s derrick is a standard ships derrick with hydraulic cargo and topping winch and 

electric slewing winches. 

This system has a safe working load of 3 tonnes and the annual survey is conducted by 

Bullivants P/L. 

Note: This system has no limit switches and toping must not exceed 75 degrees and 

slewing should not exceed 80 degrees. 

DERRICK OPERATION 

1. Stand-by hydraulics must be turned on 

2. Selector switch on hydraulic’ s turned on to [DERRICK] 

3. The system should now be operational 

4. Controls for this are situated starboard side of trawl station on-top of the console and 

are clearly labelled. [TOPPING] [SLEW] [HOIST] 

5. Ensure the derrick is stowed and that the system is turned off on completion of derrick 

operation. 

Caution: Must be used when operating the controls as fast control movements will result 

in snatch loading and jerky operation. 

Note: The following controls must be used to reduce any risk during derrick operations. 

Note: Appropriate PPE are to be used during derrick operations. 

Note: Communication process must be agreed between operator and signalman. 

Caution: Tag lines x 2 are to be used during lifting operations one of the tag lines is to be 

attached to the lifting hook, so that at all times this is prevented from swinging uncontrolled 

when the load is disconnected, this could pose a serious HAZARD to personnel. The 

second tag line is to be connected to the cargo. 

Caution: When at sea a thorough risk assessment must be made before operating the 

derrick as the pendulum effect is significantly increased by the rolling motion of the vessel. 

Append 1.21 - Derrick.docx 1 



APPENDIX 1.22 

BRIDGE – FIRE AND BILGE ALARM SYSTEM 

A Wormald Fire Alarm system with sensors is located through the vessel. 

• Sensor 1 & 2 Engine room 

• Sensor 3 Mess 

• Sensor 5 Crew accommodation 

• Sensor 4 Passenger accommodation 

The bilge alarm system is connected to the LITTON ALARM. 

Note: see SOP 25 for Litton alarm instructions. 

System in the Bridge and wired into the Wormald and text alarms. 

To operate follow the simple instructions located on the front panel of the fire alarm panel 

located in the bridge port side. 

There is a corresponding fire alarm location plan of the vessel located next to the panel. 

The bilge alarms are wired into the sender unit on these external alarm systems. 

There is also an alarm system connected to a phone alert system via text messaging to 5 

staff members and a 27 MGHZ transmitter this transmits to the CVO building and then to 

the UTAS security bunker at Newnham. 

Note: During testing of alarm system these alarm systems must be de activated and entry 

made into the ships log. 

Time and date of disconnecting and time of reconnecting the alarm systems. 

Append 1.22 - Fire Alarm.docx 1 



APPENDIX 1.23 

BRIDGE – POT HAULER OPERATION 

The pot hauler is operated by the stand by hydraulics; this involves the changing over of 2 

hydraulic valves in the engine room, before the stand by pump delivers hydraulics to the 

system. 

The pot hauler is primarily used for the retrieval of pots, traps and demersal long line 

equipment and ropes up to 20mm diameter, the pot hauler jib, has the ability to slew 

inboard and outboard. 

OPERATION 

1. Notify the duty engineer that hydraulics are required for pot hauler operation. 

2. Control levers x 2 are clearly labelled lifting leaver up = [OUT]and down = [IN] 

3. Test the system by pushing down on the hauling lever. This will rotate the hauler head 

inward 

4. Lift the slew lever and the boom will slew outboard 

5. The system is now ready for normal operations 

6. Once the line is retrieved it is placed over the first roller on the end of the boom then 

under the second roller which allows the rope to gain maximum friction on the hauler 

head this is to prevent the line from slipping during hauling operations 

7. The line is then feed over the drum end and down into a rope basket 

8. Whilst hauling a second person is required to assist the coiling and stowage of the 

rope into the basket 

9. Once the pot, trap or line is recovered reverse the hauler head to pots traps line 

weights to the deck lower onto the deck. 

Note: When the pot hauler is engaged in reverse, care must be taken so that the line 

does not come free of the hauler head. 

Note: Loose items of clothing and unrestrained hair pose a potential risk during operation 

of this equipment and must be avoided. 

Note: Correct PPE will be required for pot hauler operation. 

Append 1.23 - Pot Hauler.docx 1 



APPENDIX 1.24 

BRIDGE – LITTON ALARM VDU OPERATION 

Keypad: Only the keys necessary for bridge operation are shown below. 

Text 

Bar 

Alarms Groups 7 8 9 Screen 

4 5 6 Silence 

1 2 3 

0 Action 

1. Press “Screen” until screen scrolls to blank display. Press “Screen” once more. 

2. Press “Groups” and Group Menu will appear. 

3. Select the No. of the group you want to display and then press “Action”. 

4. Readouts for selected group plus alarm points will appear. 

5. To view displayed readouts in a graphical form, press “Text Bar”. 

When Alarm Sounds 

1. Press Silence. 

2. Press “Alarms” to display latest alarm. 

3. Verify engineer is attending and standby for any further instructions. 

Append 1.24 - Litton.docx 1 



APPENDIX 2.0 

ENGINE ROOM RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 2.1 Engine Room Folder Index 

Appendix 2.2 Start Ship’s Generators 

Appendix 2.3 Start Main Engine 

Appendix 2.4 To Parallel Alternators, No. 2 On Load, No. 1 Incoming 

Appendix 2.5 To Parallel Alternators, No. 1 On Load, No. 2 Incoming 

Appendix 2.6 Restore Power After Alternators Trip Out 

Appendix 2.7 Starting Instructions Emergency Fire Pump 

Appendix 2.8 Start Refrigeration, Blast Freezer, Air Conditioner 

Appendix 2.9 Hydraulic Controls 

Appendix 2.10 Electrical Distribution 

Appendix 2.11 Bilge Alarms 

Appendix 2.12 Pumps and Pump System 

Appendix 2.13 Steering and Emergency Steering 

Appendix 2.14 Alarm Panel Operation 

Appendix 2.15 Clarifier/Purifier Operation 

Appendix 2.16 Standing Orders for Engineers on Survey Charter 

Appendix 2.17 Engine Room Standard Operating Procedures 

Appendix 2.18 Valves on Through Hull Fittings – May 2009 Slipping 

Appendix 2.19 Engine Room Machinery SOP (OLD) 




1 AMSA Class Survey 

2 Engine Oil Analysis 

APPENDIX 2.1 

ENGINE ROOM - FOLDER INDEX 

3 Monthly and Quarterly Routine Surveys 

4 Main Engine Monthly Maintenance 

5 No. 1 & 2 A.E. Monthly Maintenance 

6 Repairs Requisitions and Reports 

7 Spares and Stores Requisitions 

8 Fuel and Lube Oil Requisitions and Charter Fuel Reports 

9 Engine Log Sheets 

10 Technical Information 

11 E.R. Forms 

12 E.R. Standard Operating Procedures 

13 Tank Soundings, Reports and Dangerous Goods 

14 Correspondence, Letters etc 

15 Decca Alarm Manual 

16 Ulstein Prop and Gearbox Instructions and Drawings 

17 Bow Thruster Instructions 

18 M.E. Controls and Shaft Coupling 

19 Refrigeration File 

Append 2.1 - Folder Index.docx 1 



1. CHECK the following: 

APPENDIX 2.2 

ENGINE ROOM - START SHIP’S GENERATORS 

• Lube oil sump level 

• Header tank F.W. level 

• All salt water valves open 

• Fuel supply open 

• Exhaust drain valve closed. 

2. Switch to glow for 30 secs, then start engine. 

3. Walk round, oil pressure in green, S.W. pump cold, J.W. pressure OK. 

4. Warm up for 5 mins. 

5. Turn synchronizing switch to number that’s running (1 or 2) for C/O from shore 

power, or follow SOPs for paralleling. 

6. * Run both gensets, paralleled on board, during pilotage. 

CHANGE OVER FROM SHORE TO SHIP’S POWER 

1. Switch shore power breaker to “off”. 

2. Turn interlock key anticlockwise to off, withdraw key and insert in A.E. 1&2 

switchboard and turn clockwise (ship blacked out). 

3. Push down first, then lift up breaker for generator running (breaker closed). 

4. Restart forced air fans. (Frig breakers may also trip – turn on pump first, then 

compressor). 

Note: For paralleling alternators, see SOP. Nos. 2&3. 

Append 2.2 - Generators.docx 1 



1. CHECK the following: 

APPENDIX 2.3 

ENGINE ROOM - START MAIN ENGINE 

• All sea water cooling valves open 

• Engine lube oil sump level 

• Level of fresh water in header tank 

• Fuel supply valve open 

• Exhaust Pipe drain is closed. 

2. Start lube oil stand by pump for 2 mins minimum. 

3. Press Glow or Heat for 1 minute, then Press Start. 

4. Clutch in Main hydraulics. 

5. Stop pre-lube pump. 

6. Warm Engine for 5 minutes, then switch on Clutch control Panel. 

7. Bridge will take over – Clutch in at Idle, 530 RPM. 

8. Check oil levels in: 

• Engine sump 

• Gearbox level 

• Governor level. 

9. Turn off pre heaters 

ENTERING/LEAVING PORT 

1. Main hydraulics On 

2. Both Gensets Paralleled on Board 

3. Monitor Gensets to keep load Balanced 

Lubrication 

Use Mobil Delvac 1330 for: 

• Main Engine 

• Governor 

• Stern Tube Seal and Header Tanks 

• Generator Engines 

• Bow Thrusters Seal and Header Tank 

• Emergency fire pump. 

Use Mobil gear 600XP68 for Ulstein Gearbox. 

Use DTE EX Heavy for Main Hydraulics Twin Disc Gearbox and Bow Thruster. 

Append 2.3 - Engine.docx 1 



APPENDIX 2.4 

ENGINE ROOM - TO PARALLEL ALTERNATORS, 

No. 2 ON LOAD, No. 1 INCOMING 

ONCE NO. 1 HAS BEEN RUNNING FOR 5 MINUTES 

1. Turn Sychronising Switch from No. 2 to Pos. 2 – 1 

NOTE: If synchronising switch is turned to Pos. No.1, ship will blackout. 

2. Turn Synchroscope Switch to Pos. 2 – 1. 

3. Adjust No.1 Speed until Synchroscope creeps Clockwise. 

Remember: Turn Switch To Anticlockwise to Raise Speed. 

4. Close No.1 Breaker when needle between 10 and 11 O clock. 

No.1 now on board. 

5. Raise No. 1 Speed to Balance Load. 

6. Turn Excitation Switch (on separate panel, Pt. Side) from Single to Parallel. 

7. Monitor and adjust load levels until Governor Droop Stabilizers. 

Append 2.4 - Alternators.docx 1 



APPENDIX 2.5 

ENGINE ROOM - TO PARALLEL ALTERNATORS, 

No. 1 ON LOAD, No. 2 INCOMING 

ONCE A.E. 2 HAS BEEN RUNNING FOR 5 MINUTES 

1. Turn Synchronising Switch from No. 1 to Pos. 1–2. 

NOTE: If synchronising switch is turned to Pos. No 2, ship will blackout. 

2. Turn Synchroscope Switch to Pos. 1–2. 

3. Adjust No. 2 Speed until Synchroscope creeps clockwise. 

Remember: Turn switch anticlockwise to raise speed. 

4. Close No. 2 Breaker when needle between 10 and 11 o’clock. 

No. 2 now on board. 

5. Raise No. 2 Speed to Balance Load. 

6. Turn Excitation Switch (on separate panel, Pt side) from Single to Parallel. 

7. Monitor and adjust load levels until Governor Droop Stabilizers. 

Append 2.5 - Alternators.docx 1 



APPENDIX 2.6 

ENGINE ROOM - RESTORE POWER AFTER ALTERNATORS TRIP OUT 

Following incident on 4/12/08, ship blacked out: 

Status: Breakers tripped out, alternators running, unable to close breakers, ship on 

emergency power: 

1. Open all circuit breakers on main switchboard. 

2. Close main breaker from alternator running. 

3. If breaker closes, voltage OK, close breakers for lights and steering. 

4. Lights and steering OK, check all distribution boards for burnt contactors etc. to 

locate fault. Start with larger electric motors, e.g. fridge compressors. 

5. Once fault found, isolate (tag out) faulty circuit and then close other breakers on 

main switchboard. 

NOTE 

1. If unable to find fault, close breakers systematically until alternator trips out. Last 

breaker closed is therefore faulty circuit. 

2. An external soft short across 2 phases of a large 415 V contactor may trip alternators 

off board without tripping the main circuit breaker for that particular circuit. 

3. When ship blacks out, Propeller goes to full pitch and Main Engine goes to full 

throttle. Undo bypass valves next to hand throttle and control engine with the hand 

throttle in Engine Room. 

Append 2.6 - Alternators Tripout.docx 1 



APPENDIX 2.7 

ENGINE ROOM - STARTING INSTRUCTIONS EMERGENCY FIRE PUMP 

1. Open all 5 valves: 1 and 2, pump suction & discharge valves, 3: Engine cooling 

valve near pressure gauge, 4: Fuel valve on end of tank, 5: Exhaust valve on pipe 

through stern. (Check 1 hydrant open on deck.) 

2. Check fuel level (2 sight glasses on tank), engine oil and water level (visual). 

3. Turn key to heat until blue light goes out, then start engine. 

4. Check hydrant (and pressure gauge) to see water is pumping. 

5. To stop, turn key to off and close all valves. 

NOTE: Engine cooling valve must be closed when engine is stopped. 

Append 2.7 - Fire Pump.docx 1 



APPENDIX 2.8 

ENGINE ROOM - START REFRIGERATION, 

BLAST FREEZER, AIR CONDITIONER 

START DOMESTIC FREEZER AND CHILLER (404A) 

1. Close main circuit breaker (on switchboard) and distribution switch (E.R. frig. Control 

board). 

2. Close freezer and chiller doors, turn on main switch and two solenoid valves located 

port side of the dry provision store. 

3. Open all sea water cooling valves to fwd S.W. cooling pump. 

4. Switch on S.W. cooling pump first, then start the refrigeration compressor. Check 

trips on controllers in E R if compressor doesn’t start. 

NOTE: Refrigerant valves are left open, back seated, to reduce leaks. 

5. To chill fish room: (compressor running), chill fish room by closing fish room 

evap/solenoid switch on front of control panel in E.R. and turn on digital temp. read 

out behind front panel. 

START BLAST FREEZER (404A) 

1. Open S.W. valves to/from fwd. S.W. cooling pump including ships side and start if not 

already running. 

2. Open S.W. valve on inboard end of condenser. 

3. Close start switch on frig. control panel. 

ACCOMMODATION VENTILATION 

1. All switches in air-con control room, one supply and return fan, one Air-Con. Return 

and one galley exhaust fan. 

2. Leave all switches off when vessel alongside. 

START AIR CONDITIONER (R22) 

1. Start supply and Air-Con. return fans.(see above). 

2. Open two refrigerant valves near pressure gauges. 

3. Open all S.W. intake, discharge and overboard valves to aft S.W. pump. 

4. Turn on aft S.W. pump and compressor in E.R. above compressor. 

5. Turn on S.W. pump first and Air Con. compressor in Air-Con. control room. (Press 

reset on differential control in E.R. if compressor doesn’t start). 

6. Temperature adjustment near door to control room. 

Append 2.8 - Refrigeration.docx 1 



MAIN HYDRAULICS 

APPENDIX 2.9 

ENGINE ROOM - HYDRAULIC CONTROLS 

1. Engage Twin Disc P.T.O. clutch at front of M.E. operates all hydraulic equipment 

(including bow thrusters) except pot hauler and derrick. 

2. Use toggle switches on aft bridge consol to select equipment to be powered 

hydraulically via solenoid valves on fwd E.R. bulkhead. Spare solenoids kept in box 

below air compressor. 

3. Operate machinery using hydraulic controls in aft bridge area or controls fitted to 

equipment in use. (Toggle switch for thruster on fwd bridge). 

4. Light illuminates on top of most solenoids when in use. 

5. Return line filters are under floor plating between log desk and vyce bench. There 

are suction strainers in D.B. hydraulic tank. 

6. Normally 4,000 litres are carried in D.B. tank. 

7. Further instructions in exercise book in Chief’s cabin. 

AUXILIARY HYDRAULICS 

1. Use electric switch in E.R. or bridge to turn on/off. Select equipment to operate with 

toggle switches on bridge. 

2. Will operate all hydraulic machinery at slow speed (except pot hauler and derrick) 

and used in conjunction with main hydraulics for anchor windlass operation. 

3. Sole pump used for Pot Hauler and Derrick operation. Close valve above pot hauler 

horizontal line and open valve on vertical line to switch from main hydraulics to pot 

hauler. 

Append 2.9 - Hydraulic.docx 1 



INSTALLATION 

APPENDIX 2.10 

ENGINE ROOM - ELECTRICAL DISTRIBUTION 

1. Main Switchboard in E.R. with circuit breakers divided into Essential and Non 

Essential panels plus Frig. Compressor and Blast Freezer circuit breakers direct onto 

bus bars. 

2. Circuit breakers lead to 10 distribution boards with HRC fuses, as well as individual 

control boxes. 

3. Extra low voltage distribution board with fuses (top) and 24V power pack, 24V bus, 

24V emergency power and 24V emergency radio power with volt and ammeters 

(lower) are in entrance to wet lab. Emergency battery chargers are on adjoining wall 

inside wet lab. 

4. HRC fuses kept in extra low voltage cabinet and in log desk in E.R. 

DISTRIBUTION BOARDS 

DB 1&2: Bridge – 240V Essential 

DB 3: Passage outside galley - 415V & 240V Non Essential 

DB 4&6: “ “ “ - 240V - “ 

DB 5: (Lights ) “ “ “ - 240V - Essential 

DB 7: Air con/Fan room ? - 415V Non Essential 

DB 8: E.R. - 415V Essential 

DB 9: E.R. “ “ 

DB 10: Steering Space “ “ 

There is more information in a small exercise book “Bluefin Electrical Distribution” in 

Chief’s cabin. 

FAULT FINDING 

1. Fuses and circuit breakers are checked first. Many fuses are not correctly 

numbered on the cards inside distribution box doors, so check outlet to see if DB No. 

and fuse No. are marked on the outlet or appliance. * NOTE: The D.B. numbers on 

the main switchboard may not be correct, so never assume a Dist. board is isolated 

by opening the marked circuit breaker, e.g. 2 fuses for wheelhouse lights are located 

in DB 1&2, but opening circuit breaker DB 5 isolates power to these fuses. 

2. Always check with a meter and remove correct fuse before touching bare wires. 

3. Trips on motors are checked next. These are usually found on the 240V controller 

connected below the 3 phase contactors. 

4. The galley stove has two sets of fuses, one set in DB 3 and another behind S.S. 

stove fuses panel in galley. 

5. Alternators tripping off board, see S.O.P. No.4, Restore Power. 

6. Shore Connection Lead: Kept in Battery Locker. When shore power ammeter 

reaches 60–65 amps (30 Kw), board will trip off on wharf at Beauty Point. Reset to 

restore power, however best to start alternator if high loads continue. 

7. Emergency lights (24V) are marked with a red dot. 

Append 2.10 - Electrical.docx 1 of 2 



8. Light globes are kept in locker in passage outside galley and in frig control room, Pt. 

end of dry store. Don’t use 240V globes greater than 60 watts in mess. 

9. All spare 415V plugs and sockets are stored in ply box in air con/fan room. A 50 

amp Clipsal plug is stored here, which must be fitted to the shore power lead, to 

allow shore connection at the Southern Marine Ship Lift. (Many of these plugs are 

not in common use). 

10. Spare contactors and relays are in wood cabinet next to E.R. escape ladder. There 

are a few 240V fittings in store in lower accommodation. 

11. Electrical toolbox may be found under log desk in E.R. 

12. The emergency batteries are checked monthly and readings recorded in the 

relevant radio records book on the bridge. 

13. Circuit drawings, none are carried. (Only tender circuit drawings, pre-construction, 

are available). 

14. Extra Information found in small exercise book in chief’s cabin. 

Append 2.10 - Electrical.docx 2 of 2 



ENGINE ROOM 

APPENDIX 2.11 

ENGINE ROOM - BILGE ALARMS 

Low float switch on aft face of sewerage tank – sets off normal E.R. alarm. High level 

alarm fwd end of E.R. (small float) near centre line above box keel – sets off fire alarm 

(relayed by radio link and phone when alongside). 

TUNNEL 

Small float switch at aft end directly below manhole cover in fwd E.R. bulkhead. 

SONAR TRUNK 

Mounted in sonar trunk. Door is also alarmed. 

FISH HOLD 

Float switch mounted above bilge well – long delay when testing! Chiller and blast freezer 

all drain to this well. 

STEERING AND EMERGENCY FIRE PMP ROOM 

One “Rule” float switch in each compartment. Both switches set off the same alarm in 

E.R. 

SUMP IN LOWER AFT SHOWER/HEADS FLOOR 

Immediately inside door, sets off Fire Alarm, relayed to phone. 

BOW THRUSTER SPACE 

Enter through manhole in laundry. 

Append 2.11 - Bilge.docx 1 



APPENDIX 2.12 

ENGINE ROOM - PUMPS AND PUMP SYSTEMS 

1. Bilge pump, self priming centrifugal, Stb side E.R. next to A/C compressor. Pumps 

E.R. bilges and aft peak ballast. 

2. Main fire pump, centrifugal, port side fwd of battery boxes. Always has valves 

open ready for deck wash down and fire fighting. Turn on in E.R. and main deck. 

3. Emergency fire pump, Pt. far aft. space in stern. Has own sea chest in fish room. 

Sea chest air bleed valve must be left cracked to ensure fast suction after pump has 

started. Starting instructions, SOP 6, are posted near pump in stern. 

4. General service pump, white self priming centrifugal, fwd end E.R. Pumps all 

bilges fwd of E.R., fore peak ballast and emergency S.W. and F.W. circulating water 

for M.E. 

5. Frig condenser S.W. circulating pumps, stb. aft. E.R. Fwd pump cools refrigeration 

and blast freezer compressor condensers. Aft pump cools air-con condenser. 

There is a spare pump in the tunnel behind M.E. gearbox. Leave E.R. sea chest air 

valves open to prevent air locks in these pumps. 

6. Tunnel Mono pump is used for fish room bilge pump out and low level pumping of 

brine tanks. 

7. Two tunnel centrifugal pumps are used for the brine tanks fill/discharge. S.W. fill 

valve in Fish hold. 

Deck cleaning sink S.W. centrifugal pump plus accumulator, fwd end of E.R., has 

auto shut off. 

F.W. and S.W. pressure pumps next to accumulators on the Stb. side. Open 

bleed screw on top of S.S. pump barrel if air is present. A spare pump is stored 

near pumps in use. 

OPERATIONS 

1. Pump out Aft Peak: Use main bilge pump, Open valves: 

• Fill/suction in tunnel 

• Overboard discharge 

• Ballast suction on bilge pump manifold 

• Start bilge pump, crack sea suction initially to assist prime. 

2. Fill Aft Peak: At main bilge pump, Open valves: 

• Sea suction 

• Ballast fill (above pump) 

• Suction/fill (tunnel) valves. Turn on pump. 

Append 2.12 - Pumps.docx 1 of 3 



3. Pump out Fore Peak: At General Service/standby pump, Open valves: 

• Overboard discharge 

• Bilge/ballast discharge near pump 

• Fill/suction behind sink wash accumulator 

• Ballast suction (fwd end bulk oil tank) 

• Start pump and crack S.W. suction initially to assist prime. 

4. Fill Fore Peak: Open valves: 

• Sea suction (aft end bulk oil tank) 

• Ballast fill (stb side bulk oil tank) 

• Fill/suction behind sink wash accumulator 

• Bilge/ballast discharge (near pump). Turn on pump. 

5. Emergency S.W. cooling, M.E., use Gen. Service Pump: 

Open Valves 

• Both overboard discharge, (M.E. and Gen. Service) 

• M.E. Delivery and Sea and M.E. suction, near pump 

• Emergency S.W. sea inlet, front of engine 

• Close M.E. sea inlet and start pump. Regulate flow through M.E. by adjusting 

flow through Gen. service overboard discharge valve. 

6. M.E. Emergency F.W. Circulating, use Gen. Service pump: 

Reverse all 3 spectacle plates and open valves to allow flow of coolant through 

pump. Start Gen. Service pump. 

* Note: The emergency S.W. cooling and emergency F.W. circulating system will 

not operate if the respective main engine driven pump seal has failed, as there is 

no way to isolate these pumps, and water will flow to E.R. bilge and not through the 

engine. 

7. Pump out Sewerage Tank: (has high level alarm) 

• Open overboard discharge valve, Pt side near fire hose box 

• Switch to manual, on. approx 9 mins to empty full tank 

• Do not run pump dry 

• Remember to close discharge valve 

• Pump out to shore tanker is via 21/2” Camlock outlet on inside of Pt funnel 

Selection of other Camlocks in battery locker 

• Open valve inside of overboard discharge in E.R., start truck suction pump, then 

turn sewerage tank pump to on, manual. 

8. Pump E.R. Bilge to Sludge Tank: (on monkey Island) 

• Open bilge suction and sludge discharge valves near pump 

• Turn on main bilge pump. Open S.W. suction briefly to assist prime. Use large 

“L” port valve, inside of Port funnel to direct any overflow back to bilge. * This 

valve also allows discharge of tank to road truck via Camlock coupling. 




9. Pump Out/Fill Brine Tanks 

To pump out, open screw lift suction valves on tanks and butterfly suction and discharge 

valves on both centrifugal pumps in tunnel. Open overboard discharge and start pumps. 

To fill tanks, open sea suction (leading from sea chest inlet valve) in fish hold, and suction 

valve on Stb. centrifugal pump in tunnel. Open fill butterfly valves to both outboard fill lines 

in tunnel and start pump. 

Note: The single fill line only allows one pump to be used to fill tanks, time approx 90 

minutes. Both pumps can be used to empty tanks, time approx 45 minutes. 




APPENDIX 2.13 

ENGINE ROOM - STEERING AND EMERGENCY STEERING 

• Wagner single acting double ram system with dual 3 phase electric pumps (Wagner 

T15) and a manual hand pump for emergency steering. One or both pumps may be 

used during vessel operations. 

• A self contained system in Stb. aft space with header tank (low level alarm), solenoid 

control (by wire from bridge) and relief valves. Spare solenoids in ply box behind log 

desk in E.R. 

• Header tank in steering space has a sight gauge for oil level and a low level alarm. Oil 

used is Fuchs 46 or Mobil DTE 24. 

BEFORE DEPARTURE EMERGENCY STEERING CHECK 

• Crew member, with radio contact to bridge, uses emergency helm pump in steering 

space to turn rudder 35 deg port and starboard, and then back to midships. 

• This helm pump operates as soon as the electric pumps stop, with no valves to open 

or shut. 

• Grease the 5 grease points on stock daily. 

EMERGENCY OPERATION 

• Crew with UHF radio go to steering space and sit on frame behind manual helm pump. 

• Watch rudder indicator (white steel rod pointer off stock) and follow helm instructions 

via the radio. 

• A gyro compass repeater, which is normally left off, may be turned on to steer a 

constant bearing. Get permission from bridge before turning on repeater. 

Append 2.13 - Steering.docx 1 



ALARM PANEL FAILURE (NO POWER) 

APPENDIX 2.14 

ENGINE ROOM - ALARM PANEL OPERATION 

• Check the fuse on the 24V DC switchboard (next to galley). Fuse is located on top 

with white marking (15). 

• Fuse OK, go to lower 24V DC power supply and turn far left 24V main switch to off, 

wait 15 secs, turn on again. Check voltmeter to see power is back on. 

• Still no power to alarms, check relays in control box below UMS alarm panel in E.R. 

(when toggle switch is opened, wait 30 secs before switching on again). 

• Other fault finding, go to chapter 9 in Decca Manual. 

SELF CHECK 

Press “Channel”, then “Change”, then “Test/Delete”. 

PROGRAM CHANNELS (CHANGE PARAMETERS) 

• Can only be performed from VDU on bridge. Instructions in manual are for the alarm 

panel in E.R., however this will not work. 

• Password may be found in Decca Alarm Manual in Chief Engineer’s cabin (bookshelf 

above Mach. Alarm). 

• Faulty channels may be reprogrammed in a spare channel. 

• The two wire system to alarm senders has 1 power wire and 1 data cable. These 

can only be connected to senders one way (do not reverse). The senders on the salt 

water cooling may need cleaning with rust stain remover if seized, and filling with a 

non washout grease. 

READ OUTS 

• F.W. soundings, full is 2 metres. Any readings above this is simply water in the fill 

pipe. Tanks are empty when reading is approx 3 metre. 

SPARES 

Some spare alarm cards in E.R. spares locker in lower accommodation. 

BRIDGE V.D.U. OPERATION 

Keypad: Only the keys necessary for bridge operation are shown below. 

Text 

Bar 

Alarms Groups 7 8 9 Screen 

4 5 6 Silence 

1 2 3 

0 Action 

Append 2.14 - Alarm.docx 1 of 2 



1. Press “Screen” until screen scrolls to blank display. Press “Screen” once more. 

2. Press “Groups” and Group Menu will appear. 

3. Select the No. of the group you want to display and then press “Action”. 

4. Readouts for selected group plus alarm points will appear. 

5. To view displayed readouts in a graphical form, press “Text Bar”. 

WHEN ALARM SOUNDS 

1. Press Silence. 

2. Press “Alarms” to display latest alarm. 

3. Verify engineer is attending and standby for further instructions, if any. 

Append 2.14 - Alarm.docx 2 of 2 



FUEL CLARIFIER OPERATION 

APPENDIX 2.15 

ENGINE ROOM - CLARIFIER/PURIFIER OPERATION 

• Open valve from D.B. and valve today tank at day tank plumbing. 

• Open to and from fuel valves and to (or meter) and from ball valves at purifier and 

screw down (open) liquid seal valve. 

• Turn on clarifier and allow to run up to speed with regulator valve closed. 

• Turn on fuel transfer pump briefly to assist prime if necessary. 

• When up to speed, open regulator valve to set flow rate and set discharge ball valve to 

register 2 bar discharge pressure (lower gauge). 

• Set air regulator to 60 psi and then turn on liquid seal valve and hold with air pressure 

(valves on heater closed and by-pass valve open). 

• Transfer fuel up to 2.8 ton level in day tank. 

HYDRAULIC OIL CLARIFIER OPERATION 

• Open liquid seal, to and from valves on tank bulkhead and clarifier (7 in all). 

• Turn on clarifier and bring up to speed with regulator valve closed. 

• Turn on heater, open heater valves and close heater by-pass valve, allow oil to reach 

the set temperature while circulating through heater (oil will by-pass clarifier bowl due 

to regulator valve closed). 

• Open top metering valve, then set to desired flow rate as oil circulates through heater 

and clarifier and back to tank. Set back pressure to 2 bar. 

• With air pressure on, turn on liquid seal valve and hold with air pressure. 

LUBE OIL CLARIFIER OPERATION 

• Open to and from valves near M.E. sump and to and from valves at clarifier and screw 

down liquid seal valve (7 in all). 

• With Main Engine running and oil hot, turn on clarifier with top regulator valve closed. 

• Circulate oil through clarifier slowly, using top regulator control valve. Set back 

pressure to 2 bar, and with air pressure on, turn on liquid seal control with heater 

valves closed and heater by-pass valve open. 

Append 2.15 - Clarifier_Purifier.docx 1 



APPENDIX 2.16 

ENGINE ROOM - STANDING ORDERS FOR ENGINEERS ON SURVEY CHARTER 

Chief Engineer on duty 0600 to 1200 and 1800 to 2400 and will fill out engine room log at 

1200. (For previous 12 hrs). 

Second Engineer on duty 1200 to 1800 and 0000 to 0600 and will fill out engine room log 

at 0000. Note: Watch times may be varied. 

Duty Engineer will be awake and be able to be contacted by bridge at all times during their 

watch. 

Portable UHF radios will be used by duty Engineer while on watch. 

Engine room to be manned continuously only when directed to do so by Officer of the 

watch. 

The Duty Engineer will respond to engine room alarms. All machinery failures to be 

reported to the Chief Engineer, who may be called at any time while on charter. 

Discharge of sewerage holding tank may be performed outside three miles from the coast 

and must be recorded in Effluent Log. 

The fuel oil day tank is to be topped up through the clarifier (using meter) to no less than 

2.8 tonnes in the period before the log is filled out. 

Follow routine maintenance procedures while on passage. 

Chief Engineer Bluefin. 

Append 2.16 - Standing Orders.docx 1 



APPENDIX 2.17 

ENGINE ROOM - STANDARD OPERATING PROCEDURES 

1. Start Ships generators – Change over from Shore Power 

2. Start Main Engine 

3-4. Parallel Alternators 

5. Restore power 

6. Start Emergency Fire Pump 

7. Start Refrigeration, Blast Freezer, Air conditioner 

8. Hydraulics 

9. Electrical Distribution 

10. Bilge Alarms 

11. Pumps and Pump Systems 

12. Steering and Emergency Steering 

13. Alarm Panel Operation 

14. Purifier 

15. Standing Orders for Engineers on Charter 

Append 2.17 - Op Procedures.docx 1 



APPENDIX 2.18 

ENGINE ROOM - VALVES ON THROUGH HULL FITTINGS 

MAY 2009 SLIPPING 

No PORT E.R. No STARBOARD E.R. 

1 SEACHEST 2 SEACHEST 

9 Alt S. W. COOLING DISCHARGE 3 M E COOLING DISCHARGE 

10 SEWERAGE DISCHARGE 4 STANDBY PUMP DISCHARGE 

11 SEACHEST AIR VENT VALVE 5 A/C S. W. DISCHARGE 

12 SINK DRAIN DISCHARGE - 

FLAPPER 

6 BILGE / BALLAST DISCHARGE 

7 FRIG CONDENSOR DISCHARGE 

PORT ELSEWHERE 8 FISH ROOM AFT BALLAST 

DISCHARGE 

15 STEERING BILGE DISCHARGE 13 SEACHEST AIR VENT VALVE 

16 CHAIN LOCKER DISCHARGE 14 SINK DRAIN DISCHARGE - FLAPPER 

20 EM. FIRE P/P EXHAUST 

DISCHARGE 

STARBOAD ELSEWHERE 

17 EMER. FIRE PUMP SUCTION 

18 FIRE PUMP SEA CHEST AIR VENT 

TANKS INSPECTED 

19 EVAP. DRAIN IN LAUNDRY - 

FLAPPER 

1 F.O.DAY TANK 3 Stb. F.O. D.B. 

2 Pt. LUBE OIL 4 Stb. HYD OIL 

NOTE: A through hull fitting, Fwd port bow, is blanked off in frig solenoid control room. 

The two refrigeration condenser S.W. suction valves were checked in 2009. 

Drain valve for cool-room is accessed through ceiling in ladies shower. 

Checked by AMSA on 12/5/09 – O.K. 

New gasket fitted to Stb F.O., Pt L.O. manholes. 

Strainers (3) in hydraulic tank cleaned. 

New gaskets and packing in all valves. One new spindle, main sea chest valve. 

Append 2.18 - Valves.docx 1 



APPENDIX 2.19 

ENGINE ROOM - MACHINERY SOP (OLD) 

ENGINE ROOM MACHINERY OPERATION REMINDER (STAFF ONLY) 

Pump out Poop Tank 

1. Check the level by gauge rod daily. 

2. Open overboard valve located port side next to fire box. 

3. Switch sewerage pump to manual. It takes approx 4 mins to empty ½ tank. Do not 

run dry, leave about 3 – 4” in tank. Record time, position, quantity in log. 

4. Do not forget to shut the overboard discharge valve. 

5. With vessel alongside, may need pumping every 2 weeks. 

Accommodation Ventilation 

1. One supply fan, two return fans, one galley fan. 

2. Recommend all fans be switched off while vessel alongside. 

3. All switches are located inside the air conditioning fan room. 

For total Alarm Panel failure (No Power) 

1. Check fuses on 24V DC switchboard (next to galley) and the fuse located on top with 

white marking (15). 

2. If fuse OK, then open the lower power box, turn the top “on/off” power pack switch to 

off, then back on after 10 secs. 

3. Check relays in lower panel box if still no power. 

Start Domestic Freezer and Chiller 

Switch on main circuit breaker (direct onto bus bars) and distribution switch on control 

panel. 

Close freezer and chiller doors, switch on the main switch and two solenoid valves 

switches located port side of dry provision store. 

Check sea water cooling valves are open on fwd S.W. cooling pump. 

Switch on the S.W. cooling pump first, then switch on refrigeration compressor. 

To Start Ships Generators 

1. Check lube oil sump level, open all S.W. cooling valves, check level fresh water 

header tank, check fuel supply valve is open, check exhaust drain is closed. 

2. Switch to GLOW for 30 seconds, then start engine. 

3. Once engine running, check lube oil pressure OK in green range. 

4. Wait 5 minutes for engine to warm up. If paralleling, turn synchronising switch to the 

generator already on load. 

Append 2.19 - Machinery.docx 1 of 2 



Change Over from Shore Power 

1. Switch shore power breaker to “off”, then move the interlock key (turning 

anticlockwise) from shore power board and insert in AG 1 & 2 switchboard and turn on 

(clockwise). 

2. Select the main circuit breaker for the generator running, turn synchronising switch to 

that genset and push down first then lift up for breaker on. 

3. The refrigeration circuit breaker might trip off by this change over. If so switch on 

cooling pump first, then the compressor. 

Append 2.19 - Machinery.docx 2 of 2 



APPENDIX 3.0 

DECK OPERATION RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 3.1 Deck Operation 

Appendix 3.2 Tender Launch and Recovery 

Appendix 3.3 Anchor Watch 

Appendix 3.4 Pre-sea Watchkeeping 

Appendix 3.5 Liferaft Drill Work 

Appendix 3.6 Shooting and Retrieving Trawl Equipment 

Appendix 3.7 Dredge Shooting and Retrieving 

Appendix 3.8 Crab Fishing 

Appendix 3.9 Demersal Longline Equipment 




APPENDIX 3.1 

DECK OPERATION - DERRICK OPERATION 

SHIP’S DERRICK LIFTING PROCEDURES 

Outline 

For the loading and discharging of ship’s equipment, stores, cargo and other items from 

ship to shore and vice versa or for the movement of deck cargo and gear whilst at sea, the 

following is to be carried out in the interests of preventing personal injury or damage to 

ship’s deck machinery. 

Transferring loads whilst alongside 

If items cannot be transferred easily from ship to shore by means of carrying it up or down 

the ship’s official access way, then it is to be lifted and swung aboard using the ship’s 

derrick. Lifting loads and passing them by hand across the gap between the ship’s side 

and jetty, is not permitted. 

For the transfer of such materials, the ship has an approved, steel lifting basket that is to 

be used when appropriate. For all other items, certificated lifting strops, chains and 

shackles are to be used only. 

Over the years, specialised lifting equipment has been developed for the transfer of loaded 

fish bins, small consignments and drums of different fishing gear and fishing nets etc. 

These arrangements will continue for use with fishing gear only and are not to be used for 

any other materials handling whatever. 

Personnel Protective Equipment (PPE) and Communications 

Throughout any of the following deck operations involving the use of the ship’s derrick, or 

whilst working in conjunction with a shore-side crane(s), all persons employed on those 

tasks shall wear high visibility clothing, hard-hat, safety boots, gloves and, if necessary, 

safety glasses. If working in a basket over the ship’s side or working from a boat, a life vest 

shall be worn also. 

Standard, recognised, industry, hand signals are to be used to control the derrick (see 

attached diagrams for Crane Signals). If verbal orders are necessary but it is not 

practicable due to surrounding noise etc, then communication will be conducted using an 

agreed UHF channel. (Deploying and retrieving survey equipment is normally done by 

UHF R/T). 

Operation of the derrick 

Under NO circumstances is anyone other than a member of the ship’s crew or an AMC 

lecturer, specifically experienced in the use of this particular machinery, permitted to 

operate the ship’s derrick. 

Append 3.1 - Derrick.docx 1 of 2 



Students under instruction and involved in a practical training exercise showing how to use 

the derrick in the working environment, are the responsibility of the lecturer running that 

class. The lecturer must obtain permission from a member of the ship’s crew prior to using 

the derrick and clearly demonstrate its operation to students before allowing them to use 

the controls. 

During such an exercise, the lecturer will be close to the operating controls at all times 

should it be necessary to assume immediate, overall control. 

Any personnel other than those detailed to assist in derrick operations, are to keep well 

clear of the working area. The person in charge has authority to ‘STOP WORK’ and order 

persons to ‘KEEP CLEAR’. Such an order can be transmitted using the public address 

system to the main deck (the microphone is on the control console). Work is only to be 

resumed when the area is safe. 

Tag Line(s) 

A tag line(s), of sufficient length that it may be passed from ship to shore, is to be attached 

throughout the process of transferring loads to prevent it swinging and to assist in its 

positioning. 

Power supply 

Only the ‘Stand by’ hydraulic pump may be used for derrick operation. NEVER use ‘Main’ 

hydraulics. The main supply runs off the main engines and generates too much power to 

control the derrick in a safe and steady fashion. 

Using the derrick at sea 

Great care is to be exercised when using the derrick while the ship is at sea. Under no 

circumstances should the equipment be used whilst the ship is rolling. The vessel’s 

movement must be limited to the bare minimum necessary to maintain steerage only in a 

following or head sea and swell. At no time is the load to be raised any higher than the 

absolute minimum sufficient to move it to a new location. Tag lines MUST be attached 

securely and attended constantly until the operation is complete. 

Using the derrick to launch or retrieve the ship’s tender 

The reader’s attention is drawn to the specific instructions and procedure “Ship’s Tender 

Launch and Recovery” located in the Operational Safety and Training Manual prior to 

attempting any boat/derrick exercise. There is a real potential for damage and danger. 

Seek assistance from someone who has done this before. 

Append 3.1 - Derrick.docx 2 of 2 



APPENDIX 3.2 

DECK OPERATION - TENDER LAUNCH AND RECOVERY 

OBJECTIVE AND DESCRIPTION 

To safely launch and recover the ship’s 5m tender using the derrick. This boat is equipped 

with twin 50hp outboard motors, navigation lights, searchlight and marine VHF Radio 

telephone. 

The vessel is used for: 

1. Carrying out various fishing operations 

2. Ship to shore personnel transfer 

3. Transfer of stores and equipment and 

4. As a vessel in attendance to life-raft drill training exercises. 

This vessel is NOT a designated Rescue Boat as defined in Marine orders. 

DANGERS 

1. This boat may only be operated by qualified member(s) of the ship’s crew. If a 

student coxwains the boat, it may only be done so under the closest supervision of a 

ship’s crewmember. 

2. The boat may only be launched in sheltered waters or in open water where an 

absolute minimum of vessel rolling occurs. Sea conditions MUST be carefully 

observed prior to launch or recovery of this boat. In moderate to rough conditions, the 

boat may be launched whilst the ship maintains steerage speed and describing a 

tight circle to port. The smooth water created on the inside of the turning circle is 

ideal for emergency deployment. Coincide launch with swell pattern and period. 

Experiment. 

3. Using the derrick to launch the boat, the effect of a suspended load will be 

immediately transferred to the derrick head, making the ship a little “tender” with the 

derrick “topped”. This induces a pendulum motion for the boat with rapidly 

deteriorating consequences if the boat is not controlled by taglines fore and aft and if 

the derrick is not operated by an experienced member of the ship’s crew. 

4. Due to the difficulty of launch and recovery and the erratic, sometimes violent 

movement of the boat once hoisted clear of the cradle, or water, NO-ONE should be 

aboard once the lifting strops have been attached. 

5. Although the ship is equipped with bulwark doors on both sides for getting into or out 

of the tender, the boat is to be launched and recovered by derrick on the port side 

only when out at sea. 

6. Only the ‘Standby’ hydraulic pump is to be used. (The main hydraulics are too fast for 

this operation). 

Append 3.2 - Tender.docx 1 of 3 



PERSONNEL REQUIRED 

1. Qualified and experienced AMC staff/crew boat coxswain. 

2. Two persons to attend fore and aft taglines and/or painters. 

3. One experienced crewmember to operate the derrick using Standby Hydraulics. 

4. One crew member to act as a dogman using approved hand signals only. 

5. All personnel associated with these ops will be appropriately dressed including hard 

hats, PFD’s and safety boots. 

PROCEDURE 

1. Check UHF and VHF communications and designate channels. 

2. Check drain plugs, fuel and navigation lights. 

3. Remove ship’s side railing from seaward side of boat. 

4. Release boat lashings. 

5. Top derrick, slew and attach hook to lifting strops fore and aft. 

6. Coxswain disembarks when the slack is taken up. 

7. Pass aft painter (tagline) to assistant on deck. 

8. For’d painter (tagline) attended by assistant at the bow of boat. 

9. Raise boat from cradle and slew outboard quickly and carefully. 

10. Lower to waterline as soon as possible. 

11. Use painters and taglines to secure the boat firmly alongside. 

12. Coxswain embarks, disconnects strops and hook. 

13. Derrick wire and hook is to be controlled by tagline as soon as possible. 

14. Derrick should be returned to the stowed position during longer exercises. 

15. Secure hook to a strong point on deck and take up slack on the wire. 

16. Turn off hydraulics. 

To stow the boat, is the same procedure in reverse. 

TRANSFER OF PERSONNEL AND EQUIPMENT 

1. This is done adjacent to the ship’s side doors except for the coxswain who will use 

the port side door when launching or recovering the boat. 

2. The coxswain will instruct persons when to embark or disembark. 

3. Persons on deck are to have a life ring ready for immediate deployment and are to 

standby ready to assist as required. 

4. Heavy loads may be transferred using the derrick. In which case the coxswain is 

responsible in the boat and experienced ship’s crew are responsible on deck and at 

the derrick. 

5. The Bluefin’s Master suggests a maximum complement as follows depending on the 

volume of additional luggage and equipment etc. 

Calm/fine weather: - Coxswain + 7 persons = 8 

Moderate/rough weather: - Coxswain + 4 persons = 5 




PRE-OPERATION CHECKLIST: SHIP’S TENDER LAUNCH AND RECOVERY 

 

 

 

 

 

 

 

 

 

Number of personnel in boat (See notes on operation). 

Experienced and qualified crew are ready to conduct operation. 

All crew understand their role(s). 

PFD’s, hard hats and safety boots worn appropriately. 

Boat has sufficient fuel, navigation lights, searchlight, emergency equipment 

and PFD’s if picking people up from ashore or another vessel. 

UHF/VHF communication equipment tested. 

Master/OOW informed of intended departure or arrival. 

Operation outline has been read and understood. 

Pre-operation brief has been attended. 

Signed: Master 

Mate 

2 nd Officer 


AMC Staff 




Anchor watch standing orders 

APPENDIX 3.3 

DECK OPERATION - ANCHOR WATCH 

• If vessel moves outside red anchor alarm circle on c plot call the Master cabin 1 

immediately. 

• Watchkeepers are not to leave the wheelhouse unattended, except to visit the toilet 

or wake the next watchkeeper. 

• Watchkeepers are not to leave bridge until relieved by the next watchkeeper. 

• Vessels position, Lat and Long + 2 radar ranges as directed by the Master, wind 

speed and direction, water depth, to be recorded in the anchor log every hour. 

• If there is a sudden increase in wind speed or change of direction call the Master 

cabin 1 immediately. 

• If in any doubt call the Master. 

• Do so in ample time better too soon than too late. 

These orders may be supplemented by additional orders. 

Chris Lambert 

Master MV Bluefin. 

Append 3.3 - Anchor.docx 1 of 2 



Anchorage: _________________________________________________ Date: _____ / _____ / _____ 

Time Latitude South Longitude East Range 1 Range 2 Wind Dir Wind Speed Depth 

1800 

1900 

2000 

2100 

2200 

2300 

2400 

0100 

0200 

0300 

0400 

0500 

0600 

0700 

0800 

0900 

1000 

1100 

1200 

1300 

1400 

1500 

1600 

1700 

Append 3.3 - Anchor.docx 2 of 2 



TRAINING OUTLINE 

APPENDIX 3.4 

DECK OPERATION - PRE-SEA WATCHKEEPING 

The training ship Bluefin will depart AMC Beauty Point and proceed to sea for a voyage of 

five days. During this period all pre-sea students will be introduced to bridge watchkeeping 

and should, by the end of the voyage, have completed a list of practical tasks on the 

subject. As a result, students will gain a thorough understanding of the duties and 

responsibilities carried out by the officer of the watch (OOW) aboard a standard merchant 

vessel, in addition to practising correct bridge etiquette and communication. 

Students will be divided into small groups of two to four persons, and will attend the 

assigned watchkeeping hours under the supervision of the duty OOW. Extra classes in 

navigation and seamanship will be held in the chartroom by an AMC Lecturer. 

For the most part, the practical tasks will be similar to, or the same as, those watchkeeping 

tasks, calculations and ship simulator exercises taught in theory at the AMC campuses. 

The training ship’s voyage therefore, is structured to show how all the different learning 

outcomes established in the classroom ashore, are now brought together to demonstrate 

practical ship operation. 

TRAINING SUPERVISION 

There will be one ship’s officer on the bridge and one AMC Lecturer available during 

normal working hours, to give assistance and advice in carrying out prescribed tasks and 

exercises. 

The OOW will occupy the wheelhouse and chart table area, and the lecturer will use the 

chartroom space except when demonstrating particular instruments or practice. The 

sharing of space shall be agreed with the OOW and is not to interfere with the duty of 

keeping a safe navigation watch. 

SUMMARY OF LEARNING OBJECTIVES 

Watchkeeping practice, bridge equipment and controls will be explained by the OOW 

during a student’s first attendance on the bridge. Thereafter, each member of the 

watchkeeping group will take it in turns to complete the following practical tasks. 

• Hand steer for one hour using the gyrocompass 

• Use correct helm orders, responses and handover procedure 

• Act as lookout and report sightings using correct terminology 

• Enter correct information in the Bridge Movement Book 

• Collect and enter the information required in the Deck 

Log 

• Establish the magnetic and gyrocompass errors 

• Demonstrate how to obtain terrestrial and celestial bearings using the azimuth ring. 

Append 3.4 - Watchkeeping.docx 1 of 3 



• Determine if a risk of collision exists using visual and radar bearings 

• Apply the Collision Regulations 

• Work out and plot a DR position 

• Calculate the ETA at a waypoint or destination 

• Correct and plot three visual bearings on the chart, to establish the ship’s position in 

latitude and longitude. 

• Use radar ranges to find the ship’s position on the chart 

• Check gyro repeater alignment against the master compass 

• Assess the prevailing weather conditions 

• Read and plot the ship’s position by DGPS 

• Regularly plot the ship’s progress using a combination of methods. 

• Adjust courses for set and drift to maintain the charted track 

• Identify navigation marks, contours and coastal features using 

Chart 5011 

• Monitor VHF, MF, DSC 

and Inmarsat C communications 

POTENTIAL HAZARDS 

Frequently the vessel will be close inshore and a high level of vigilance is required. The 

OOW is not a lecturer and does not have the time for lengthy explanation and teaching 

which may detract from maintaining a proper watch. 

Keeping 

a poor lookout, charting inaccurate positions, incorrect logbook information 

and 

steering a meandering course are all caused through inexperience among trainees. 

Unauthorised persons fiddling with unfamiliar equipment may cause poor instrument 

performance 

and affect the overall control of a situation. Adjustments are only to be 

applied with the OOW’s knowledge. 

The deck above the wheelhouse, the Monkey Island, is a radiation hazard. Under no 

circumstances is anyone permitted on that deck without the express permission of the 

OOW. 

Even when 

this is granted, communications and radar equipment is to be isolated 

and tagged. 

CAUTION 

The OOW remains responsible for all aspects of bridge watchkeeping 

and has direct 

control over all systems throughout the appointed hours of duty. 

• 

• 

Training students is secondary to maintaining a safe navigation 

watch 

Call the Master immediately, if assistance is required. 

Note: The Bluefin is a very small ship and likely to pitch and roll even in slight to 

moderate sea conditions. Drowsiness caused by medication taken to avoid 

seasickness may induce a lack of awareness among bridge watchkeepers and 

students. At times, 

the vessel’s movement can be quite rapid and violent. Be careful 

negotiating stairs and doorways, particularly when 

going onto the bridge wings in 

rough weather. 




PRE-OPERATION CHECKLIST PRE-SEA WATCHKEEPING 

VOYAGE 1 

Student Roles undertaken: 1 Helm, 2 Lookout, 3 Position fixing, 4 Logbook 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Radar ON 

Chartroom ECDIS ON 

DGPS/GPS ON 

AIS ON 

Helm Manual/Auto ON 

Rudder Indicator ON 

Course Recorder ON 

Main Echo Sounder ON 

Main Echo Sounder Alarm ON 

Second Echo Sounder OFF (Standby) 

Doppler log ON 

GMDSS Comms ON 

VHF Comms ON 

UHF Comms OFF (Standby) 

Anchors Secured for sea (except during pilotage) 

The OOW remains fully responsible for all navigation watch-keeping duties. Masters prevoyage 

brief attended 


Chief Officer 

2 nd Officer 

Lecturer 

Lecturer 




APPENDIX 3.5 

DECK OPERATION - LIFERAFT DRILL WORK 

SUMMARY OF LEARNING OBJECTIVES 

TRAINING OUTLINE: LIFERAFT DRILL 

The exercise is structured to train students in the processes of abandoning a vessel at sea 

successfully deploying an inflatable liferaft, and organising the personnel at the Muster 

Station to board and depart the ship safely. Following a thorough briefing and exercise 

description by the Master, a student will command the liferaft in the exercise and, control 

the sequence of events leading to abandonment of the vessel under the watchful eyes of 

supervising ship’s crew members who must be prepared to overrule any practice which 

they may deem to be unsafe or contrary to recognised procedures. 

Only specifically trained personnel who have attained qualifications in survival craft will be 

allowed to participate in this exercise. 

Prior to liferaft launch and following its recovery, the ship’s boat will be deployed to monitor 

the raft and occupants and to maintain UHF/VHF contact with the ship should a student 

need transfer as a result of illness or injury. 

SUPERVISION AND SUPERVISORS 

POSITION DUTY STATION COMMUNICATIONS 

MASTER In Command Bridge UHF/VHF 

Chief Engineer Assist Mate L/R location UHF 

Mate 1/C Deck L/R location UHF 

2 nd Mate Coxswain Rescue Boat UHF/VHF 

AMC Lecturer Assist Bridge/Deck UHF 

POTENTIAL HAZARDS AND PRECAUTIONS TO AVOID THEM 

1. Incorrect issue of commands leading to wrong action; supervising personnel MUST 

be fully aware and ready to countermand poor or incorrectly made decision. 

2. Persons falling overboard through ship’s side door; all liferaft personnel must wear 

SOLAS life jackets. 

3. Sheltered embarkation area at rescue door; the ship must be stopped in the water 

and drifting with the wind on the port side to provide a lee for raft and boat 

operations. 

4. Long lengths of liferaft synthetic ropes, i.e. painter and bowsing tackle, sea anchor 

may sink and foul propeller; ship’s main engine must be “CLUTCHED OUT” prior to 

commencement of liferaft launch or recovery. 

Append 3.5 - Liferaft.docx 1 of 3 



5. Difficulty in embarking/disembarking liferaft; observe and await the optimum moment 

for transfer, persons should assist each other. 

6. In the event of a person falling into the sea; a life ring and attached line is to be 

immediately available close to ship’s side door. 

7. Suitable clothing including safety boots must be worn. 

8. Manoeuvring close to the life raft for pick-up; when the raft is within range, heaving 

lines are to be used to haul it to the ship’s side. The sea anchor should be retrieved 

at this time. 

9. Suspended loads; if the ship’s derrick is used to recover the raft, all persons on deck 

must wear safety helmets. 

10. Ship’s derrick; is to be operated only by an experienced ship’s crew member or 

experienced AMC staff member. 




PRE-EXERCISE CHECKLIST LIFERAFT DRILL 

 

 

 

 

 

 

 

 

 

 

Number of liferaft occupants not to exceed capacity of raft. 

All participants in exercise must have completed survival craft training. 

All supervising personnel understand their role(s) throughout exercise. 

Liferaft exercise briefing completed. 

UHF communications tested between personnel equipped with handheld 

radios. 

VHF communication tested between Rescue Boat and Bridge. 

Approved lifejackets, hard hats, suitable clothing and work boots to be worn 

by liferaft occupants. 

Personal Floatation Device (PFD), suitable clothing and work boots to be 

worn by deck personnel supervising/assisting on deck. 

Rescue boat’s crew is aware of liferaft towing points. 

Training outline has been read and understood by all ship’s crew involved in 

the exercise. 


Mate 

2 nd Officer 


AMC Staff 




APPENDIX 3.6 

DECK OPERATION - SHOOTING AND RETRIEVING TRAWL EQUIPMENT 

OBJECTIVES 

• To safely shoot and haul the trawl net and spill the cod-end 

• To prevent personal injury or damage to the ship and 

• To minimise impact on the marine environment. 

POLICY GUIDELINES 

• Navigation Act 1912 

• Marine Orders 

• AMSA 

• Tasmania OH&S Legislation 

• Living Marine Resources Act 1995 

• Environment Protection and Biodiversity Conservation Act. 

DEFINITIONS AND ACRONYMS 

Ship’s crew Master the person in command of the vessel 

Bridge crew Master, 1 st Mate, 2 nd Mate 

Academics The academic staff member responsible for the standard of 

delivery and assessment of the trainee 

Students An AMC student involved in the activity 

Passengers Guests of the AMC/UTASs (an observer, non participant) 

Shooting The process of deploying the trawl net and trawl boards at the 

start of trawl operation 

Hauling The process of retrieving the trawl net and trawl boards at the 

end of a trawl operation 

Warp Steel wire rope joining the trawl boards to the vessel 

Warp winch The hydraulically operated drum on which the warp is stored 

Warp winch brake The stopping device fitted to the warp drums 

Net drum Used for the stowage of the net and sweeps 

Net drum break The stopping device fitted to the net drum 

Cod-end The end of the net where the catch accumulates 

Spilling cod-end Lifting, moving and opening the loaded cod-end to release the 

catch 

Net The trawl net system including all mesh, cod-end, headline, 

footrope, ground gear, bridles and sweeps 

Trawling The act of deploying and retrieving the trawl net and components, 

including the time the gear is in the water 

Boards Otter boards use to spread the wing-ends as well as maintain the 

seabed contact of the net 

Stern ramp The ramp at the centre of the stern 

Ramp doors The doors that close off the stern ramp 

G links Used to attach various trawl components 

Append 3.6 - Trawl Equip.docx 1 of 6 



Blocks Used for guiding steel wire rope onto the vessel 

Safe areas As defined during the safety induction 

Limited access As defined during the safety induction 

PFD Personal flotation device 

Derrick Ship’ crane 

OVERVIEW 

The trawl equipment is heavy and cumbersome and extreme care is to be taken by all 

persons involved with the deployment and retrieval of this equipment. 

While shooting and hauling takes place, it is imperative that all participants have a 

complete understanding of the risks regarding entanglement and working around high 

tension wires, ropes, netting and large moving objects including the boards and full codend. 

This activity involves the full complement of ship’s crew and lecturing staff, and the 

use of appropriate PPE. 

Following a thorough briefing, the ship’s crew members must be prepared to overrule any 

practice which they deem to be unsafe, or to the contrary of any recognised procedures. 

Weather conditions must be fully assessed before trawling activities are undertaken. 

EQUIPMENT USED 

• Maintain hydraulics are engaged during the deployment and retrieval of trawl 

equipment. To be engaged by the Engineer for operation 

• Net drum port and starboard trawl winches 

• Ship’s derrick 

• Lifting equipment 

• Public address system 

• Hand held VHF radios 

• PPE 

PROCEDURE 

Only qualified ship’s crew may use the hydraulic controls for the shooting and retrieval of 

the trawl equipment. 

SHOOTING 

Shooting the net involves paying out the net from the net drum with the assistance of all 

available persons until sufficient netting is deployed to create drag which in turn pulls the 

remaining net into the water. During this process the bridge crew will ensure adequate 

vessel speed is maintained to minimise the need for physical handling of the gear. 

All crew and students must be fully aware that once sufficient drag comes onto the codend 

that the remainder of the trawl will come under tension. All crew and students must be 

in safe areas at this time. 




The winch operator can minimise the amount of slack netting by monitoring the remaining 

netting below the net drum and adjusting accordingly. 

The vessel will require a speed of more than 5 knots to assist the deployment. The net is 

then paid out until the G links come within a meter of the stern ramp roller. 

ATTACHMENT OF THE BOARDS 

This operation involves the transfer of the net from the net drum to the trawl boards. 

Extreme caution must be taken during this operation. 

Note: During this operation crew are close to wires under tension and due to the affect of 

swell on the deployed net including the vessels yawing motion. Wires may move 

horizontally and vertically with extreme force. 

DEPLOYMENT OF SYSTEM 

The G link from the trawl board back strops must be connected to the sweeps of the trawl 

net. This requires two people per side, one connecting the G link and one assisting with 

the back strop chain. Once the G link is attached to the recessed link all persons will 

move to safe areas so that the load can be transferred to the trawl boards. 

The warp winch brakes must be disengaged (anti-clockwise) before shooting commences. 

Once this has taken place the winch operator has full control over the remaining 

deployment of the net and boards. 

DEPLOYMENT OF TRAWL TO THE SEA BED 

As soon as the trawl boards enter the water the warps come under ever increasing load 

due to the affect of drag of the combined equipment. 

Note: During deployment all persons must remain in safe areas. The warps and 

blocks are to be avoided. 

While the winch operator is in control of deployment to the sea floor, the crew must 

monitor the movement of people in relation to hazards associated with moving plant and 

warp wire deployment. 

TRAWL CONTACT WITH SEA BED 

When the winch operator is satisfied that the trawl is stable and fishing, the warp brakes 

must be engaged by turning the handle (clockwise). The vessel’s fishing speed adjusted 

to trawling speed (dependant on objectives of the operation). The shooting operation 

is now completed. 

MONITORING DEPLOYED GEAR 

A constant appraisal of the trawl ground must be maintained using the Simrad and Coden 

echo sounders to assess bottom conditions for hook ups that may be present, this is to 

minimise damage to trawl equipment, and stability issues that a pinned up trawl induces 

on the vessel. 




HAULING 

Warp winch brakes must be disengaged by turning anti-clockwise. Hauling may proceed 

once all persons are clear of winches and warp wires. 

Once the trawl boards have reached the stern of the vessel they are adjusted so that they 

are in the correct position for stowage. 

At this stage the winch man gives the order for the crew, students to commence 

connecting the drum end chain with the G link to the pennant on the trawl boards this 

connects the net to the net drum for hauling the remainder of the net. 

Due to the close proximity of the crew and students to wires under tension, and the affect 

of swell on the deployed net including the vessel’s yawing motion. Wires may move 

horizontally and vertically with extreme force. Extreme caution must be taken during 

this operation. 

Once the connections are made crew and students are to clear the timber deck. The 

winch operator assesses that all crew, students are clear then commences the hauling of 

the net onto the net drum. 

Note: This may require staff and students to assist in the stowage of the net on to the 

net drum until the cod-end comes on board. At this point students must stand clear of the 

trawl deck as the cod-end comes up the stern ramp. 

Note: When the cod-end comes to the top of the stern ramp there will be amounts of fish 

and water trapped causing a free surface affect on the cod-end itself, this and the rolling 

motions of the vessel causes the cod-end to slide back and forth uncontrollably. Staff and 

students must stand outside the timber deck area while the water drains from the cod-end 

and finally becomes stable. 

DERRICK OPERATION 

To empty the cod-end will require the use of the derrick and a certified lifting strop. The 

yellow 3000 kg lifting strop must be placed as close as possible to the catch. By bringing 

the strop though itself and on to the derrick hook. 

Care must be taken to minimise the amount of slack wire from the derrick. Note: At no 

time can the derrick hoot be left unattended to swing freely. The vessel’s course must be 

adjusted to minimise rolling and pitching. 

Once the derrick hook is attached to the lifting strop lifting may commence. The cod-end 

must be lifted just enough to drag it towards the starboard side warp chain as this will 

assist in minimising the pendulum effect on the cod-end. It is then lifted from the deck to 

allow a crew member to undo the cod-end rope. Once the cod-end rope is undone the 

catch will spill onto the deck for sorting. 

During the lifting and handling operation all staff and students must be fully aware that the 

composition of the catch may consist of large sting rays, sponges, spiny fish, rocks etc. 

Students and staff must stand well clear of the cod-end while this operation is taking place. 




When the cod-end is emptied the net will be lowered to the centre deck for stowage on to 

the net drum and the derrick boom and hook will then be stowed. Note: That at no time 

can the derrick hook be left unattended to swing freely. 

Further reference: See operation guidelines for derrick operation. 

MAINTENANCE 

Due to the extreme forces that the trawl experiences, components are subject to 

considerable wear and a constant evaluation and appraisal of all terminal tackle must be 

carried out during shooting and hauling operations. Any faulty components must be 

replaced immediately before any further trawling takes place. 

HOOK UP 

If during the trawling operation the trawl becomes fouled the following measures must be 

implemented. 

1. All students must move to the wheelhouse and remain quiet 

2. Stern ramp doors to remain open 

3. All water tight doors and hatches are to be closed 

4. All freeing ports must be clear of any obstructions 

5. Notify the Engineer. 

Master to the winches, 1 st Mate to the helm, 2 nd Mate to assist where required. Vessel 

speed is to be reduced so to allow the vessel to be winched back by the winches until the 

vessel is above the fouled trawl. 

The vessel must maintain enough power to hold its original heading and in no 

circumstances should the vessel be allowed to rotate on the warps as this will induce 

twists in them making recovery extremely difficult. 

Note: Short sharp bursts of power and large rudder angles will assist in maintaining 

original heading. Extreme caution must be used during this operation as a large following 

sea will repeatedly engulf the trawl deck. 

Once the vessel is above the trawl pressure can be applied by the winches to assist in 

freeing the trawl from the obstruction. 

If the trawl fails to break free there will be a requirement to use more vessel power to 

assist in applying pressure to the snagged trawl net. 

Note: At all times vessel safety and stability issues must be continually addressed 

and at no time shall the vessel safety be jeopardised. 

In the advent of the trawl not coming free, warps will be paid out until sufficient slack is 

available and the warps cut free with the use of the oxy acetylene cutting equipment or 

9 inch grinder depending on the circumstances. 




Warps should be cut at the drum ends with extreme caution with no staff, students on the 

trawl deck, accept for those undertaking the cutting of the warps. 

If trawl net is snagged in shallow water, warps may be buoyed for later retrieval. If the 

trawl is snagged in deep water the sheer weight of the warps will overcome any flotation 

that the vessel has onboard therefore must be discarded. 

Due to the stability issues, and the increased loads on trawl equipment it is 

imperative that the recovery of the trawl is conducted with due care and observance 

of best practice. 




Objectives 

APPENDIX 3.7 

DECK OPERATION - DREDGE SHOOTING AND RETRIEVING 

1. To safely shoot and haul the dredge and empty the catch. 

2. To prevent personal injury or damage to the ship and, 

3. To minimise impact on the marine environment. 

Policy guidelines 

• Navigation act 1912. 

• Marine orders. 

• AMSA. 

• Tasmanian OH&S legislation. 

• Living Marine Resources act 1995. 

• Environment Protection and Biodiversity Conservation Act 1999. 

Definitions and acronym 

Ship’s crew Master the person in command of the vessel. 

Bridge crew Master, 1 st Mate, 2 nd Mate. 

Academics The academic staff member responsible for the standard of delivery 

and assessment of the trainee. 

Students An AMC student involved in the activity. 

Passengers Guests of the AMC/UTAS (an observer, non participant). 

Shooting The process of deploying the dredge at the start of the operation. 

Hauling The process of retrieving the dredge at the end of the operation. 

Warp Steel wire rope joining the dredge to the vessel. 

Warp winch The hydraulically operated drum on which the warp is stored. 

Warp winch brake The stopping device fitted to the warp drums. 

Stern ramp The ramp at the centre of the stern. 

Ramp doors The doors that close of the stern ramp. 

Blocks Used for guiding steel wire rope onto the vessel. 

Safe areas As defined during the safety induction. 

Limited access As defined during the safety induction. 

PFD Personal flotation device. 

PPE Personal protective equipment. 

Derrick Ships crane. 

Dredge Metal and wire cage designed to maintain contact with the sea bed 

and accumulate organisms and debris with the aid of a angled bar. 

Overview 

The dredge equipment is heavy and cumbersome and extreme care is to be taken by all 


Append 3.7 - Dredge.docx 1 of 5 





tension wires and large moving objects. This activity involves the full complement of ships 

crew and lecturing staff, and the use of appropriate PPE. 

Following a thorough briefing the ship’s crew members must be prepared to overrule any 


Weather conditions must be fully assessed before dredging activates are undertaken. 

Equipment used 

1. Stand-by hydraulics are engaged during the deployment and retrieval of the dredge 

equipment. To be engaged by the Engineer for operation. 

2. Gilson winch. 

3. Ships derrick. 

4. Lifting equipment. 

5. Public address system. 

6. Hand held VHF Radios. 

7. PPE. 

8. Dredge 

Procedure 


the dredging equipment. 

Shooting 

Shooting the dredge involves paying out sufficient warp wire from the gilson winch allowing 

the dredge to be positioned at the stern ramp with the assistance of crew. During this 

operation it is imperative that the gilson winch operator only allows enough wire out so that 

the dredge is controlled. This will minimise any sudden uncontrolled snatch loading on the 

Gilson warp as the dredge slides down the stern ramp. 

All crew and students must be fully aware that once sufficient drag comes onto the dredge 

that the warp will come under tension. All crew and students must be in safe areas at this 

time. 

Note: During this operation crew are close to wires under tension and due to the affect of 

swell on the deployed dredge including the vessels yawing motion. Wires may move 

horizontally and vertically with extreme force. 

Deployment of dredge to the sea bed 

As soon as the dredge enters the water the warp comes under ever increasing load due to 

the affect of drag of the combined equipment. 

Note: During deployment all persons must remain in safe areas. The warp and blocks are 

to be avoided. 




While the winch operator is in control of deployment to the sea floor, the crew must 

monitor the movement of people in relation to hazards associated with moving plant and 

warp wire deployment. 

Dredge contact with sea bed 

When the winch operator is satisfied that the dredge is stable and fishing, the vessels 

fishing speed is adjusted (dependant on objectives of the operation). The shooting 

operation is now completed. 

Monitoring deployed gear 

A constant appraisal of the dredging grounds must be maintained using the Simrad and 

Koden echo sounders to asses bottom conditions for hook ups that may be present, this is 

to minimise damage to dredging equipment, and stability issues that a pinned up dredge 

induces on the vessel. 

Hauling 

Due to the effect of swell on the deployed dredge, and the vessels yawing motion. Warp 

wire may move horizontally and vertically with extreme force. 

A visual check must be made before hauling takes place to ensure that the back deck is 

free from students and staff. 

Once the dredge comes to the surface sufficient speed must be maintained to assist the 

dredge in clearing the lower lip on the stern ramp. 

Once the dredge is hauled to the top of the ramp a gaff can be used to reach the aft lifting 

strops. 

At this time the derrick hook will be transferred to the aft lifting strop to spill the contents of 

the dredge. 

Note: Extreme caution must be taken during this operation. 

Once the connections are made crew and students are to clear the timber deck. 

The winch operator assesses that all crew and students are clear then commences the 

empting of the dredge. 

Note: Tag lines must be attached to the dredge to limit any swinging and to aid in the 

control during empting. 

Derrick operation 

To empty the dredge this will require the use of the derrick and two (2) certified lifting 

strops. 




It is recommended that 3000 kg rated lifting strop be attached to the aft corners of the 

dredge to spill the catch. 

Care must be taken to minimise the amount of slack wire from the derrick. The vessels 

course must be adjusted to minimise rolling and pitching. 

During the lifting and handling operation all staff and students must be fully aware that the 

composition of the catch may consist of large stingrays, sponges, spiny fish, blue ring 

octopus, rocks etc. 

Students and Staff must stand well clear of the dredge while this operation is taking place. 

When the dredge is emptied the dredge will be lowered to the centre deck for stowage or 

redeployment and the derrick boom and hook will then be stowed. 

Note: That at no time can the derrick hook be left unattended to swing freely. 

Further reference: See operation guidelines for derrick operation. 

Maintenance 

Due to the extreme forces that the dredge experiences components are subject to 


carried out during shooting and hauling operations. 

Any faulty components must be replaced immediately before any further dredging takes 

place. 

Hook up 

If during the dredging operation the dredge becomes fouled the following measures must 

be implemented. 

1. All students must move to the wheelhouse and remain quiet. 

2. Stern ramp doors to remain open. 

3. All water tight doors and hatches are to be closed. 

4. All freeing ports must be clear of any obstructions 

5. Notify the Engineer. 

Master to the winches,1 st mate to the helm, 2 nd mate to assist where required. 

Vessel speed is to be reduced so to allow the vessel to be winched back by the winches 

until the vessel is above the fouled dredge. 

The vessel must maintain enough power to hold its original heading and in no 

circumstances should the vessel be allowed to rotate on the warp as this will induce twists 

in it making recovery extremely difficult. 




Note: Short sharp bursts of power and large rudder angles will assist in maintaining 

original heading. 

Extreme caution must be used during this operation as a large following sea will 

repeatedly engulf the trawl deck. 

Once the vessel is above the dredge, pressure can be applied by the winches to assist in 

freeing the dredge from the obstruction. 

If the dredge fails to break free there will be a requirement to use more vessel power to 

assist in applying pressure to the snagged dredge. 

Note: At all times vessel safety and stability issues must be continually addressed and at 

no time shall the vessel safety be jeopardised. 

In the advent of the dredge not coming free the warp will be paid out until sufficient slack is 

available and the warp cut free with the use of the oxy-acetylene cutting equipment or 9 

inch grinder depending on the circumstances. 

Warps should be cut at the drum ends with extreme caution with no staff, students on the 

deck, except for those undertaking the cutting of the warp. 

If the dredge is snagged in shallow water the Warp may be buoyed off for later retrieval. If 

the dredge is snagged in deep water the shear weight of the warps will overcome any 

flotation that the vessel has onboard therefore must be discarded. 

Due to the stability issues, and the increased loads on dredge equipment it is imperative 

that the recovery of the dredge is conducted with due care and observance of best 

practice. 




APPENDIX 3.8 

DECK OPERATION - CRAB FISHING 

OPERATION OUTLINE - SHOOTING AND RETRIEVING GIANT CRAB POTS 

Objectives 

1. To safely shoot and haul the deep water crab pots. 

2. To prevent personal injury or damage to the ship. 





• AMSA. 

• Tasmanian OH&S Legislation. 

• Living Marine resources act 1995. 

• Environment Protection and Biodiversity Conservation Act. 

Definitions and acronyms 

Ship’s crew Master the person in command of the vessel 





Passengers Guests of the AMC/UTAS (an observer, non participant). 

Shooting The process of deploying the crab pots. 

Hauling The process of retrieving the crab pots. 

Float lines The poly polypropylene rope that connects the pot line to the floats. 



PFD Personal flotation device 

Derrick Ships crane. 

Main line 800 meters of 12mm polypropylene rope. 

Tail or branch line 2 meters of 12 mm polypropylene rope from main line to crab pot. 

Rope bin Storage container for ropes. 

Dan pole A visual aid may have a flag or light attached (or both). 

Safety knives Safety knives located on deck for emergency use. 

Meat cleavers Short handled choppers located on deck for emergency use. 

Overview 

The king crab equipment is heavy and cumbersome and extreme care is to be taken by all 


Append 3.8 - Crab Fishing.docx 1 of 4 





tension ropes, crab pots and large moving objects, This activity involves the full 

complement of ships crew and lecturing staff, and the use of appropriate PPE. 

Following a thorough briefing the ship’s crew members, the crew must be prepared to 

overrule any practice which they deem to be unsafe, or to the contrary of any recognised 

procedures. 

Weather conditions must be fully assessed before crab fishing activates are undertaken. 


1. Standby hydraulics are engaged during the deployment and retrieval. To be engaged 

by the Engineer for operation. 

2. Pot hauler. 

3. Lifting Equipment. 

4. Public address system. 

5. Hand held UHF Radios. 

6. PPE. 

Procedure 


the Giant crab equipment. 

Only ship’s crew may be involved in the deployment of crab fishing equipment. 

Shooting 

Shooting the Crab pots involves the deployment of float line followed by the crab pots x 8 

attached to the main line by the means of a spliced line (Tail or Branch line). 

This line allows the pots to be attached to the mainline. 

The crab pots are placed in order on the timber deck with a rectangular pot joined on to 

the first tale and the float line secured to the stern, by means of a quick release clip. 

Once a suitable location is found the vessel speed is slowed to 2.5 to 3 knots then the 

shooting process starts. 

The quick release clip on the float line is released allowing the drag created to assist in 

dragging the 1 st pot down the stern ramp, and then the tales are then attached to the pots 

in order as the main line is paid out from the rope basket. 

The combined weight and drag created allows the remanning pots to be pulled down the 

stern ramp, until the last pot is deployed then the 2nd float line follows as this is attached 

to the last pot the vessel remains at 3 knots until all the remaining float line and floats are 

clear of the vessel this now completes the shooting process 




Once the equipment is setup for shooting it is imperative that all students are clear of the 

timber deck area before shooting commences. 

And crew involved use extreme caution while undertaking the deployment of crab pots. 

Hauling 

Stand-by hydraulics must be engaged and hauler tested before hauling takes place. UHF 

radio communications must be checked. 

Once the vessel is in position alongside the float line it will be grappled by a member of the 

ship’s crew. The float line is then manually pulled on board until sufficient length is 

obtained to place it on the pot hauler. 

The pot hauler operator will then indicate to the bridge the desired heading and speed for 

the vessel to proceed in and continue communications with the bridge at all times during 

hauling operation. 

During the retrieval process the mainline is under constant tension and requires constant 

appraisal from the pot hauler operator as to the amount of tension on the mainline and 

adjusted accordingly. 

The floats must be disconnected from the float line and a suitable rope bin for the stowage 

of the line made available. 

The retrieval of the mainline involves regular stopping of the hauling process so that crab 

pots can be removed safely. 

Note: The hauler operator must use extreme caution to monitor the situation and stop 

accordingly if Crab pots are tangled. 

Extreme care must be taken while removing Crab pots with fish and crabs inside as 

various species have large nippers, spikes and teeth. 

Once the Crab pot is removed from the (Tail or branch line) it will be passed onto a 2 nd 

student for bait/catch removal on the timber deck 

This operation continues until the 2 nd float line is retrieved. 

This now completes the hauling operation. 

Hook up 

If during the hauling operation the mainline becomes fouled the following measures must 


Note: Extreme care must be taken while attempting recovery. 




1. All students must move clear of the port side deck. 

2. Notify the bridge immediately. 

3. Only the pot hauler operator and assisting crew may be allowed in the immediate 

vicinity until the line is clear of the obstruction. 

In the event of the main line or pots becoming fast to the sea bed the line will be cut and 

the vessel will move to the 2 nd set of floats and commence hauling operations. 

Maintenance 

Due to the extreme forces that the crab line and associated equipment experiences, 

components are subject to considerable wear and a constant evaluation and appraisal of 

all terminal tackle must be carried out during shooting and hauling operations. 

Any faulty components must be replaced immediately before any further fishing takes 

place. 




APPENDIX 3.9 

DECK OPERATION - DEMERSAL LONGLINE EQUIPMENT 

SHOOTING AND RETRIEVING DEMERSAL LONGLINE EQUIPMENT 

Objectives 

1. To safely shoot and haul the demersal longline equipment. 

2. To prevent personal injury or damage to the ship and, 





• AMSA 

• Tasmanian OH&S legislation. 

• Living Marine Resources act 1995. 

• Environment Protection and Biodiversity Conservation Act 1999. 

Definitions and acronyms 

Ship’s crew Master, 1 st Mate, 2 nd Mate, Chief engineer, Cook. 





Passengers An guests of the AMC/UTAS ( an observer, non participant). 

Shooting The process of deploying the Demersal long line. 

Hauling The process of retrieving the Demersal long line. 



PFD Personal flotation device. 

Pot hauler Hydraulic lifting equipment used for the retrieval of pots and lines. 

Demersal Fishing on or close to the sea bed. 

Main line 3.7 kilometres of 8 mm polypropylene rope. 

Float line The connection between the main line and floats. 

Snoods 450 mm monofilament and shark clip to attach the hook to the 

mainline. 

Rope bin Storage container for ropes. 

Shark clips Attachment devices for rope. 

Dan pole A visual aid may have a flag or light attached (or both). 

Safety knives Sharp knives located on deck for emergency use. 

Meat cleavers Short handle choppers located on deck for emergency use. 

Append 3.9 - Demersal.docx 1 of 4 



Overview 

The Longline equipment is constantly under tension while being deployed and retrieved. 

Extreme care is to be taken by all persons involved with the deployment and retrieval of 

this equipment. 



tension ropes and the risks associated with fish hooks, handling the catch, and the 

attachment and disconnection of shark clips. 

This activity involves the full complement of ships crew and lecturing staff, and the use of 

appropriate PPE. 

Following a thorough briefing the ship’s crew members must be prepared to overrule any 


Weather conditions must be fully assessed before demersal fishing activities are 

undertaken. 


1. Standby hydraulics must be engaged during the deployment and retrieval long line 

equipment.To be engaged by the Engineer for operation. 

2. Pot hauler. 

3. Hand held VHF Radios. 

4. PPE. 

5. Emergency knives and meat cleavers. 

Procedure 


the demersal logline equipment. 

Shooting 

Stand by hydraulics must be engaged and hauler tested before hauling takes place. 

UHF radio communications must be checked. 

Shooting the longline involves the deployment of a weighted mainline to which snoods are 

attached. In addition to this both ends of the main line have separate lines called float 

lines, which are used for the retrieval of the main line. 

Once suitable fishing grounds are located and fishing depth known, crew are advised on 

the depth so that sufficient length float lines are deployed. 

The float lines will have one large pink float to aid in the flotation of the line, one smaller 

float with sufficient tail length for grappling, and a Dan pole with a strobe light attached (for 

night time operations). 




Once the vessel is slowed to or below 3 knots the float line will be attached to the main line 

and sufficient lead weights added to sink the main line. 

Note: The main line must be situated beneath the pot hauler with main line leading to the 

capstan head on the pot hauler with 2 to 3 turns made on it to act as a break. This allows 

the crew to stop the mainline in the case of hooking / fouling of a person. 

Once the vessel speed is set the mainline will feed out over the starboard quarter through 

the bull horns. 

Once this is deployed there will be sufficient drag created to drag the remainder out of the 

rope from the bin. 

As the mainline is paid out while the vessel steams ahead at 2 to 3 knots the baited 

snoods are attached at given intervals indicated by a crew member. 

The baited snoods will be attached aft of the bull horns, during this process there will be 

only one person allowed to clip on the snoods with a staff member closely monitoring this 

operation. 

This will require 2 to 3 students passing snoods to the student clipping the snoods onto the 

mainline. 

Note: Extreme care must be observed during shooting of the mainline as there is the 

potential for a student/crew member to become fouled. 

During the deployment of the main line the tail must be attached to the second float line 

and sufficient weight added including the addition of floats and a dan pole to the float line. 

Due warning must be given to students involved in the attachment of snoods so that the 

deck is clear of obstructions so that a staff member can safely deploy the second float line. 

Once the second float line and floats are clear of the vessel the bridge must be notified. 

The shooting process is now completed. 

Hauling 

Stand-by hydraulics must be engaged and hauler tested before hauling takes place. 

UHF radio communications must be checked. 

Once the vessel is in position alongside the float line it will be grappled by a member of the 

ship’s crew. The float line is then manually pulled on board until sufficient length is 

obtained to place it on the pot hauler. 

The pot hauler operator will then indicate to the bridge the desired heading and speed for 

the vessel to proceed in and continue communications with the bridge at all times during 


During the retrieval process the mainline is under constant tension and requires constant 

appraisal from the pot hauler operator as to the amount of tension on the mainline and 

adjusted accordingly. 




The floats must be disconnected from the float line and a suitable rope bin for the stowage 

of the line made available. 

The pot hauler operator monitors the amount of line and slows the hauling when the 

weights come into view, the weights are then disconnected from the mainline and the float 

line bin removed, so that the mainline rope bin can be placed under the hauler. 

The retrieval of the mainline involves regular stopping of the hauling process so that 

snoods can be removed safely as twisting of the snoods is a regular occurrence. 

Note: The hauler operator must use extreme caution to monitor the situation and stop 

accordingly so that the snoods may be detangled. 

Extreme care must be taken while removing snoods with fish attached as various species 

have spikes and teeth. 

Once the snood is removed it will be passed onto a 2 nd student for bait/catch removal and 

stowed into a fish bin. 

This operation continues until the 2 nd float line is retrieved. This now completes the 


Hook up 

If during the hauling operation the mainline becomes fouled the following measures must 


Note: Extreme care must be taken while attempting recovery. 

1. All students must move clear of the starboard side deck. 

2. Notify the bridge immediately. 

3. Only the pot hauler operator and assisting crew may be allowed in the immediate 

vicinity until the line is clear of the obstruction. 

4. In the event of the main line becoming fast to the sea bed the line will be cut and the 

vessel will move to the 2 nd set of floats and commence hauling operations. 

Maintenance 

Due to the forces that the demersal longline experiences components are subject to 


carried out during shooting and hauling operations. 

Any faulty components must be replaced immediately before any further fishing activities 

takes place. 

This operation must be conducted with due care and observance of best practice. 




APPENDIX 4.0 

CHECK LIST RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 4.1 Pre-Departure 

Appendix 4.2 Pre-Arrival 

Appendix 4.3 Port Movement Log 

Appendix 4.4 Chart Portfolio 

Appendix 4.5 LSA Equipment 

Appendix 4.6 Hours of Work and Rest 

Appendix 4.7 Muster Sheet 

Appendix 4.8 Safety Induction 

Appendix 4.9 Emergency Training Calendar for Crew 

Appendix 4.10 Record of Crew Training Drills 

Appendix 4.11 Mobilisation and Tool Safety Meeting Register 

Appendix 4.12 Monthly Maintenance 




MV Bluefin: Pre Departure Checklist 

APPENDIX 4.1 

CHECK LIST – PRE-DEPARTURE 

Note: To be completed by the Master/Chief Mate 

Port: _________________________ Voyage: _________________________ 

Description of equipment tested YES NO 

UHF communication established channel selected. 

Wharf support notified of departure time. 

Main Engine operational. 

Main Hydraulics operational. 

Bow Thruster operational. ( aft consol switch selected) 

(fwd console switch selected) 

Propulsion tested. 

Helm response in hand steering and auto pilot tested. 

Emergency steering gear tested and gyro aligned with master 

gyro. 

Gyro compass heading compared with Magnetic compass 

heading. 

Steering repeater aligned with master Gyro Compass. 

Emergency steering flat repeater aligned with master Gyro. 

Bridge wing repeaters aligned with master Gyro. 

Radar heading aligned with gyro compass heading. 

GPS Datum checked. 

Echo sounders operational. 

Doppler log reset. 

MF/HF and VHF radio operational. 

GMDSS equipment operational. Sailing plan fwd to RCC 

AIS configured. 

Passage plan prepared and available / Voyage charts in order 

Port authority notified of intention to sail. 

Ships signal horn operational and navigation lights tested. 

Windlass operational on brake with dogs off. 

Crew / passengers aware of sailing time and responsibilities. 

Safety talk and induction completed. 

Muster drill conducted. 

Date: ______/______/_______ 

Time: ____________________ 

Tide: HW__________ LW__________ 

Master: ________________________ Chief Mate: ______________________ 

Append 4.1 - Pre-Departure.docx 1 



Port: 

APPENDIX 4.2 

CHECK LIST - PRE-ARRIVAL 

Note: To be completed by the Master/Chief Mate 

Description of equipment tested. YES NO 

Port authority notified. 

Wharf support notified of Arrival time. 

Astern propulsion checked 

Main Hydraulics operational. 

Bow Thruster operational. ( aft consol switch selected) 

(fwd switch selected) 

Emergency steering gear operational. 

Windlass operational on brake with dogs off. 

Pilot required. If so has pilot been ordered. 

UHF Communication established. 

Crew aware of birthing requirements. 

Mooring lines available. 

Date: 

Time: 

Tide: Time HW Time LW 

Comments: 

Master: ____________________ Chief Mate: ____________________ 

Append 4.2 - Pre-Arrival.docx 1 



APPENDIX 4.3 

CHECK LIST - PORT MOVEMENT LOG 

Port of Arrival/Departure: 

Permit to arrive issued at: ........................EST via CH…..................... 

Bridge equipment tested completed at: 

Time 

EST 

Engine Movement Remarks (i.e. reason, position, manoeuvre 

Chris Lambert 


Append 4.3 - Port Movement.docx 1 



Current 6/2009 

VICTORIAN CHARTS 

APPENDIX 4.4 

CHECK LIST - CHART PORTFOLIO 

No. AUS 

1 487 Bass Strait 

2 348 Cape Martin to Cape Nelson 

3 140 Portland 

4 786 Cape Nelson to Lady Bay 

5 349 Cape Nelson to Came Schank 

6 801 Cape Schank to Cape Liptrap 

7 141 Plans in South Western Victoria 

8 788 Cape Otway to Cape Schank 

9 802 Cape Liptrap to Cliffy Island 

10 148 Plans in Bass Strait Deal Island & Hogan Island 

11 357A Bass Strait Oil Fields 

12 182 Port Welshpool & Port Albert 

13 181 Corner Inlet 

14 805 Point Hicks to Cape Howe 

15 806 Gabo Island to Montague Island 

TASMANIAN CHARTS 

No. AUS 

1 487 Bass Strait 

2 422 Cape Otway to Gabo Island including Tasmania 

3 789 King Island 

4 164 Devonport 

5 790 Stokes Point to Rocky Cape 

6 799 Stony Head to Rocky Cape 

7 167 Port Dalrymple 

8 168 River Tamar 

9 798 Eddystone Point to Stony Head 

10 800 Flinders Island 

11 179 Franklin Sound 

12 767 Wardlaws Point to Eddystone Point 

13 766 Mistaken Cape to Wardlaws Point 

14 169 Schouten Passage to Plans of Tasmania 

15 797 Tasman Island to Mistaken Cape 

16 170 Maria Island / Mercury Passage 

17 796 Tasman Island to Cape Fredrick Hendrick 

18 795 South Cape to Storm Bay 

19 174 Plans of Tasmania South 

20 791 West Point to Granville Harbour 

Append 4.4 - Chart Portfolio.docx 1 



Location Item Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec EXP/ TEST 

Monkey Island Life Jackets 20 

Bridge Deck 

Bridge Wing 

Hydrostatic Release 1 Mar 2011 

EPIRB 1 April 2015 

Hydrostatic Release 1 Mar 2110 

Port Life Ring MOB Marker 1 Jan 2010 

Fire Hose, Nozzle 1 

Liferafts 2 25/5/2010 

Hydrostatic release 2 Mar 2011 

Emergency Lighting 

StarBoard Life Ring MOB Marker 1 Jan 2010 

Liferafts 2 25/5/2010 

Hydrostatic release 2 Mar 2011 

Emergency Lighting 

Bridge Inside VHF Liferaft Radios 2 

Crew Deck 

Spare Batteries 2 7 &8 2012 

Lifejackets 4 

SART 1 Nov 2010 

Line Throwers 

Fire Extinguishers 

4 Feb 2010 

C02 Stbd Side 1 Jan 2011 

Dry Powder Port Side 1 Jan 2011 

Fire Alarm Panel 1 

Flares 12 Dec 2011 

Cabin 1 Lifejacket 1 

Torch x 1 1 


Torch x 1 1 


Torch x 1 1 


Torch x 1 1 

APPENDIX 4.5 

CHECK LIST - LSA EQUIPMENT 

Append 4.5 ‐ LSA Equipment 

Revised: November 2010 1 of 4



Torch x 1 1 

CompanionWay Fire Detector 1 

Dry Powder Fire Extingisher 1 Jan 2011 

Port Side Deck Lifering/Immersable Light 1 

Fire Hose, Nozzel 1 

Fire Flaps Portside Funnel 1 

Stbd Side Deck Lifering/ Immersable light 1 

Fire Flaps Funnel Shin Level 1 

Fire Flaps Funnel O/Head 1 

Achor Deck Escape Hatch Clear? 1 

Main Deck 

Dry Store Escape Hatch Clear? And test 1 

Companionway 

Starboard Dry Powder Fire Extinguisher 1 Jan 2011 

Deckhand Fire Detector 1 

Port C02 Fire Extinguisher 1 Jan 2011 

H20 Fire Extinguisher 1 Jan 2011 

Fire Axes 2 

Deck Escape Hatch Clear 1 

B A Cupboard B A Sets 2 

Fire Jackets 2 

Spare B A Bottles 2 

Fire Helmets 2 

Oxyviva 1 

Paragard Stretcher 1 

Torch 2 

Spare Oxiviva Bottle 1 

Spare Pants 

Aircon room C02 Fire Extinguisher 3 Jan 2011 

Fire Flap 1 Jan 2011 

Workshop Dry Powder Fire Extinguisher 1 Jan 2011 

1 

Back Deck Spill station 1 

Eye wash station 1 

Fire hose, nozzel 1 




Fuel oil shut offs 3 

Fire Main Isolator v/v 1 

Life ring Aft port 1 

Fire Flap Aft stbd 1 

Fire Flap Aft port 1 

Life ring stbd Fwd Bulkhead 1 

Galley Fire blanket 1 

C02 Fire Extinguisher 1 Jan 2011 

Dry Powder fire Extinguisher 1 Jan 2011 

Mess Fire Approach suit 1 

Fire Rope 1 

Lower Deck 

Accomodation 

Laundry Escape Hatch Clear? 1 

Fire detector / Deck Head 1 

Vestibule Dry powder Fire extinguisher 1 Jan 2011 

Foam fire Extinguisher 9Litre 1 Jan 2011 

Cabin 6 Survival Manual 1 

Lifejackets 2 

Torches 2 


Lifejackets 4 

Torches 4 


Lifejackets 2 

Torches 2 


Lifejackets 4 

Torches 4 


Lifejackets 4 

Torches 4 


Lifejackets 4 

Torches 4 

Companionway Dry powder Fire extinguisher 1 Jan 2011 

H20 Fire Extinguisher 1 Jan 2011 




Fire detector / Deck Head 1 

Escape Hatch Clear? 1 

Engine Room Lifejacket 1 

Large Portable C02 Fire Ext 1 Jan 2011 

Dry powder Fire extinguisher 1 Jan 2011 





Escape Hatch Clear? 1 

C02 Fire Extinguisher (small) 1 Jan 2011 

Steering Flat Dry powder Fire extinguisher 1 Jan 2011 

Fire Pump room Dry powder Fire extinguisher 1 Jan 2011 

EPIRB DETAILS 

20 man raft MO11099 EPIRB EXP 10 / 2015 First aid kit EXP June 2011 HEX ID 3EF43DOCBF81FEO 

20 man raft S1300702 EPIRB EXP Oct 2015 First aid kit EXP June 2011 HEX ID 3Ef43CD13F81FEO 

8 Man Raft 8DK ‐R020494 EXP Oct 2014 First aid kit EXP May 2011 HEX ID BEEE41D2EC0022D 

8 Man raft 8 DK‐ R100494 EXP 4/20014 First aid kit EXP May 2011 HEX ID BEEE4319E40022D 

Float Free 3EF43941BF81FEO EXP 10/2015 HEX ID #EF43941BF81FEO 

EPIRB 

Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec EXP/ TEST 

Work boat Flares 1 

Fire extingusher 1 Jan 2011 

Signed Officer conducting Inspection Date 

Jan .................. 

Feb .............. ..... 

Mar .................. 

Apr .................. 

May .................. 

Jun .................. 

Jul .................. 

Aug .................. 

Sep .................. 

Oct .................. 

Nov .................. 

Dec .................. 




APPENDIX 4.6 

CHECK LIST - HOURS OF WORK AND REST 

Further reference (Fatigue Management) Marine Orders Part 28 & IMO Resolution A.772 (18) 

Employee Name: _______________________ Position: ____________________ Date: _________________ 

0100 

0200 

0300 

0400 

0500 

0600 

0700 

0800 

0900 

1000 

1100 

1200 

1300 

1400 

1500 

1600 

1700 

1800 

1900 

2000 

2100 

2200 

2300 

2400 

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 

Comments: Signed Employee: __________________ 

Signed Master: __________________ 

Append 4.6 - Hours Work & Rest.docx 1 



APPENDIX 4.7 

CHECK LIST - MUSTER SHEET 

Voyage No. _______________________ Date: __________________ 

Cabin Position Name 

1 Master 

2 Chief Officer 

3 Chief Engineer 

4 2 nd Officer 

5 

6 

6 

7 s 

7 s 

7 s 

7 s 

8 p 

8 p 

9 p 

9 p 

9 p 

9 p 

10 p 

10 p 

10 s 

10 s 

11 s 

11 s 

11 s 

11 s 

Chief Cook 

Crew Surveyors Total 

EMERGENCY STATIONS 

All onboard emergencies will be announced using the general alarm: seven short followed 

by one long ring. 

Append 4.7 - Muster.docx 1 of 3 



MUSTER STATION 

On the back deck or as defined using the public address system. 

FIRE PARTIES AND DUTIES 

1. Fire alarm sounds: continuous ringing bell. 

2. Marine crew will investigate and report findings to bridge. 

3. If a genuine state of emergency exists, the general alarm will sound. 

4. All personnel must report to the muster station with lifejackets. 

5. Following a headcount, form emergency response parties as follows: 

No. 1 PARTY BRIDGE 

I/C, UHF, B/A In Command, UHF 

UHF, B/A, Hose Helm 

Assist and Equip Assist Master 

Assist and Equip Records 

No. 2 PARTY MUSTER AREA 

I/C, UHF, B/A I/C, UHF, Prep rafts 

UHF, B/A, Hose 406 EPIRB 

Assist and Equip GMDSS RT & SART 

Assist and Equip First Aid Kits 

Stops and vents Stretcher 

Additional stores 

If the fire is within the engine room space, the Chief Engineer and No.2 Party will attack 

the scene of the fire supported by the Mate with No.1 Party. If there is an accommodation 

fire No.1 Party will lead, supported by No.2 Party. 

ABANDONING SHIP 

1. Following the general alarm, dress warmly, go to the muster station carrying your 

lifejacket and attend to any given instructions. 

2. The order to abandon will be given verbally by the Captain. 

3. An alarm will sound on the ship’s bells and whistle: one short, one long, one short, one 

long, repeatedly. 

4. Go to your life raft station or the designated side for abandonment and follow the 

instructions to launch the rafts as ordered. 

5. Boarding will be done from the main deck using those rafts on the leeward (sheltered) 

side of the ship first. 

6. Crew are to organise additional equipment including: 406 EPIRB, SART, GMDSS 

VHF’S, bottled water, additional stores, blankets etc. 




PORT RAFT STARBOARD RAFT 

MAN OVERBOARD PROCEDURE 

1. The person seeing it happen, must raise the alarm, throw the nearest lifebuoy to the 

casualty, and inform the bridge. 

2. OOW to release bridge-wing MOB markers. 

3. OOW to sound the general alarm. 

4. OOW to press EVENT button on the GPS or MOB button on electronic chart display. 

5. OOW to commence a manoeuvre to return to the MOB position; Williamson turn or 

other, depending on back deck work in progress. 

6. Captain to the bridge with duty bridge team. 

7. All other personnel are to go to the muster station to be informed of the nature of the 

emergency and how they can assist). 

8. Crew member in charge at the muster station is to appoint extra lookouts and 

designate persons to assist in recovering the casualty either at the ship’s side door or 

by boat, and … 

9. Organise a 1 st Aid party. 

GROUNDING OR COLLISION 

1. Captain to the bridge. 

2. Chief to the engine room. 

3. Mate and 1 st Engineer to assess and report damage. 

4. All other personnel to the muster station. 

Throughout all these emergencies, UHF handheld radios will be used for communication 

between bridge and independent parties. On hearing the general alarm, mates will get the 

radios from bridge. 

Signed: Chris Lambert, 

Master, MV BLUEFIN, 

9 February, 2009 




APPENDIX 4.8 

CHECK LIST - SAFETY INDUCTION 

Purpose: All crew, staff, students and passengers joining the vessel are to receive a 

safety induction. The induction check list is designed to ensure that all 

persons are introduced to the safety policies, procedures and directions 

onboard the MV BLUEFIN and in a consistent manner. 

Muster alarm, location of muster station. 

Location of muster lists/standing orders. 

Life jacket and donning of life jacket. 

Life jacket locations, accommodation/float free on wheelhouse roof. 

Emergency torches. 

Fire alarm and procedure. 

Life raft locations. 

Life buoy locations. 

Emergency escapes. 

Personal protective equipment. 

Incident reporting. 

Location of fire extinguishers. 

Location of fire blanket. 

Location of PFD vests. 

Location of restricted areas. 

Location of smoking areas and no smoking areas. 

Location of first aid equipment/sea sickness medication. 

Crew Specific 

EPIRB, emergency radios, SART, pyrotechnics, LSA and fire control plan. 

Fire hydrants and hoses. 

Main fire pump operation/emergency fire pump operation. 

Location of water tight doors. 

Location of emergency stops/flaps/vents. 

Location and operation of BA equipment. 

Location of fire alarm panel and E/R alarm panel. 

Check List Declaration: 

Tick Box 

I, ________________________________ have received an MV BLUEFIN safety 

induction and hereby agree to comply with the safety directions as provided to me during 

the induction. I also agree to abide by any other reasonable safety directions given to me 

by the crew during the voyage. This induction will remain valid for a period of 2 weeks for 

(staff, students, and passengers). 

Signed Inductee: ____________________ Date: ____________________ 

Signed Officer: ____________________ Date: ____________________ 

Append 4.8 - Safety Induct.docx 1 



January 

February 

March 

April 

May 

June 

July 

August 

September 

October 

N ovember 

D ecember 

APPENDIX 4.9 

CHECK LIST – EMERGENCY TRAINING CALENDAR FOR CREW 

Life raft drill EM Steering Abandon ship 

drills 

Fire drill Damage control 

drills/including SOPEP 

drills 

2 yearly 4 yearly 12 yearly 12 yearly 6 yearly Monthly 

Abandon ship drills Fire drills 

25% crew replaced 5 crew = 1 new person 25% crew replaced 5 crew = 1 new person 

within 24 hours of the vessel leaving port. within 24 hours of the vessel leaving port. 

Practice muster to be conducted before departure from wharf. 

All new crew members to be instructed on the use of all fire fighting and LSA equipment as soon as possible after the crew member joins 

the ship including emergency duties allocated. 

All drills and instructions to be recorded in the official log book. 

Append 4.9 - Emergency Training Calendar.docx 1 

Revised: November 2010 

LSA


APPENDIX 4.10 

CHECK LIST - RECORD OF CREW TRAINING DRILLS 

Date: _____/_____/20___ Nature of Drill: ____________________________ 

Position Names of crew members involved Signed 

Master 

Chief Mate 

1 st Mate 


1 Engineer 

Rating 

Rating 

Rating 

Cook 

Comments 

Recommendations/Deficiencies 

Signed: Master MV BLUEFIN: _____________________ Date: _______________ 

Append 4.10 - Training Drills.docx 1 



APPENDIX 4.11 

CHECK LIST – MOBILISATION & TOOL BOX SAFETY MEETING REGISTER 

Meeting Date: 

Time Commenced: 

Reason for Meeting: 

Meeting Location: 

Time Completed: 

Issues raised (List) Actions & Owners (List) 

Append 4.11 - Safety Meeting.docx 1 



Windlass 

Bow Roller 

STB Storm door 

Port Storm door 

Gangway 

Crew accom wt door 

Derik topping winch 

Derik Gide roller 

Derik Slewing blocks X 2 

Jib Blocks X 2 

STB trawl winch 

Port Trawl winch 

Net Drum 

Port access door 

STB access door 

Stern ramp doors 

Stern ramp roller 

Aft deck access door 

Fish hold hatch 

Scuppers 

Pot hauler 

Emergency Escapes 

FWD Emergency 

emergency escape Bow 

FWD Lower accom 

Emergency escape 

Aft lower accom 

Emergency escape 

Crew accom Emergency 

escape 

APPENDIX 4.12 

CHECK LIST – MONTHLY MAINTENANCE 

Greased Operational Comments/Defects/Deficiencies 

Greased Operational Comments/Defects/Deficiencies 

All maintenance to be carried out by a qualified crew member, if students are undertaking 

maintenance they must be supervised at all times. 

Chemical safety data sheets must be consulted before any maintenance activities are undertaken, 

as oils, grease solvents and paints contain chemicals that may cause skin and breathing Irritations. 

Chemical safety Data Sheets are filed in the Bridge. Appropriate PPE must be worn at all at all 

times. Any defects must be reported to the Chief Engineer. 

Append 4.12 - Montly Maintenance.docx 1 of 2 



Further Comment: 

Signed: Date: Deficiency Rectified YES / NO 

Signed: Date: 

Append 4.12 - Montly Maintenance.docx 2 of 2 



APPENDIX 5.0 

STUDENT TRAINING RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 5.1 Student Requirements and Training 

Appendix 5.2 MV BLUEFIN Field Trip Information 

Appendix 5.3 MV BLUEFIN Customer Feedback Survey 




APPENDIX 5.1 

STUDENT TRAINING – REQUIREMENTS AND TRAINING 

MEDICALS – 24 hour voyages or longer 

AMC policy is based on AMSA’s requirements. AMSA states: Prior to undertaking a 

voyage of more than 12 hours steaming all students and instructors must have evidence of 

being medically fit. 

Evidence of medical fitness can include a letter from a qualified medical practitioner 

attesting as to the fitness to undertake the voyages. 

AMC policy: Medicals are regarded as valid for a period of 4 years. 

Voyages – Less than 12 hours duration 

AMC’s policy is based on AMSA’s requirement. AMSA states: Medicals are not required 

for day trips. 

Student and staff self declarations 

AMC policy: Student and staff self declaration required for all voyages irrespective of the 

date of the medical. 

The importance of correct information on the self declaration to be stressed to students, 

“Bluefin” operates in remote locations at times. 

AMC policy: The Master will make a risk assessment on medical changes and seek a 

medical practitioner’s advice where necessary. 

AMC policy: Student self assessment declarations must be completed 1 week before the 

intended voyage allowing time to assess any medical issues raised. 

AMSA states: All staff and students to have ESS training. 

AMC policy: Medical information is to be filed in the academics’ National Centre until no 

longer required once the student leaves, this information is to be archived for 5 years then 

destroyed. 

Footwear 

Students participating in manual work involving processing of fish or maintenance activities 

are to have 2 pairs of shoes, i.e. sturdy and enclosed work boots for working on deck and 

clean enclosed shoes for the interior of the vessel. 

Note: Thongs are not allowed onboard. 

Append 5.1 - Student Training.docx 1 of 3 



Students conducting fishing operation will be required to have enclosed footwear that 

covers the ankle area as many species of fish have spines that can cause injury. Gum 

boots/sea boots are the preferred option. 

Appropriate clothing 

Overalls or wet weather gear, dependant on activities undertaken. 

Winter – Warn clothing including a beanie. 

Summer – Sunglasses including a sun hat. 

PPE provided onboard 

Hard hats, hi Viz vests, safety glasses, dishwashing gloves for (fish handling) and sun 

block provided. 

Sea sickness medication 

Travel calm medication provided. 

Accommodation 

Linen, towels and clothes washing facilities provided. 

Additional special requirements alongside or at sea 

Additional activities may be undertaken onboard including but not limited to deck 

maintenance, working aloft, lifting gear and confined space entry practicals. Although if 

there is a requirement for special equipment, contact the Master: c.lambert@amc.edu.au 

Note: any chemicals brought onboard must be accompanied by a chemical safety data 

sheet and brought to the Master’s notice before departure. 

Operational safety 

JSAs will be required before undertaking any high risk training drills or fishing activities. 

The academic in charge will be responsible for the development of new JSAs with input 

from ship’s crew. 

The Master will conduct a safety briefing before high risk activities are undertaken. 

All ships personnel will be present during the briefing on exercises to be undertaken. 

Students are not to be left unsupervised at any time whilst high risk activities are 

undertaken. 

High risk activities 

• Demersal trawling 

• Dredging 




• Longline fishing 

• Deep sea crab fishing 

• Drop line fishing 

• Fire and abandon ship drills 

• Deck maintenance 

• Working aloft 

• Derrick operations 

• Confined space entry 

• Mooring operations 

• Student transfer (work boat activities) 

Job safety analyses 

JSAs are available onboard for the above activities, although there are variables that will 

change during the course of a voyage, which may impact on the safety of the proposed 

activities. 

Environmental conditions etc which must be taken into account at the time. 

The use of specialised equipment of which the crew have no expertise operating will 

require the personnel responsible for the equipment to develop JSAs with input of the 

vessel crew. 




APPENDIX 5.2 

STUDENT TRAINING – FIELD TRIP INFORMATION 


FIELD TRIP INFORMATION 

Please note: The work instructions are uncontrolled and may not be current. The 

current version is maintained on the AMC website. 

The MV BLUEFIN is a value education, training, assessment and research platform. It is a 

floating laboratory and is governed by internal OH&S rules as well as the requirements of 

the Marine Authorities. 

Going to sea is inherently dangerous; however, it is important for the staff and students to 

experience work and learning in the seagoing environment in order to develop the 

knowledge, skills and attitude to be safe. 

In order to minimise the risks to students, staff and passengers the AMC has a duty of care 

to ensure that our staff, students and passengers are medically fit and have undertaken 

appropriate sea safety training and assessment before departing the wharf on MV 

BLUEFIN. Following is a collection of Working Instructions, checklists, templates and forms 

that may need to be completed before travelling on the MV BLUEFIN. 

Attached are the following: 

• Staff, student and passenger requirements to be onboard (Work Instruction) 

o Outside harbour waters field trip checklist (Template) 

o Inside harbour waters field trip checklist (Template) 

o Field Work Safety and Medical Declaration (Form) 

o Medical Assessment Cruise Participation (Form) 

o Personal Questionnaire for Cruise Participation (Form) 

• High Risk Onboard Training (Work Instruction) 

o Hazard Identification Checklist (Form) 

o Lessons Learnt (Template) 

Append 5.2 - Field Trip Info.docx 1 of 20 



WORK INSTRUCTION 

WI Title: MV BLUEFIN staff, student and passenger safety training WI Number: 

WI.BF.1 WI applies to: 

All persons who travel on MV BLUEFIN 

WI Owner: Master MV BLUEFIN 

Approved by: General Manager 

Date Approved Current Version: December 2007 

Review Date: December 2010 

Related Policies/Documents: Policy OH&S 2 

AMC Rules for the use of AMC facilities AMC Rules for the use of Training Vessels 

BLUEFIN and REVIRESCO. Marine and Safety Act Tasmania. 

Marine Orders Part 50 

AMC Field Safety & Medical Declaration Form 

WI Control DPA MV BLUEFIN 

Part D NMSC Code. 

WI control DPA MV BLUEFIN requirements of the Marine Authorities. Going to sea is 

inherently dangerous; however, it is important for the staff and students to experience work 

and learning in the seagoing environment in order to develop the knowledge, skills and 

attitude to be safe. In order to minimise the risks to students, staff and passengers the AMC 

has a duty of care to ensure that our staff, students and passengers are medically fit and 

have undertaken appropriate sea safety training and assessment before departing the wharf 

on MV BLUEFIN. 

Objective 

AMC graduands may go on to work at sea or in a shore based operational role and it is 

important for them to understand that to work at sea in a commercial environment some 

seagoing safety training is necessary. OH&S policy 'OHS 02 Laboratory and Workshop 

Safety' makes this point in objective 4: 

‘...to ensure that, through an appropriate learning experience, students are able to transfer 

appropriate occupational health and safety practices and procedures into the working 

environment after graduation from AMC’. 

Policy Guideline 

Students, staff and passengers are to have the appropriate level of medical fitness and sea 

safety training to be on the MV BLUEFIN for the planned activities. This procedure applies to 

all teaching staff, students, visiting staff and passengers on board the MV BLUEFIN once all 

lines have let go. 




Definitions and Acronyms 

Elements of Shipboard Safety A sea safety certificate as defined by the Marine Authority, 

Certificate currently Part D of the NMSC code. 

Field Safety & Medical 

Declaration Form 

An AMC form used to alert AMC of student and staff 

conditions or situations that responsible AMC staff need to be 

aware of. 

Harbour Limits An inshore area defined by the Port Authority 

Passenger A person who observes operations, but is not to participate in 

any activities. This person has restricted access to parts of 

the vessel, as identified by the Master, such as the main deck 

area during fishing operations. 

Staff AMC staff members involved in instructing or supporting 

students onboard the MV BLUEFIN and not onboard as a 

passenger. 

Student A student onboard MV BLUEFIN undertaking instruction, 

research or experience as part of an academic program and 

not onboard as a passenger. 

Visiting Staff A Scientist, lecturer or observer from a research body, 

another educational institute, industry organisation, a private 

company that boards MV BLUEFIN to collect data, gain 

experience or knowledge, or to assist in the delivery of the 

onboard teaching program. 

Up-to-date Cruise 

Participation Medical 

Assessment 

Procedure 

1. Voyage within harbour limits 

This person may have restricted access to parts of the vessel, 

as identified by the Master, such as the main deck area during 

fishing operations. 

1. Completion of the Medical Assessment for Cruise 

Participation, carried out by a doctor. 

2. Completion of a self-assessment medical declaration 

within the last 12 months. 

1.1 Prior to departure the Master of the vessel is to be satisfied that the students, staff, 

visiting staff and passengers have the appropriate level of medical fitness and sea 

safety training to be onboard for the activities that will be undertaken. The following is 

the minimum requirement to be onboard during voyages within harbour limits: 

a. Staff 

i) Possess an Elements of Shipboard Safety Certificate as a minimum 

requirement of sea safety training. 

ii) Completion of the Field Safety & Medical Declaration Form. 

iii) Awareness of restricted areas within the vessel and limitations of activities 

during operations as determined by the Master. 




b. Students 






c. Visiting Staff 

i) Awareness of visiting staff restricted areas within the vessel and limitations of 

activities during operations as determined by the Master. 


d. Passenger 

i) Awareness of passenger restricted areas within the vessel and limitations of 



1.2. Prior to departure the MV BLUEFIN crew will carry out a safety induction for all staff, 

students visiting staff and passengers. 

2. Voyage outside harbour limits 

2.1. Prior to departure the Master of the vessel is to be satisfied that the students, staff, 

visiting staff and passengers have the appropriate level of medical fitness and sea 

safety training to be onboard for the activities that will be undertaken. The following is 

the minimum requirement to be onboard during voyages outside harbour limits: 

a. Staff 


requirement for sea safety training. 

ii) Completion of an up-to-date MV BLUEFIN cruise participation medical 

assessment. 



b. Students 



ii) Completion of an up-to-date MV BLUEFIN cruise participation medical 

assessment. 



c. Visiting Staff 

i) Awareness of visiting staff restricted areas within the vessel and limitations of 


ii) As a minimum the completion of the Field Safety & Medical Declaration Form 

for voyage less than 24 hours. For voyages over 24 hours, completion of an 

up-to-date MV BLUEFIN cruise participation medical assessment or 

equivalent. 




d. Passenger 

i) Awareness of passenger restricted areas within the vessel and limitations of 


ii) As a minimum the completion of the Field Safety & Medical Declaration Form 

for voyage less than 24 hours. For voyages over 24 hours, completion of an 

up-to-date MV BLUEFIN cruise participation medical assessment or 

equivalent. 

2.2. Prior to departure the MV BLUEFIN crew will carry out a safety induction for all 

students and staff. 

Revisions 

Date: 5 Dec 2007 

Amended by: Neil Stanesby 

Nature of 1. Changed the WI number 

amendment: from WI.SMIO.10 to WI.BF.1 

2. Clarified the definition of 

up-to-date Cruise 

Participation Medical 

Assessment to be in line with 

current AMC practice 

3. Addition of Field Safety & 

Medical Declaration from to 

within harbour limits voyages 

4. Addition of a minimum the 

completion of the Field 

Safety & Medical Declaration 

Form for voyage less than 24 

hours. For voyages over 24 

hours completion of an 

up-to-date MV BLUEFIN 

cruise participation medical 

assessment or equivalent. 

For voyage outside harbour 

limits for visiting staff and 

passengers. 




OUTSIDE HARBOUR WATERS FIELD TRIP 

CHECKLIST AND NOTIFICATION 

Please complete checklist for each trip and send one week before voyage to: 


Locked Bag 1409 

Field Trip Coordinator Contact number Start voyage End voyage Voyage purpose: 

Number of participants Will minors (under 18) participate? 

NO Checklist: YES 

1. Completion of Medical Assessment for Cruise Participation 

2. Completion of a self-assessment medical declaration (within past 12 months) 

3. Minimum of ESS certificate 1 

4. Complete following for each person on voyage 

Name 

ESS Cert 

No. 

Date 

issued 

Medical 

assessment 

or 

Medical 

declaration 

or 

Classification 

Student/Staff/ Visiting 

Staff/ Passenger 

Rollcall Onboard 

or 

1 

Individuals that do not have the minimum of the ESS may be refused to undertake the 

voyage or maybe classified as a Passenger 2 

. The Master is responsible for the safety of all 

persons while they are onboard the vessel. Final approval for anyone to be on the vessel is 

a decision of the Master. 

2 

Passenger: A person who observes operations, but is not to participate in any activities. 

This person has restricted access to parts of the vessel, as identified by the Master, such as 

the main deck area during fishing operations. 

Signature Field Trip Coordinator Signature Master MV BLUEFIN 




INSIDE HARBOUR WATERS FIELD TRIP 

CHECKLIST AND NOTIFICATION 

Please complete checklist for each trip and send one week before voyage to: 


Locked Bag 1409 

Field Trip Coordinator Contact number Start voyage End voyage Voyage purpose: 

Number of participants Will minors (under 18) participate? 

NO Checklist: YES 

1. Completion of Field Safety Declaration Form 

2. Minimum of ESS certificate 1 

3. Complete following for each person on voyage 

Name 

ESS Cert 

No. 

Date 

issued 

Field Safety 

Form or 

Classification 

Student/Staff/ Visiting Staff/ 

Passenger 

Rollcall Onboard 

or 

1 

Individuals that do not have the minimum of the ESS may be refused to undertake the 

voyage or maybe classified as a Passenger 2 

. The Master is responsible for the safety of all 

persons while they are onboard the vessel. Final approval for anyone to be on the vessel is 

a decision of the Master. 

2 

Passenger: A person who observes operations, but is not to participate in any activities. 

This person has restricted access to parts of the vessel, as identified by the Master, such as 

the main deck area during fishing operations. 

Signature Field Trip Coordinator Signature Master MV BLUEFIN 




FIELD WORK SAFETY AND MEDICAL DECLARATION FORM 

The Australian Maritime College (AMC) will take all reasonably practicable steps to protect 

the health, safety and welfare of its employees, contractors, students and other people who 

may be in or near a place where AMC conducts its operations, and is committed to the 

continuous improvement of management standards to achieve best practice. 

In order for the AMC to meet its duty of care obligations all employees, students, contractors 

and visitors who are intending to participate in field work must complete this form prior to the 

commencement of the activity and submit it to the field work supervisor for approval. When 

completed this form may contain confidential information which will kept secure by the field 

work supervisor. 

Participant‐Surname Given Names 

Field Work Location 

Field Work Date/s Supervisor Name 

Emergency Contact Alternative Contact 

Relationship to Contact Relationship to Contact 

Phone‐Home Phone‐Home 

Work Work 

Mobile Mobile 

Question Answer Details if answer is Yes 

Do you suffer from sea or motion 

sickness? 

Yes/No ............................................. 

During the past five years have you 

suffered any significant illness or 

been hospitalised for an extended 

period? 

Yes/No ............................................. 

Do you have any known allergies or Yes/No 

suffer from reactions to 

medication/drugs? 

............................................. 

Do you have diabetes, hypertension 

or heart disease, asthma, epilepsy or 

suffer from migraines? 

Yes/No ............................................. 

Do you take any prescribed 

medication that the field work 

supervisor should have knowledge 

of? 

Yes/No ............................................. 

Declaration 

I, .................................................., declare that the answers to the above questions are true, 

that I have not withheld any relevant information, and that I consider myself medically able to 

participate in the proposed field work. I guarantee to advise the field work supervisor should 

there be any changes to my medical condition. 

I agree to comply with all AMC policies and procedures relative to the field work and that I 

will abide by any reasonable directions given by the field work supervisor. 

Signed: ................................................. Date: ...................................... 




MEDICAL ASSESSMENT FOR RESEARCH CRUISE PARTICIPATION 

Dear Doctor, 

The bearer plans to participate in a research or teaching cruise on the vessel MV BLUEFIN. 

During the cruise, the ship may be some days away from port and the only source of trained 

medical assistance is the ship’s captain, who is trained in first aid. The ship is small (35m.) 

and has a lively motion. Those on board will be required to work for extended periods at all 

hours in all weather conditions. In the case of an emergency, it may take several days to sail 

into sheltered waters or to put into port. In the interest of safety, please examine the bearer 

to ensure their fitness to participate. 

A current immunisation for tetanus is desirable, though not compulsory. 

Please note that if the bearer is pregnant, suffers from diabetes, heart disease, hypertension 

or any condition that could become a problem at sea, we may require a second examination 

by a doctor of our choice. In this case, please complete the form in terms of the bearer’s 

general medical condition, and in particular, please respond to the question regarding the 

above conditions. 

Please telephone me at the Australian Maritime College on (03) 6335 4705 if you require 

further information or if you feel that an assessment beyond that required by this form is 

needed (such as special tests or specialist referral). 

The bearer’s self assessment and short history are attached. 

Please return this form to the bearer when complete. 

Thank you for your assistance. 

Student Administration Office 




MEDICAL ASSESSMENT FORM 

(please print) 

Full Name 

Age 

Physique Good / Normal / Poor 

Height ___________ cm (without shoes) 

Weight ___________ kg (in clothes) 

Pulse Rate ___________ /minute 

Blood pressure ___________ / ___________ 

Urinalysis Albumen_____________ Glucose__________ 

Clinical Examination Normal Abnormal Comments on abnormalities or 

restrictions 

Head and Neck 

Vision and Hearing 

Respiratory 

Cardio-Vascular 

Abdomen 

Spine 

Other musculo-skeletal 

Identifying marks 

Date of last tetanus toxoid booster 

(immunisation is voluntary) 

Does the subject have diabetes, hypertension, 

heart disease, or is she pregnant? 

Please delete inappropriate statements: 

• I consider the subject medically fit for a cruise not exceeding five days duration. 

• The bearer requires further assessment before a decision can be made. 

• I consider the subject medically unfit for a cruise exceeding five days duration. 

Please indicate any medications necessary while at sea: 

Please indicate any medications the subject should not be given (allergies etc): 

Signed: …………………………...............… Date: …………………….. 

Provider Number: ………..............…......… 

Name and professional address: …………………………………………………………….. 

........................................................................................................................................ 




Dear Student, 

PERSONAL QUESTIONNAIRE FOR CRUISE PARTICIPANTS 

Page 1 of 3 

Please complete and sign this form and return it to the S.A. Office (Newnham) at least three 

weeks before your cruise. If you do not return the form, you will not be allowed to sail. The 

information will be made available to the Captain however, it will remain confidential. 

Personal Details 

Full Name 

Preferred Name 

Sex Male / Female 

Date of birth 

Home Address 

Person to be notified in 

case of emergency 

Name 

Relationship 

Address 

Phone 

Please read the following carefully and sign. I declare that: 

• The medical information I have provided on enrolment is accurate regarding my past 

and present health. 

• I am aware that there is no expert medical service available on board. 

• I am aware that alcohol, non-prescribed drugs and stimulants are not permitted on the 

ship, and that smoking is not permitted within the ship. 

Signed: ………………………………………………….. 

This ……………..day of ……………… 20/……. 




Dear Student, 

Page 2 of 3 

Name: ____________________ 

Please print 

MEDICAL DECLARATION 

This medical report should be complete, signed and returned on enrolment or at least three 

weeks before your first cruise of the year. Although positive answers may not disqualify you, 

if you do not return the completed form you will not be allowed to sail. This medical report will 

be valid for twelve months and details will be available to the Master of the BLUEFIN. 

Please take this form and the medical assessment form with you to the doctor. 

Question Answer Details if answer is ‘Yes’ 

Do you suffer badly from Yes/No …………………………… 

seasickness? …………………………… 

During the least five years, have 

Yes/No 

…………………………… 

you suffered any significant illness 

or been in hospital? 

…………………………… 

Are you aware of any condition Yes/No …………………………… 

that could incapacitate you at sea …………………………… 

or could require expert medical 

attention? 

Do you have diabetes, 

Yes/No 

…………………………… 

hypertension, heart disease, or are 

you pregnant? 

…………………………… 

Do you have any allergies or Yes/No …………………………… 

reactions to drugs? …………………………… 

Declaration 

I, …………………………………………. declare that the answers to the above questions are 

true, that I have not withheld any relevant information, and that I consider myself fit to 

participate in the cruise. 

Signed: ………………………………. Witness: ……………………………… 

Date: ……………….. Date: ……………….. 




Page 3 of 3 

I, …………………………………………………………………………………… (full name) 

of ………………………………………………………………………………… (address) 

understand that I may be exposed to certain risks of injury, death or loss or damage to 

personal property and equipment on the MV BLUEFIN. 

I hereby release the Australian Maritime College, its officers, agents and employees from: 

(a) any claim or liability for injuries to my person; 

(b) any loss and damage to property and equipment; and 

(c) any other loss, cost, liability and expense, 

directly arising from my participation on the cruise except to the extent that a claim, loss, 

cost, liability or expense is caused or contributed to by any negligent act or omission by 

AMC, its officers, agents or employees. 

Signed this ………………………day of ………………………..20/….. 

by ………………………………………................. (Signature of Participant) 

in the presence of ………………………………… (Signature of Witness) 

Date ……/……/20…… 




WORK INSTRUCTION 

AMC - DIVISION OF ACADEMIC AND RESEARCH 

SCHOOL OF MARITIME INDUSTRY OPERATIONS 

Work Instruction Title High Risk Onboard Training 

Work Instruction Number MTO-D 8 

Responsibility of Head of SMIO 

Approved by SMIO Operations Meeting 24 Aug 2005 

Date approved 24 Aug 2005 

Current Version 18 August 2005 

Review Date 18 August 2007 

Related Policies/Documents OHS-01 Occupational Health and Safety Policy 

OHS-02 Laboratory and Workshop Safety 

Workplace Inspection Model Checklist 

RM001 Risk Management Policy 

Document control This document is controlled by Head of SMIO 

Purpose 

The professional seafarer needs to competently carry out tasks in a potentially dangerous 

workplace. The at-sea environment for the trainee involves uncertain dangers and hazards 

that are not normally experienced. Training and assessment in the real work, potentially high 

risk, environment is necessary for ensuring the future safety of the trainee. However, 

benefits derived from this training and assessment may be negated by injuring to the 

trainee. 

The purpose of this work instruction is to provide guidance to the vessel training team 

regarding prudent actions that should be undertaken to prepare for high risk onboard 

training. This work instruction will also instil in trainees safe work practices and 

professionalism and will increase their own personal safety through increased situational 

awareness, attention to detail and care for themselves and others. 

Scope 

This work instruction applies to MTO-D students on an AMC training vessel and is to be 

applied in conjunction with the AMC Quality and Improvement Occupation Health and 

Safety policies and procedures and the training vessels’ specific requirements. 




Definitions and Acronyms 

Activity The onboard training exercise undertaken by the trainees which 

involves more than one trainee. 

Activity Folder An ongoing record of the activities, debriefing notes and hazard 

Hazard checklist 

High Risk Training 

identification checklists. 

Checklist used to assist in determining hazards in an activity. 

High risk activity shall include, but not be limited to, the following: 

• Confined space training 

• BA rescue training 

• Paraguard training 

• Life raft training 

• Height/aloft operations 

• Pyrotechnic demonstrations 

• Shooting and retrieval of nets 

• Rope, cable or wire under tension 

• Winch operations 

• Heavy weather work 

• Handling of marine life 

• Over the side operations 

The following operations will not normally be considered high risk: 

• One storey up deck operations 

• Berthing and unberthing the vessel 

• Stowage of gangway and equipment 

• Anchoring and letting go anchor 

Lecturer 

The academic staff member responsible for the standard of 

delivery and assessment of the trainee. 

Master The person in command of the vessel. 

Officer in Charge The person designated to be in command of the activity. 

Risk Treatment These are the range of options undertaken to treating the risk and 

may include: 

Avoiding. The activity or hazard contains intolerable risk and it is 

decided not to proceed or choose an alternative more tolerable 

activity or process that meets the objectives of the training 

exercise. 

Reducing. The risk the activity or hazard contains is reduced to an 

acceptable level through management of the hazard. For example: 

increased supervision, available equipment, information, 

inspection, communication etc. 

‘Stop work’ The ‘Stop work’ call can be made by anyone on the vessel to end 

an activity because of safety concerns or a situation which 

requires the attention of a person involved in the activity. 

Trainee An AMC student involved in the activity. 




Responsibilities 

1. Master (or his/her delegate) 

1.1. Maintain the safety of the vessel, personnel and environment throughout the activity. 

1.2. Determine the risk potential of an activity based on this procedure and prevailing and 

forecast conditions on the vessel, personnel and weather. 

1.3. Inspect the activity site and equipment (if necessary). 

1.4. Give input into the determination of hazards and risk treatment. 

1.5. Given the level of hazard and risk treatment, determine if the students are competent 

to undertake the activity safely. 

1.6. Determine if the activity should go ahead. 

1.7. Monitor the risk treatment (if necessary). 

1.8. Monitor the activity progress. 

1.9. Call ‘stop work’ if you believe that the activity risks harm to the personnel, vessel or 

environment. 

1.10. Participate in the activity debriefing (if necessary). 

2. Lecturer 

2.1. Determine the learning outcomes and assessment criteria of the training activity. 

2.2. Determine the training sequence, resource requirements and necessary competence 

requirements of the participants. 



2.4. Inspect the activity site and equipment. 




2.7. Determine if the activity should go ahead 

2.8. Monitor the risk treatment. 

2.9. Brief the trainees on the learning outcomes, assessment criteria, sequence of the 

activity and designate the tasks of the trainees. 


2.11. Call ‘stop work’ if you believe that the activity is at risk of harm to the personnel, 

vessel or environment. 

2.12. Lead the activity debriefing. 

2.13. Note the lessons learnt (what went well, what did not go so well and what can be done 

better next time) and file with hazard checklist in the file activity folder. 

3. Officer in Charge (OIC) – may be the master or the lecturer 



3.2. Inspect the activity site and equipment. 




3.5. Determine if the activity should go ahead. 

3.6. Undertake the risk treatment. 

3.7. Brief the students on the hazards, risk treatments and the ‘Stop work’ authorisation 

available to all participants. 

3.8. Act on any safety concerns raised by trainees. 




3.9. Call the start of the exercise. 



environment. 

3.12. Call the completion of the exercise. 

3.13. Participate in the activity debriefing. 

4. Trainee 

4.1. Undertake all risk treatment required of the OIC and the activity. 

4.2. Undertake designated tasks in the activity. 

4.3. Voice any questions or concerns to the master, OIC or lecturer. 

4.4. Monitor the training activity. 


environment. 

4.6. Participate in the activity debriefing. 




Flowchart 




Activity 

Lecturer 

Date 

Appendix A 

Hazard Identification Checklist 

Hazard Identification Questions (not limited to these listed) 

Please tick ( ) the response 

1. Does the activity have situations that can potentially trap, engulf, or drown? 

2. Is vision obscured by 1m or less? 

3. Does the space contain any mechanical equipment? 

4. Does the space have an Entrapment Hazard? 

5. Does the activity contain thermal hazards (e.g., extremely hot or cold)? 

6. Does the space contain excessive noise levels which could interfere with 

communication? 

7. Can communication be lost with OIC? 

8. This there a Man-Over-Board risk? 

9. Can the students be stung, bitten or poisoned by wildlife? 

10. Do the participants have any known medical conditions? 

11. Does the activity require leaving the vessel? 

12. Does the activity present any slip, trip, or fall hazards? 

13. Are there any operations conducted near the space opening which could present a 

hazard? 

14. Are there any hazards from falling objects? 

15. Are cleaning solvents or paints going to be used in the space? 

16. Is there an electrical hazards in the activity? 

17. Does the space have poor natural ventilation which would allow an atmospheric 

hazard to develop? 

18. Are there any conditions which could prevent 'self-rescue from the space? 

19. Are there any substances used in the space which have acute hazards? 

20. Does the activity restrict mobility to the extent that it could trap? 

21. Are there ropes and lines under dangerous tension? 

22. Are there pressurised lines servicing the area? 

23. Work permits complete (enclosed space, hot work, work aloft etc) 

24. Other 

25. 

26. 

27. 

A1.1 

Yes No 




Activity 

Date 

OIC 

Lecturer 

What went well? 

What did not go as well as expected? 

What can we do better next time? 

Appendix B 

Lessons Learnt 

B1.1 




APPENDIX 5.3 

STUDENT TRAINING – MV BLUEFIN CUSTOMER FEEDBACK SURVEY 

Would you please assist us by providing feedback on your time aboard? 

The Evaluation Survey forms part of MV BLUEFIN’s Quality Assurance process for ensuring 

continual improvement of vessel operations. 

Cruise Leader 

Voyage Undertaken 

Date 

Please answer the following questions by circling the number that best suits your feeling: 

VESSEL OPERATIONS 

1. Did the BLUEFIN meet your training/operational requirements? 

Strongly disagree 1 2 3 4 5 6 Strongly agree 

2. Did the area of operation suit your training/operational needs? 


3. The training provided effective opportunities for active participation. 


4. Did the equipment used fulfil the training requirements? 


1. Were meals of a satisfactory standard? 

ACCOMMODATION AND MEALS 


2. Cleanliness and presentation of a satisfactory standard? 


3. Menu selection satisfactory? 

4. Accommodation clean and tidy? 

5. Amenities satisfactory? 

1. The crew communicated effectively. 

VESSEL CREW 





Append 5.3 - Customer Feedback Survey.docx 1 of 2 



2. The crew discussed questions and assisted effectively. 


3. The crew interacted and related well to the participants. 


OH&S 

1. Do you believe that the vessel crew implement a safe culture? 


2. Did you find work instructions JSAs and tool box meetings sufficient to explain risks 

associated with your training requirements? 


3. Were there any OH&S concerns whilst conducting training? 

ADDITIONAL COMMENTS 

YES / NO 

Append 5.3 - Customer Feedback Survey.docx 2 of 2 



APPENDIX 6.0 

PERMITS TO WORK RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 6.1 Job Safety Analysis Review Sheet 

Appendix 6.2 Confined Space Work Permit 

Appendix 6.3 Hazardous Work Permit 

Appendix 6.4 Hot Work Permit 




APPENDIX 6.1 

PERMITS TO WORK – JOB SAFETY ANALYSIS REVIEW SHEET 

This form applies for tasks/jobs which have no existing SOP and must be completed before the task/job 

commences. Tick only the boxes as marked where hazards may apply. 

Task/Job: Location: 

Persons undertaking assessment: Date of Assessment: 

Hierarchy of Controls: 1) Elimination 2) Substitution 3) Engineering 4) Administration 5) PPE 

Permits Required: (Tick appropriate box if required) 

Hot Work Confined Space Working at Heights 

Excavation Work 

High Voltage 

Maintenance 

Inspection/Testing 

Bunkering/Refuelling 

[ ] Other: (List) _______________________________________________________________________ 

Licences/Accreditation Required: (Tick appropriate box if required) 

Fork Lift Licence Crane/Derrick First Aid 

Elevated Work Platform Dogging/Rigger Boat Licence 

Working at Heights Scaffolding Coxswain Cert. Or higher 

Confined Space Plumbing/Gas works (LPG) Fast Rescue Vessel 

Car, MR/HR truck Bus/Public Vehicle 

[ ] Other: (List) _______________________________________________________________________ 

PPE Required: (Tick appropriate box if required) 

Safety Glasses Overalls/Protective Clothing Hearing Protection 

Gloves Hard Hats Respiratory Equipment 

Fall Arrest Harness Safety Footwear Personal Floatation Device 

[ ] Other: (List) _______________________________________________________________________ 

Hazards: (Tick appropriate box if identified/required) 

Working at Heights Confined Space Fumes 

Stored Energy Sharp Cutting Edges Noise 

Mobile Plant Slippery Surfaces Hazardous Substances 

Pinch Points Isolation Manual Handling 

Falls/Overhead work Lighting Non Skilled/Trained Personnel 

High Voltage High Speed Communication Equipment 

Fire Protection/Prevention Tripping Hazard Repetitive Actions Required 

Fuels i.e. diesel/petrol Concealed Services- 

High Pressureair/water/oil/electrical 

wiring oil/steam/water/air 

Gases i.e. 

Acetylene/oxygen 

Hypo/hyperthermia 

Bites and Stings Person Overboard 

[ ] Other: (List) _______________________________________________________________________ 

[ ] Flammable or combustible substances present: (List) ______________________________________ 

Append 6.1 - Job Safety Analysis Review.docx 1 of 3 



JOB SAFETY ANALYSIS CONTROL SHEET 

Persons who identify hazards must ensure that all personnel undertaking tasks are advised of the hazards prior to work commencing. This form MUST 

be completed before any work commence and is to be retained in the relevant work area with copies available for use, inspection or audit at any time. 

Job/Task Steps Hazard Identified Hazard Control Required Resp. Person Est. Comp. Date Act Com Date 

Persons undertaking job/task must read and sign this form to ensure they understand the identified hazards. 

Personnel signatures: 

Name: Date: Name: Date: 






Job/Task Steps Hazard Identified Hazard Control Required Resp. Person Est. Comp. Date Act Com Date 




APPENDIX 6.2 

PERMITS TO WORK – CONFINED SPACE WORK PERMIT 

The contractor or their supervisor is responsible for completing this permit. This permit is valid only for the 

date and time specified. 

The Manager is responsible for ensuring the permit has been satisfactorily completed prior to the 

commencement of work. 

When the work is complete or this permit expires, the authorised person for the confined space work must 

sign off the permit. 

Part A: Authorisation 

Permit number: Date: 

Authorised person (confined space work supervisor): 

Permit validity: Date of entry: / / Time of entry: From: To: 

Proposed work to be carried out and location: 

Name of person entering confined space: 

Name of stand-by person: 

Part B: Pre-entry Requirements 

Requirements Yes N/A Comment/Action 

1 Has a confined space risk assessment been 

conducted and a risk control plan documented? 

2 Are any mechanical, electrical, pipe, valve or other 

isolations required? 

For example, pipelines (water, steam or gas), 

mechanical or electrical drives, sludges, deposits, 

wastes, harmful materials, electrical services, 

warning notices, locks and tags fixes to means of 

isolation, radiation and mechanical services. 

3 Have the levels of ventilation and 

oxygen/contaminants been checked? 

4 Is ventilation equipment required? 

Specify type used. 

5 Art toxic gases, solids or liquids present? 

Oxygen % 

Flammable gases % LEL 

Other ppm 

Append 6.2 - Confined Space Work Permit.docx 1 of 3 




6 Is safety equipment or personal protective 

equipment required? 

Specify PPE to be worn. 

For example, supplied air respirators, air purifying 

respirator, safety harness, safety protection, foot 

protection, protective clothing, hearing protectors, 

safety helmets or communication equipment. 

7 Have health assessments of personnel been 

conducted? 

8 Is a stand-by person required? Most work requires 

nomination of a stand-by person. 

9 Ventilation requirement for purging? 

10 Are danger tags or signs displayed? 

11 Are the appropriate emergency procedures or 

equipment in place and understood by all parties 

entering the work space and stand-by personnel? 

Specify. 

12 The conditions for entry are as marked below: 

a) With supplied air breathing apparatus 

b) Without respiratory protection 

c) With escape unit 

Part C: Other hazards, precautions or requirements 


1 Warning notices, barricades. 

2 Smoking is forbidden. 

3 All persons, including the stand-by person, have 

attended an accredited course in C.S. entry. 




Part D: Authorised person/Confined space work supervisor acceptance 

I/We have checked the permits, procedures and isolations required for the safe entry and execution of the 

work in the confined space. 

Persons entering the confined space are listed below, and will log in/out and will comply with these, any 

other reasonable instruction and in accordance with Australian Standard AS 2865. 

The work area shall be checked and secured on completion of activities. 

Name: ________________________________________ 

Name Date Time in Time out 

Signature: _____________________________________ Date: ________________________ 

Part E: Log in/out 

Part F: Close out (Authorised contractor) 

Name: 

Manager 

Permit returned, work completed 

Name: 

Signature: 

Date: 

Signature Date: 

Time: 

File the completed form in the Contractors, Suppliers, Demonstrators and Visitors folder after the 

“Confined Space Work Permits” tab. 

Retain this form on site for 2 years then archive for a further 5 years. 




APPENDIX 6.3 

PERMITS TO WORK – HAZARDOUS WORKS PERMIT 

This form is located at: http://www.amc.edu.au/occupational-health-safety (& select the 

Hazardous Works Permit form) 

Append 6.3 - Hazardous Work Permit.docx 1 of 4 












APPENDIX 6.4 

PERMITS TO WORK – HOT WORK PERMIT 

This form is located at: http://www.amc.edu.au/occupational-health-safety (& select the 

Hot Work Permit form) 

Append 6.4 - Hot Work Permit.docx 1 



APPENDIX 7.0 

SPECIFICATION/SURVEY REQUIREMENT RELATED DOCUMENTS 

CONTENTS PAGE 

Appendix 7.1 MV BLUEFIN Specifications & Survey Requirements 



Append 7.1 - MV Bluefin Specs & Survey.doc 


APPENDIX 7.1 


SPECIFICATIONS 

& SURVEY REQUIREMENTS 

Revised: November, 2010 


Ports and Shipping 

Tel: + 61 (0) 3 6324 9640 Fax: + 61 (0) 3 6324 9720


MAIN DIMENSIONS 

Length OA 34.50 m 

Length BP 32.00 m 

Breadth 10.00 m 

Freeboard to working deck 1.20 m 

Maximum draft 4.40 m 

Deadweight 53.60 t 

DESIGN PARTICULARS 

Hull materials Steel 

RANGE, SPEED AND ENDURANCE 

Cruising range 2,500 nm 

Cruising speed 10.0 knots 

Maximum Speed 10.5 knots 

Endurance 15 days 

ACCOMMODATION 

Officers + Crew 5 persons 

Scientists + Trainees 20 persons 

Air Conditioned 

Accommodation is designed to passenger standard for 

lecturers and students. As such, it is much more 

comfortable than accommodation in normal fishing boats. 


ELECTRICAL SYSTEM 

AC Voltage 415V total 96kVA 3 phase 50 Hz 

AC Voltage 415V total 96kVA 3 phase 50 Hz 

AC Voltage 24V total 30kW 

Stabilised system for scientific equipment 

Voltage 240 VAC total 60 AMP 50 

RESEARCH FACILITIES 

Marine Biology Wet Lab 9 square metres 

Research Office, with computers and microscopes 

10 square metres 

Sheltered deck space with work tables 

CAPACITIES AND WORKING SPACES 

Gross Tonnage 387GRT 

Dry cargo hold No. 1 4 cubic metres 

Fuel 46 cubic metres 

Fresh water 30 cubic metres 

Ballast water 20 cubic metres 

Wet laboratories (total area) 9 square metres 

Dry laboratories (total area) 10 square metres 

Hold for fresh fish 5 cubic metres 

Hold for frozen fish 3 cubic metres 

Free working deck area 20 square metres 

Space for container laboratory 6m x 6m 

Append 7.1 - MV Bluefin Specs & Survey.doc Page 1 of 13 



Vessel Name: BLUEFIN 

Flag: Australia 

Type: Fisheries training/research vessel – 

multipurpose stern trawler 

Survey: Class 2A and UMG (USL Code) 

Ocean or sea area(s) where vessel operates: Area 1: Tasman Sea 

Area 2: Pacific, Southwest 

Owner: Australian Maritime College 

Operator: Same 

Street Address: Newnham Drive, 

Mailing Address: Locked Bag 1400, Launceston, 7250 

Country: Tasmania, Australia 

Telephone Number: (03) 6324 9862 

Telex Number: 58827 

Facsimile Number: (03) 6326 3790 

Contact name in your Institution 

for further information on vessel(s): Capt. John Lloyd 

Yard where built: Tamar Steel Boats 

In Country: Tasmania, Australia 

Year built: 1981 




MAIN DIMENSIONS 

Length OA 34.50 m 

Length BP 32.00 m 

Breadth 10.00 m 

Freeboard to working deck 1.20 m 

Maximum draft 4.40 m 

Deadweight 53.60 t 

DESIGN PARTICULARS 

Hull materials – Steel 

Energy Sources - .1 Diesel Propulsion 

Main Engine: 

Power (BHP) Caterpillar 850 HP at 1,200 rpm 

Diameter and max. rpm propeller 2.20 m at 240 rpm 

Total power auxiliary diesels, excl. 

Harbour / emergency set 180 KVA 

Electrical system: 

.1 AC Voltage /415V total 96kVA 3 phase 50 Hz 

.2 AC Voltage /415V total 96kVA 3 phase 50 Hz 

.3 AC Voltage 24V total 30kW 

.4 Stabilised system for scientific equipment. 

Voltage 240 VAC total 60 AMP 50 Hz 

Picture of BLUEFIN 




Main Engine – Caterpillar Electric Start 24V DC 

Model D 398 Rated at 634KW (850HP) at 1,225 RPM 

Fitted with sea-water cooled inter coolers 

Governor = Woodward UG8 

Reduction gear = Ulstein 

Type 220 GSC Ratio = 4.94 – 1 

Controls Make MAR-EL No. 512 

Type electronic hydraulic with automatic overload control 

Propeller, Make = Ulstein, Rotation RH 

Model 4 blade Diameter = 2.2m Variable Pitch 

Stern tube and seal. HDW Simplex compact (oil lubricated) 

Forward power take-off, Make = Twin Disc 

Model SP 214 PM T1 Triple output, Rating 38.5 HP / 100 RPM = 471.62/1,225 RPM 

Auxiliary Engines – Caterpillar Electric Start 24V DC 

Model 3304 rated at 85KW at 1,500 RPM at 0.8 power factor 

Governor = Woodward PSG 

Generators = Caterpillar SR4. Model 5.192 

Voltage regulators, Basler Voltage = 415V x 3HP. 240 x 1HP x 50 HRZ 

Model SR4A with build in battery for field flashing, also fitted with emergency hand control. 

Excitation support system, Basler 

Model SBO – 242 

Overcurrent and Revers power protection system. Genop-21 

Trip. settings = No. 1 refrigerators = 120 amps Time delay = 5 secs 

= No. 2 non-essentials = 138 amps Time delay = 3 secs 

= No. 3 short circuit = 150 amps Time delay = 10 secs 

Fuel System 

The fuel is carried in two double bottom tanks port and starboard forward of the engine room bulk 

head. Port tank has a capacity of 19.5 tonnes, the starboard tank 22 tonnes. From the main tanks 

the fuel is pumped to what is called a daily service tank or settling tank. This tank has a capacity of 

3.1 tonnes. The fuel then passes through a filter and is then fed to the main and auxiliary engines. 

APPROX. FUEL CONSUMPTION 

7.0 knots: 75 litres per hour 

9.0 knots: 100 litres per hour 




RANGE, SPEED AND ENDURANCE 

Cruising range 2,500 nautical miles 

Cruising speed 10.0 knots 

Maximum speed 11.5 knots 

Endurance 15 days 

Manoeuvring and Propulsion 

C.P. propeller 

Bow thruster 

Bow anchor, length anchor cable 150m 

Steering Gear 

Wagner electric hydraulic twin ram 

Model T-15-35-EB2. Full follow up 

Automatic change over to hand steering on loss of power 

Relief valve setting – 1,000PSI 

Rudder 

Type = Balanced 

Angle 37 ½° or 75° total 

Hard over to hard time – 11/22 seconds 

In 1985 an Alfa Laval Separator model MAB-103B with a solids retaining bowl assembly was 

installed. The purpose of this unit is to 

(a) Clean and maintain the hyd oil in a satisfactory condition 

(b) To remove water and contaminant from the fuel. The separator is used at sea to 

transfer fuel from the double bottom tanks to the daily service tank and also to 

circulate this tank. 

In the separator bowl the liquid being treated is subjected to approximately 7,000 times the earth’s 

gravity. 

There is a further power pack in the steering flat for driving the net sound winch. Consisting of a 

15HP electric motor, driving double pumps of 1.5 gallon and 4 gallons out put at 2,000 PSI. This 

unit is also used for operating the deck hatch leading down into the fish handling room. 




PUMPS AND PIPE SYSTEMS 

Cooling Water 

The cooling water for the main and auxiliary engines is circulated by engine-driven pumps 

manufactured by Caterpillar. This applies to both the fresh and the salt water. 

The Air Conditioning Refrigeration plant condenser is sea water cooled also using a mono CD 60 

pump with a similar relief valve working at a pressure of 200 KPA. 

Domestic freshwater 

The fresh water is stored in two double bottom tanks with a total number of 29.7 tonnes. From the 

selected tank the water is pumped into a pressure vessel controlled by a pressure switch. From 

this pressure storage the fresh water is distributed throughout the vessel. 

Domestic salt water 

The salt is drawn from the sea water main and pumped into a pressure vessel. This pump is also 

controlled by a pressure switch. From the storage tank the water is piped into the ship’s toilets. 

Sewage System 

The ship’s toilet and all sullage water from the lower deck drains into the sewage tank which is 

situated in the forward part of the engine room. From here it is pumped through a macerator and 

automatically discharged overboard. 

Fire Main (water on deck) 

This is supplied by an electrically driven centrifugal pump type 1 ¼ -9 manufactured by Kelly & 

Lewis. 

This pumps draws salt water from the sea water main and feeds the ship’s fire main switch which 

also is used as a general service pump. 

There is an additional emergency fire pump driven by and independent diesel motor situated in the 

steering flat which doubles for this purpose. 

Bilge Pumping 

The vessel is divided into a number of compartments each having a bilge suction pipe leading to a 

valve chest, which in turn is connected to the bilge pump section chest. This valve chest has also 

got a sea injection valve for priming purposes. The bilge pump is a self priming type make, Kelly & 

Lewis, model Pegson 2” B3. This pump is also used for pumping water ballast from the fore and 

after peaks tanks. The pump discharges overboard. Bilge water is stored in an overhead bilge 

tank and discharged to shore facility. 




Fish Handling Room 

There is a branch from the fire main supplying sea water for washing down, cleaning fish fillets, 

etc. 

The handling room has a large drainage sump on the starboard side fitted with a float switch and a 

high level alarm. The float switch controls a CD 60 mono pump situated in the engine room which 

pumps the sump contents overboard as required. 

Navigation and communication 

Item Manufacturer Model 

Echosounder Furuno FE-824 DRY PAPER, 28KHz AND 200 KHz 

TRANSDUCERS 

Echosounder JRC JFC-216 COLOUR, 28KHz AND 200 KHz 

TRANSDUCERS 

Echosounder Simrad EQ Mk 3 50 KHz TRANSDUCER 

Radar JRC JMA-3525 RASTER SCAN SONAR 96 nm RANGE 

Radar Furuno FR-2115 RADAR WITH A.R.P.A., 21” DISPLAY 

Gyro Compass & 

Auto Pilot 

Tokyo Keiki 

Doppler Log JRC JLN-203 

Sea Surface 

Thermometer 

TMQ 

Net Monitor Furuno RELATES HEIGHT ABOVE ASEABED AND 

DEPTH BELOW SEA SURFACE 

Weather Fax Furuno 

Remote Position 

Radio Beacons 

Koden AUTOMATIC DIRECTION FINDING 

Differential GPS Furuno CORRECTED GLOBAL POSITIONING 

Wind Indicator Young WIND VELOCITY (DIRECTION AND SPEED) 

Plotter TMQ ELECTRONIC CHARTS UTILISING DGPS 

SIGNAL 

GMDSS Furuno GLOBAL MARINE DISTRESS SIGNALLING 

SATELLITE (ALLOWING UNRESTRICTED 

COMMUNICATIONS WITH SHORE FACILITIES) 

Satellite 

Telephone 

Westinghouse 

Seaphone GME 

Alarm Systems Litton 

Decca/Wormald 

ACCOMMODATION 

Officers + Crew 5 persons 

Scientists + Trainees 

Air Conditioned 

20 persons 

MONITORS VESSEL FUNCTIONS 

Accommodation is designed to passenger standard for lecturers and students. As such, it is much 

more comfortable than accommodation in normal fishing boats. 

Research Facilities 

Marine Biology Wet Lab – 9 square metres 

Research Office, with computers – 10 square metres 

Sheltered deck space with work tables 




CAPACITIES AND WORKING SPACES 

Gross Tonnage 387 GRT 

Dry cargo hold No. 1 4 cubic metres 

Fuel 46 cubic metres 

Fresh water 30 cubic metres 

Ballast water 20 cubic metres 

Wet laboratories (total area) 9 square metres 

Dry laboratories (total area) 10 square metres 

Hold for fresh fish 5 cubic metres 

Hold for frozen fish 3 cubic metres 

Free working deck area 20 square metres 

Space for container laboratory 6m x 6m 

Storage 

Cold storage of samples, volume: 5 cubic metres 

TRANSFER BOAT 

5 metre, aluminium, twin 50HP outboard 

HYDRAULICS 

Relief Valve Settings = 2000 PSI 

The vessel’s hydraulic system consists of 4 pumps driven off the main engine power take off, ie. 

two pumps of 103 gallons each, on double pump of 50 gallons and of 20 gallons making a total of 

276 gallons per minute. 

There is also an electrically driven 20 gallon pump for standby and harbour duty. 

The system is divided up as follows: 

Bow Thruster: One of the 103 gallon pumps and also the 50 and the 20 gallon pump are 

diverted via directional control valves to the bow. 

Port Trawl Winch: When fishing the port side, 103 gallon pump supplies the portside trawl 

winch. 

Other Winches and Windlass: 103 gallon pump supplies the starboard trawling winch and 

net winch (valves fitted). The net winch has additional flow control. The 20 gallon pump 

supplies the Gilson winches, the derrick topping winch, the derrick hoist winch, or the 

windlass as required. The 50 gallon pump is returning to tank. 

The flow from the 20 gallon per minute standby pump can be diverted for any of the above 

functions but will give a greatly reduced speed on the larger units. 




Bow Thruster 

Make = Ulstein, Type = 14T, Thrust = 1.5 tonnes maximum 

Hydraulic motor – Vickers 50m 255A-1C-20 

Maximum RPM 1575 125HP 

Propeller – Diameter = 900mm, No. of blades = 4, maximum RPM = 576 

Windlass 

Make = Port Deck Marine, hydraulic drive 

Twin gypsy twin independent warp ends 

Fitted with dog clutches and mechanical brakes 

Bollard Pull 

9 Tonnes 

Derrick 

160° swing 

3 tonne single purchase lift 

In 1997 Bluefin was fitted with bilge keels situated on her chine. These have reduced her rolling 

and increased her sea kindliness. As a result, she supplies a reasonably stable platform for 

activities above and beyond her fishing duties. 

REFRIGERATION 

Domestic 

Cool room, temperature = +3°C Capacity = 1.44 tonnes 

Freezer = -20°C Capacity = .83 tonnes 

Condensors, tubular fresh water cooled 

Refrigerants = R404A and R408A 

CARGO 

Blast freezer = -30°C Capacity = 1.45 tonnes 

Fish hold variable down to -10°C Capacity = 2.34 tonnes 

Brine tanks N/A 

BACK DECK GANTRY (A-FRAME) 

• Height 4.5 metres from main deck level 

• Width 2.3 to 3 metres 

• SWL 3 tonnes 

• Hydraulic? Capacity for simultaneous 

winch and A-Frame Ops? 

No 

• Outboard reach 0.5 to 1 metre 




Winch: Two main winches with 1500 metres of wire 

• Location Fwd main deck level 

• Wire diameter 32mm 

• Wire length 2*2500 metres 

• Winch speed 3-5 metres per second 

Winches can be run through Gantry, utilising blocks and certified strong point. 

Tugger Winch: Gilson: 

• Location Fwd Main deck in first level 

• Wire diameter 20 mm 

• Wire length 185/200 metres 

• Winch speed free fall to 5 metres/sec 

• Test Certificates At college 

• Suitable to run through A-Frame? Yes 

OVERSIDE POLES 

Purpose built pad eyes and mounts are available and can be secured to both sides of the hull. 




MV BLUEFIN: MINIMUM MANNING REQUIREMENTS 

Student training voyages: 24 hour duration 

Master 1 

Chief Mate 1 

2 nd Mate 1 

Chief engineer 1 

2 nd Engineer or a dual ticketed crew member with minimum of MED 2. 

For interstate voyages and voyages to New Zealand 

Master 1 

Chief Mate 1 

2 nd Mate 1 

Chief Engineer 1 

2 nd Engineer 1 

Deck Rating 3 

Further information can be obtained from the AMSA Minimum Manning Certificate located 

in the Ship’s Certificate Folder. 




SURVEY STATUS (AS AT MAY 2009) 

BLUEFIN IMO 8000035 O/No. 386130 

Completion of Build: 1980 USL: Class 2A 

Type: Fisheries Training Vessel Length: 32.25 m 

GT: 387.3 

Certificates Issued Expiry 

Cert. of Survey for a Cargo Ship No. T1561 25/3/09 12/3/14 

International Loadline No. T1560 25/3/09 12/3/14 

International OPP No. T1562 25/3/09 12/3/14 

Last Done Due 

Annual Survey (due 2/2009) 13/3/09 2/2010 + -3mths 

Two Yearly Survey 

Inspection of Hull 5/2009 2/2011 

Sea Injections and ov/bd disch. Vlvs 5/2009 2/2011 

Inspection – propeller, rudder and 

underwater fittings 

5/2009 2/2011 

Four Yearly Survey 

Tailshaft withdrawal 3/2007 2/2011 

Anchors. Cables to range 3/2007 2/2011 

Tanks forming part of the Hull/not oil. Pt 

3/2007 2/2011 

and Stbd fresh water 

Fore peak ballast 3/2007 2/2011 

Pt and Stbd Brine 3/2007 2/2011 

Aft peak (solid ballast) 3/2007 2/2011 

Void spaces Pt. And Stbd 3/2007 2/2011 

Installation Tests above 32VAC or DC 3/2007 2/2011 

Eight Yearly Survey 

Rudderstock and bearing 3/2007 2/2015 

Steering gear 7/2004 2/2012 

Twelve Yearly Survey 

Fuel/oil tanks internally 

DB tank Pt 

3/2007 

2/2019 

DB tank Stbd 5/2009 2/2021 

Daily service tank 5/2009 2/2021 

DB Pt lube oil 5/2009 2/2021 

DB Stbd hydraulic oil 5/2009 2/2021 




Machinery Systems 

1. Main engine 

2. 1 and 2 generators 

3. Electrical distribution board 

4. Propulsion system 

5. Main steering gear 

6. Emergency steering gear 

7. Bilge system and bilge pumps 

8. Main fire pump 

9. Derrick 

10. Emergency fire pump 

11. Fire detection system 

12. Windlass cable and anchors 

Navigation Equipment 

1. Navigation charts 

2. Magnetic compass 

3. Radar 

Emergency Response Equipment 

CRITICAL EQUIPMENT LIST 

1. Fire fighting equipment 

2. First aid equipment 

3. All life saving appliances 

4. GMDSS equipment and emergency power supply 

5. Work boat 




APPENDIX 8.0 

REPORTING RELATED DOCUMENTS – CONTENTS PAGE 

Appendix 8.1 Emergency Contacts 

Appendix 8.2 AMSA/AMC Incident Reporting 

Appendix 8.3 AMSA Reporting Requirements 

Appendix 8.4 Shipboard Oil Pollution Emergency Plan (SOPEP) 




RADIO USAGE AND COMMUNICATION 

APPENDIX 8.1 

REPORTING - EMERGENCY CONTACTS 


The MV BLUEFIN is fitted with the following communication facilities: 

HF Radio Channels 

Channel 2184 KHZ 


Channel 6125 

DISTRESS ONLY 

Channel 16 VHF 

Channel 8291 

DISTRESS AND SAFETY 

ONLY Australian Station 



NAUCATION AND WEATHER 

REPORTS Sydney and Melbourne 






VHF Channel 16 Supplementary Channel 67 DISTRESS AND SAFETY 

27 MHZ Channel 88 

Mobile Phone: 0429 112 977 

Satellite Phone: 0145 111 666 

Append 8.1 - Emergency Contacts.docx 1 of 2 



AUSTRALIAN MARITIME COLLEGE: EMERGENCY CONTACTS 

Contact Capt. John Lloyd 

Title Director – AMC National Centre Ports and Shipping (DPA) 

Business Phone 03 6324 9640 

Mobile 0408 124 157 

Fax 03 6326 6493 

Email j.lloyd@amc.edu.au 

Contact John Foster 

Title CEO – AMC Search Ltd (Project Manager) 


Mobile 0418 131 454 

Fax 03 6326 3790 

Email j.foster@amc.edu.au 

Contact Dean Cook 

Title Business Services Manager – AMC Search Ltd (Administration) 


Mobile 0417 549 884 

Fax 03 6326 3790 

Email d.cook@amc.edu.au 

Contact David Waldron 

Title Risk Manager and Campus Emergency Coordinator – AMC 


Mobile 0423 776 850 

Fax 03 6326 6493 

Email d.waldron@amc.edu.au 

AMSA 24 Hour Emergency Contacts 

1800 641 792 or 02 6230 6811 

Medical/Emergency Services 

Gippsland Southern Health Service 

Koonwarra Road, Leongatha VIC 3953 Phone: 03 5667 5516 

Foster and Toora Medical Centre 

97 Station Road, Foster VIC 3960 Phone: 03 5682 2088 

(A/H is same number) 

Append 8.1 - Emergency Contacts.docx 2 of 2 



APPENDIX 8.2 

REPORTING - AMSA/AMC INCIDENT REPORTING 

The requirements for general incident reporting as they relate to individual legislative 

requirements are described within. 

To ensure current version visit www.amsa.gov.au for the latest ship operations forms and 

instructions. 

Reports are to be sent to reports@amsa.gov.au within the specified time frames. 

AMSA form 18 (INCIDENT ALERT) to be submitted within 4 hours of the incident. 

AMSA form 19 (INCIDENT REPORT) report within 72 hours of the submission of form 18. 

The legislation governing incident reporting can be found on AMSA’s web site. 

AMC incident reporting requirements 

Incidents and non conformities are registered within the AMC on-line OH&S register at 

hyperlink: http://www.amc.edu.au/occupational-health-safety 

Hyperlink at https://apex.utas.edu.au:4443/pls/apex/f?p-INCIDENT_FORM 

The following flow chart explains the flow of information regarding non conformities. 

MV BLUEFIN – Non Conformities Register Flow Chart 

Incident Reporting 

Survey deficiencies 

Master sends report to DPA 

DPA logs report in AMC 

Incident Database Register 

Incident investigated 

Deficiency rectified 

Master sends report to DPA 

DPA closes report 

Append 8.2 - AMSA-AMC Incident Reporting.docx 1 



APPENDIX 8.3 

REPORTING - AMSA REPORTING REQUIREMENTS 

Append 8.3 - AMSA Reporting Requirements.docx 1 of 7 




















Append 8.4 - SOPEP 


APPENDIX 8.4 


SHIPBOARD OIL POLLUTION 

EMERGENCY PLAN 

(SOPEP) 


Locked 1399 


Tel: + 61 (0) 3 6324 9640 Fax: + 61 (0) 3 6324 9720


Please ensure this document is retained with the Shipboard Oil Pollution Emergency Plan 

when the vessel is in Australian waters 

NOTICE 

ALL MARPOL 73/78 INCIDENTS TO BE REPORTED 

Damage, failure or breakdown of a ship of 15 metres in length or more which affects the 

safety of the ship or results in impairment of the safety of navigation (including collision, 

grounding, fire, structural or engine failure) 

Any discharge or probable discharge of oil or noxious liquids substances in excess of 

MARPOL 73/78 discharge rates 

Any discharge or probable discharge of harmful substance in packaged form (including 

freight containers and portable tanks) 

If the ship is at sea, reports are to be made to: 

Rescue Coordination Centre Australia (RCC Australia) 

Phone: 02 6230 6811 

Facsimile: 02 6230 6868 

Telex: 62349 

Free Call: 1 800 641 792 

AFTN: YSARYCYX 

If the ship is within a port or harbour, reports are to be made to the relevant port authority, 

for example: 

Adelaide 08 8248 3505 

08 8447 0696 

Hobart 03 6235 1061 

Brisbane 07 3305 1700 Melbourne 03 9644 9777 

Dampier 08 9159 6556 Newcastle 02 4985 8321 

Darwin 08 8999 3974 Port Hedland 08 9173 1019 

Fremantle 08 9430 3416 

08 9335 1300 

08 9430 3315 

Port Kembla 02 4274 4571 

Geelong 03 5247 0300 Sydney/Botany Bay 02 9296 4001 

The MARPOL 73/78 definition of “nearest land” prohibits operational discharges in 

the Great Barrier Reef and Torres Strait regions. 

Australian Maritime Safety Authority – July 2006 

AMSA 1522 (07/2006) 

Append 8.4 - SOPEP Page 1 of 42 



SHIPBOARD OIL POLLUTION EMERGENCY PLAN 

In accordance with Regulation 37 of Annex I of MARPOL 73/78 

SHIP´S IDENTIFICATION 

Name of Ship MV BLUEFIN 

Distinctive Number or Letters (Call Sign) VKBF 

IMO-Number 8000032 

Type of Ship 2 A Cargo 

Port of Registry Launceston 

Gross Tonnage 369 

Flag Australian 

Owner/Managers: see Appendix 4, Ship Interest Contacts 




CONTENTS 

INTRODUCTION 

............................................................................................................... 4 

SECTION 1: PREAMBLE 

................................................................................................. 5 

SECTION 2: REPORTING REQUIREMENTS 

.................................................................. 7 

2.1 General 7 

2.2 Reporting procedures 7 

2.2.1 When to report ...................................................................................................................... 7 

2.2.2 Information required .............................................................................................................. 8 

2.2.3 Who to contact .................................................................................................................... 11 

SECTION 3: STEPS TO CONTROL DISCHARGE 

........................................................ 13 

3.1 Operational spills 13 

3.1.1 Operational spill prevention ................................................................................................ 13 

3.1.2 Pipeline leakage .................................................................................................................. 13 

3.1.3 Tank overflow ...................................................................................................................... 14 

3.1.4 Hull leakage ........................................................................................................................ 14 

3.1.5 Spills caused by equipment in machinery spaces .............................................................. 15 

3.2 Spills resulting from casualties 15 

3.2.1 Ship grounded/stranded ...................................................................................................... 15 

3.2.2 Fire/explosion ...................................................................................................................... 17 

3.2.3 Collision .............................................................................................................................. 18 

3.2.4 Hull failure ........................................................................................................................... 18 

3.2.5 Excessive list ...................................................................................................................... 19 

3.2.6 Ship submerged/foundered/wrecked .................................................................................. 20 

3.2.7 Hazardous vapour release .................................................................................................. 20 

3.3 Priority actions 20 

3.4 Mitigating activities 21 

3.5 Transfer of bunker/lightening 21 

3.6 Damage stability and hull stress calculation 22 

3.7 General responsibilities of the master and designated officers/crew members 23 

3.7.1 General responsibilities ....................................................................................................... 23 

SECTION 4: NATIONAL AND LOCAL COORDINATION 

............................................. 25 

SECTION 5: NON-MANDATORY INFORMATION (VOLUNTARY PART) 

.................... 26 

Appendix 1 Initial Notification 

Appendix 2 Coastal State Contacts (Focal Points) 

Appendix 3 Port Contacts 

Appendix 4 Ship Interest Contacts 

Appendix 5 Ship’s Plans and Drawings 

Appendix 6 National Contact List 




INTRODUCTION 

1. This Shipboard Oil Pollution Emergency Plan (hereafter referred to as the "Plan") is 

written in accordance with the requirements of regulation 37 of Annex I of the 

International Convention for the Prevention of Pollution from Ships, 1973 as modified 

by the Protocol of 1978 relating thereto. 

2. The purpose of the Plan is to provide guidance to the Master and officers on board the 

ship with respect to the steps to be taken when an oil pollution incident has occurred or 

is likely to occur. 

3. The Plan contains all information and operational instructions as required by the 

"Guidelines for the development of the Shipboard Oil Pollution Emergency Plan" as 

developed by the Organisation (IMO) and published under MEPC/Circ. 256. The 

appendices contain names, telephone, telex numbers, etc., of all contacts referenced in 

the Plan, as well as other reference material. 

4. The Plan has been approved by the Administration and, except as provided below, no 

alteration or revision shall be made to any part of it without the prior approval of the 

Administration. 

5. Changes to Section 5 and the appendices will not be required to be approved by the 

Administration. The appendices should be maintained up to date by the owners, 

operators and managers. 




SECTION 1: PREAMBLE 

1.1 This Plan is available to assist the ship´s personnel in dealing with an unexpected 

discharge of oil. Its primary purpose is to set in motion the necessary actions to stop 

or minimize the discharge of oil and to mitigate its effects. 

1.2 Effective planning ensures that the necessary actions are taken in a structured, 

logical and timely manner. 

1.3 The primary objectives of this Plan are to: 

• prevent oil pollution 

• stop or minimize oil outflow when a damage to the ship or its requirements 

occurs 

• stop or minimize oil outflow when a operational spill occurs in excess of the 

quantity or instantaneous rate permitted under the present Convention 

1.4 Further, the purpose of the Plan is to provide the Master, officers and certain crew 

members with a practical guide to the prevention of oil spills and in carrying out the 

responsibilities associated with regulation 37 of Annex I to MARPOL 73/78: 

• procedures to report an oil pollution incident 

• Coastal State contacts (Focal Points) and Port Contact Lists to be contacted in 

the event of an oil pollution incident 

• response actions to reduce or control the discharge of oil following an incident 

• co-ordination with national and local Authorities in combating oil pollution 

1.5 In summary, the Plan will serve to promote a practised response when the ship´s 

personnel is faced with an oil spill. 

1.6 Although the Plan is designed as a ship-specific tool it must also be considered as an 

additional instrument and as a link to shore-based plans. With this the Plans allow an 

efficient co-ordination between the ship and shore-based Authorities/Organisations in 

mitigating the effects of an oil pollution incident. 

1.7 The Plan includes a summary flowchart (see page 6) to guide the Master through 

reporting and acting procedures required during an oil pollution incident response. 

1.8 The Plan is likely to be a document used on board by the Master and officers of the 

ship and must therefore be available in the working language used by them. 




Shipboard Oil Pollution Emergency Plan – Summary Flowchart 

This flow diagram is an outline of the course of action that shipboard personnel should 

follow in responding to an oil pollution emergency based on the guidelines published by 

the Organisation. This diagram is not exhaustive and should not be used as a sole 

reference in response. Consideration should be given for inclusion of specific reference to 

the Plan. The steps are designed to assist ship personnel in action to stop or minimize the 

discharge of oil and mitigate its effects. These steps fall into two main categories – 

reporting and action. 

Discharge of Oil 

Probable or Actual 

Assessment of the Nature of Incident 

Actions required 

Alert crew members 

Identity spill source 

Spill assessment 

REPORTING ACTION TO CONTROL DISCHARGE 

By Master and/or designated crew member Measures to minimize the escape of oil and threat to the marine environment 

When to report 

All probable and actual spills 

NAVIGATION MEASURES 

SEAMANSHIP MEASURES 

- Alter course/position and/or speed - Safety assessment and precaution 

How to report 

- Change of list and/or trim 

- Advice on priority 

- By quickest means to coastal radio station 

- Anchoring 

countermeasures/preventive measures 

- Designated ship movement reporting station or - Setting aground 

- Damage stability and stress 

- Rescue Co-ordination Centre (at sea) 

- Initiate towage 

consideration 

- By quickest available means to local authorities - Assess safe haven requirements - Ballasting/deballasting 

- Weather/tide/swell forecasting 

- Internal cargo transfer operations 

Who to report 

- Slick monitoring 

- Emergency ship-to-ship transfers of 

- Nearest Coastal State Harbour and terminal operators - Record of events and communications cargo and/or bunker 

(in port) 

taken 

- Set up shipboard response for: 

- Shipowner´s manager; P & I insurer 

• Leak sealing 

- Head Charterer; Cargo owner 

• Fire fighting 

- Refer to contact lists 

• Handling of ship-board response 

equipment (if available) 

What to report 

- Initial report (Res. A.851(20)) 

• Etc. 

- Follow-up reports 

- Characteristics of oil spilled 

- Cargo/ballast/bunker dispositions 

- Weather and sea conditions 

- Slick movement 

- Assistance required 

• Salvage 

• Lightening capacity 

• Mechanical equipment 

• External strike team 

• Chemical dispersant/degreasant 

STEPS TO INITIATE EXTERNAL RESPONSE 

- Refer to Costal Port State listings for local assistance 

- Refer to ship interest contact list 

- External clean-up resources required 

- Continued monitoring of activities 




SECTION 2: REPORTING REQUIREMENTS 

2.1 General 

The reporting requirements of this section complies with those of regulation 37 of 

MARPOL 73/78, Annex I. 

When the ship is involved in an incident which results in the discharge (or probable 

discharge) of oil, the Master is obliged under the terms of MARPOL 73/78 to report details 

of the incident, without delay, to the nearest Coastal State by means of the fastest 

telecommunication channels available. 

The intent of these requirements are to ensure that Coastal States are informed, without 

delay, of any incident giving rise to oil pollution, or threat of oil pollution, of the marine 

environment, as well as of assistance and salvage measures, so that appropriate action 

may be taken. 

Without interfering with shipowners' liability, some coastal states consider that it is their 

responsibility to define techniques and means to be taken against an oil pollution incident 

and approve such operations which might cause further pollution, i.e. lightening. States are 

in general entitled to do so under the International Convention relating to Intervention on 

the High Seas in Cases of Oil Pollution Casualties, 1969. 

2.2 Reporting procedures 

For easy reference the reporting requirements in the context of this Plan are divided in the 

following information blocks: 

2.2.1 When to report 

Taking the summary flowchart as shown on page 6 as a basic guide into consideration 

reports are necessary in the following cases: 

2.2.1.1 Actual discharge 

The Master is obliged to report to the nearest Coastal State whenever there is a discharge 

of oil resulting: 

• from damage to the ship 

• from damage to the ship´s equipment 

• for the purpose of securing the safety of a ship or saving life at sea 

• during the operation of the Ship in excess of the quantity or instantaneous rate 

permitted under the present Convention 




2.2.1.2 Probable discharge 

The Master is obliged to report even when no actual discharge of oil has occurred but 

there is a probability that one could. 

However, as it is not practicable to lay down precise definitions of all types of situations 

involving probable discharge of oil which would warrant an obligation to report the Master 

is obliged to judge by himself whether there is such a probability and whether a report 

should be made. 

Therefore, it is recommended that, at least, the following events: 

• damage, failure or breakdown which affects the safety of the ship (e.g. collision, 

grounding, fire, explosion, structural failure, flooding, cargo, cargo shifting etc.) 

or 

• failure or breakdown of machinery or equipment which results in impairment of the 

safety of navigation (e.g. failure or breakdown of steering gear, propulsion, electrical 

generating system, essential shipbourne navigation aids etc.) 

are carefully considered by the Master – taking into account the nature of the damage 

failure or breakdown of the ship, machinery or equipment as well as the ship´s location, 

proximity to land, weather, state of the sea and traffic density – as cases in which a 

probable discharge of oil is most likely. 

If in doubt, the Master should always make a report in cases aforementioned. 

In all cases the Authorities should be kept informed by the Master as how the situation 

progress and be advised when all threat of pollution has passed. 

2.2.2 Information required 

As required in article 8 and Protocol I of MARPOL 73/78 Convention the Master or other 

persons having charge of the ship should report the particulars of any pollution incident. 

In this context the International Maritime Organisation (IMO), in 1997, adopted Resolution 

A. 851 (20) "General Principles for Ship Reporting Systems and Ship Reporting 

Requirements, including Guidelines for Reporting Incidents involving Dangerous Goods, 

Harmful Substances and/or Marine Pollutants". 

The intent of the Resolution aforementioned is to enable Coastal States and other 

interested parties to be informed, without delay, of any incident giving rise to oil pollution, 

or threat of oil pollution, of the marine environment, as well as of assistance and salvage 

measures, so that appropriate action may be taken. 

Nothing in this chapter relieves the Master in using sound judgement to make sure that 

any incident or probable discharge of oil is reported as quick as possible in the prevailing 

situation. 




When transmitting initial reports to the authorities of the nearest Coastal State the Master 

or other persons dealing with such a transmission should take note of Resolution A. 851 

(20). 

Especially, the format of the initial report as well as supplementary of follow-up reports 

should conform with the guidance contained in Res. A. 851 (20). All reporting whether 

initial or follow-up, should follow IMO´s reporting format as outlined below and should 

contain the following information: 




LABEL FUNCTION EXPLANATION 

A Ship Name, call sign and nationality 

B Date and time (UTC) of A 6-digit group giving day of month (first 

event 

two digits), hours & minutes (last four 

digits) 

C Position A 4-digit group giving latitude in degrees 

and minutes suffixed with N or S, and a 

5-digit group giving longitude in degrees 

and minutes suffixed with E or W 

D Position True bearing (first 3 digits) and distance 

(state distance) in nautical miles from 

clearly identified landmark (state 

landmark) 

E True course A 3-digit group 

F Speed at time of incident In knots and tenths of knots as a 3-digit 

group 

L Route information Details of intended track 

M Radio communications Full details of radio stations (names) and 

frequencies being guarded 

N Time (UTC) of next report A 6-digit group as under BB above 

P Cargo on board: can be Type(s) and quantity(ies) of cargo/bunker 

included in “RR” as on board and brief details of any 

relevant 

dangerous cargoes as well as harmful 

substances and gases that could 

endanger persons or the environment 

Q Defects or damage or Brief details of conditions of the ship as 

deficiencies or other relevant; ability to transfer 

limitations 

cargo/ballast/bunker fuel 

R Description of pollution or Brief details of pollution; this should 

possible overboard include the type(s) of fuel oil, an estimate 

discharge 

of the quantity discharged, whether the 

discharge is continuing, the cause of the 

discharge and, if possible, an estimate of 

the movement and area of slick 

S Weather conditions Brief details of weather and sea 

conditions prevailing including wind force 

and direction and relevant swell details 

T Ship`s representative Name, address, telex and telephone 

and/or owner 

number of the ship´s owner and 

representative (charterer, manager or 

operator of the ship or their agents) 

U Ship´s size and type Details of length, breadth and type of 

ship as well as draught 

X Miscellaneous and Any other information including relevant 

additional information details such as brief details of incident, 

need for outside assistance, action being 

taken to limit further discharge; details of 

any personnel injuries sustained, details 

of P & I Club and local correspondent. 




A sample format for initial notification and a detailed example of an initial report is shown 

within the appendices under Appendix 1. 

All follow-up reports by the Master should include information relevant to the Coastal State 

Authorities to keep them informed as the incident develops. 

Follow-up reports should include information on any significant changes in the ship´s 

condition, the rate of release and spread of oil, weather and sea conditions and clean-up 

activities underway. 

In this context details of bunker disposition, condition of any empty tanks and nature of any 

ballast carried are information needed by those involved in order to assess the threat 

posed by an actual or probable discharge of oil from the damaged ship. 

2.2.3 Who to contact 

The Master is responsible for reporting any incident involving an actual or probable 

discharge of oil. 

Taking into consideration the summary flowchart shown on page 6 the Master of the ship 

involved in any kind of an actual or probable discharge of oil, cases of which are defined 

under SECTION 2 (sub-paragraph 2.2.1.1 and 2.2.1.2) of this Plan should report details on 

the incident immediately (see Appendix 1) 

Nothing in this chapter relieves the Master from using sound judgement to make sure that 

any incident is reported as quickly as possible in the prevailing situation. 

2.2.3.1 Coastal state contacts 

In order to expedite response and minimize damage from an oil pollution incident at sea, it 

is essential that appropriate Coastal States be notified without delay. 

In this context the use of the list of agencies or officials of Administrations responsible for 

receiving and processing reports (so called "Focal Points") as developed by the 

Organisation (IMO) in conformity with Article 8 of the Convention is recommended. 

Such a list is shown under Appendix 2. 

An updated list of existing "Focal Points" is available from the Internet pages of IMO under 

address: 

http://www.imo.org/ >> National Contacts >>> MEPC.6/Circ. xx 

In the absence of such a list or listed focal point for a single country/Coastal State, the 

Master should contact by the quickest available means 

• the nearest coastal radio station or 

• the designated ship movement reporting station or 

• the nearest Rescue Co-Ordination Centre (RCC). 




2.2.3.2 Port contacts 

For the ship in port, notification of local agencies, combating teams or clean-up companies 

will speed up response. If an oil spill occurs during the ship´s stay in port, whether 

operational or as a result of an incident, the Master should inform the appropriate local 

agencies (e.g. National Response Centre, Terminal/Port Authorities etc.) without undue 

delay. 

If the ship is engaged in a regular service between ports/terminals the Master or any other 

person aboard delegated by the Master should provide a list with the relevant Port Contact 

addresses for each port served regularly of Authorities/persons and/or terminals dealing 

with an oil spill. 

This list should be regularly updated. 

The "Port Contact List" is shown in the Appendix 3. 

If a change in the ship´s range of trade or a change in the addresses of 

persons/Authorities of the ports/terminals served regularly takes place the Master or any 

other person aboard delegated by the Master is required to issue a new list. 

Where ship´s service makes it not feasible to prepare such a list the Master should seek 

guidance concerning such local Port Contacts and local reporting procedures upon arrival 

in port. 

Addresses obtained in this way should be documented aboard in the form that the Master 

considers most effective and should be attached to the Plan. 

2.2.3.3 Ship interest contacts 

For Ship Interest Contacts it is necessary to have information at the Master´s disposal in 

case of an oil spill for informing the home office of the ship´s owner or operator, the local 

agent of the company, the appropriate P & I Club and correspondents, clean-up 

contractors etc. 

This information should be provided in the form of a so-called "Ship Interest Contact List". 

The "Ship Interest Contact List" is shown in the Appendix 4. 

To avoid a duplication of reports and to coordinate the Plan and the company´s shore-side 

plan(s) responsible for informing the various Ship Interested Contacts is 

Master 

Owner 

DPA 




SECTION 3: STEPS TO CONTROL DISCHARGE 

Ship personnel will most probably be in the best position to take quick action to mitigate or 

control the discharge of oil from their ship. 

Therefore, this Plan provides the Master with clear guidance on how to accomplish this 

mitigation for a variety of situations. 

It is the Master´s responsibility to initiate a response in the event of a discharge of oil or 

substantial threat of discharge of oil – actual or probable – into the waters. 

In no case action should be taken that in any way could jeopardize the safety of personnel 

either onboard or ashore. 

The following enumeration specifies different kinds of possible operational oil spills with 

regard to reactions to be taken. 

3.1 Operational spills 

3.1.1 Operational spill prevention 

Crew members shall maintain a close watch for the escape of oil during bunker operations. 

Prior to bunker transfer the competent crew members should mobilize the oil spill 

equipment, as far as available on board, and place it close to the planned operation, e.g. 

along the railing on the side at which bunker operation takes place. 

Before bunker handling commences, all deck scuppers and open drains must be 

effectively plugged. Accumulations of water should be drained periodically and scupper 

plugs replaced immediately after the water has run off. Any free floating oil or oil droplets 

should be removed prior to draining. 

Bunker tanks which have been topped up should be checked frequently during the 

remaining bunker operations to avoid an overflow. 

Unless there are permanent means for retention of any slight leakage at ship/shore 

connections for bunker transfer, it is essential that a drip tray is in place to catch any 

leaking oil. 

The removed bunker oil and the used clean-up material should be retained on board in 

proper containment units until it can be discharged to a reception facility. 

3.1.2 Pipeline leakage 

If a leakage occurs from a pipeline, valve, hose or metal arm, operations through that 

connection should be stopped immediately until the cause has been ascertained and the 

defect remedied. 




Defective pipe sections should be isolated. Affected sections should be drained down to 

an available empty or slack tank. 

If a leakage occurs from a hydraulic pipeline, operations should be stopped immediately. 

Initiate clean-up procedures. 



Inform in line with Section 2 all parties interested about Pipeline Leakage and the actions 

taken so far. 

3.1.3 Tank overflow 

If there is a tank overflow all bunker operations should be stopped immediately and should 

not be restarted until the fault has been rectified and all hazards from the released oil have 

been eliminated. 

If there is any possibility of the released oil or oil vapours entering an engine room intake 

then appropriate preventive steps must be taken quickly. 

Promptly shift bunker oil from the tank overflowed to an available empty or slack tank or 

prepare pump(s) or transfer the excess ashore. 

Initiate clean-up procedures. 



Inform in line with Section 2 all parties interested about Tank Overflow and actions taken 

so far. 

3.1.4 Hull leakage 

Identify leaking tank; consider diver if necessary and possible. 

Reduce level in tank in question well below sea level. 

If it is not possible to identify the leaking tank, reduce level in all tanks in vicinity. In this 

case give careful consideration to hull stress and stability. 

If there is a spillage due to suspected hull leakage reduce the head of bunker and promptly 

transfer the bunker oil to an available empty or slack tank or, if berthed, discharge ashore 

in suitable barges/tanks. 

Inform in line with SECTION 2 all parties interested about Hull Leakage and the actions 

taken so far. 




3.1.5 Spills caused by equipment in machinery spaces 

If operational oil spills are caused by a failure of equipment in machinery spaces any 

further operations of this equipment should be stopped immediately or measures are to be 

taken to avoid an oil spill. 

Such equipment may be: 

• Oily-water separating equipment or oil filtering equipment to de-oil bilge water from 

the engine room bilges 

• Valves in pipes connecting ballast/bilge systems 

• Cooling pipes in oil cooler systems 

• Gearing of bow thrusters 

• Stern tubes 



3.2 Spills resulting from casualties 

In the event of a casualty the Master´s first priority is to ensure the safety of the ship´s 

personnel, and to initiate actions which may prevent escalation of the incident and marine 

pollution. 

3.2.1 Ship grounded/stranded 

The Master´s priority should be to ensure that he as soon as possible receives detailed 

information about the damage that the ship has been sustained, in order to determine 

remedial action to be taken for ensuring the safety of the ship and its crew. 

Furthermore, the Master should also consider: 

• Danger to the ship´s complement if the ship should slide off grounding site 

• Danger of ship being shattered by heavy seas or swell 

• Health hazards to the ship´s crew and surrounding population due to release of oil or 

other hazardous substances in dangerous concentrations 

• That fires may start due to released flammable substances and uncontrolled ignition 

sources 

• Should the damage which the ship has sustained be of such an extent that the 

stability cannot be computed on board, the Master should seek assistance according 

to subparagraph 3.6 

Also, the ship´s Master shall take into account the following considerations: 

• Is the vessel constantly being struck in the seaway? 

• Is the vessel exposed to torsion? 




• Is there a large difference in the tidal rangers at the grounding site? 

• Are there strong tidal currents in the grounding area? 

• May the vessel drift further up on the shore, due to high tides, wind and waves? 

3.2.1.1 Prevention of fire and explosion 

If the ship is aground and therefore cannot manoeuvre, all possible sources of ignition 

should be eliminated, and action taken to prevent flammable vapours from entering the 

machinery spaces or the accommodation. 

3.2.1.2 Extension of hull damage/containment system failure 

First, a visual inspection should be carried out. 

Check for visible oil along hull or in wake of the ship during day time. At night a stick with 

white cloth (or sheet of sorbent) around it may be lowered into the water alongside the 

ship to check for oil leakages. 

All ballast/bunker tanks to be sounded (ullage), 

All other compartments which may have contact with the sea should be sounded to ensure 

that they are intact. 

Soundings of ballast tanks/bunkers tanks are to be compared with last soundings to check 

for possible leaks. 

Sounding to be taken around the ship establish the ship´s position on the grounding area. 

When the ship is aground, due regards should be given to the indiscriminate opening of 

ullage plugs, sighting ports etc. as loss of buoyancy could be the result of such actions. 

Any list of the ship shall be noted and included in the report for assistance. 

3.2.1.3 Procedures to reduce or stop outflow of oil 

The Master should assess the possibility of damage to the environment and whatever 

action can be taken to reduce further damage from an oil release, such as: 

• Transfer of bunkers internally provided shipboard piping system is in an operational 

condition 

• If the damage is fairly limited and restricted, i.e. to one or two tanks, consideration 

should be given to transfer of bunkers internally from the damaged tank(s) to intact 

tanks, taking into account the impact on the ship´s overall stress and stability 

• Isolate damaged/penetrated bunker tank(s) hermetically to ensure that hydrostatic 

pressure in tanks remains intact during tidal changes 

• Evaluate possibility of pumping water into a damaged tank in order to form a water 

bottom stopping the out flow of oil 

• Evaluate the necessity of transferring bunkers to barges or other ships and request 

such assistance accordingly 

• Evaluate the possibility of additional release of oil. 




In case of large differences between the tide levels, the Master should try to isolate the 

damaged tank(s) to reduce additional loss of bunker oil. 

3.2.1.4 Refloating by own means 

The Master should also evaluate the question of refloating the vessel by own means. 

Before such an attempt is made, it must be determined: 

• whether the ship is damaged in such a way that it may sink, break up or capsize after 

getting off 

• whether the ship after getting off may have manoeuvring problems upon leaving the 

dangerous area by own means 

• whether machinery, rudder or propeller are damaged due to grounding or may be 

damaged by trying to get off ground by own means 

• whether the ship may be trimmed or lightened sufficiently to avoid damage to other 

tanks in order to reduce additional pollution from oil/bunker spillage 

• weather evaluation: whether there is time/reason to await improvements in weather 

or tide. 

3.2.1.5 Securing the ship 

If the risk of further damage to the ship is greater in an attempt to refloat the ship by own 

means, than in remaining aground until professional assistance has been obtained, the 

ship´s Master should try to secure the ship as much as possible by: 

• Trying to prevent the ship from moving from its present position 

• By dropping anchors (adequate water depth and anchor ground provided) 

• By taking ballast into empty tanks, if possible 

• Trying to reduce longitudinal strain on hull by transferring ballast or bunkers internally 

• Reducing fire risk by removing all sources of ignition. 

Inform in line with Section 2 all parties interested about the Grounding and the actions 

taken so far. 

3.2.2 Fire/explosion 

Should an explosion and a fire occur on board, sound the GENERAL ALARM immediately. 

Further actions should be initiated in accordance with the ship´s Muster List. In case of 

fire and explosion the following priorities exist: 

• Rescuing lives 

• Limiting the damage/danger to the ship and cargo 

• Preventing environmental pollution 

Steps to control the discharge of oil will depend largely on the damage to ship and cargo. 

Special information thereto is contained in subparagraphs 3.2.4, 3.2.5 and 3.2.6. 




Inform in line with Section 2 all parties interested about the Fire/Explosion and the actions 

taken so far. 

3.2.3 Collision 

Should the ship be involved in a collision with another ship, the Master should as soon as 

possible identify the extent of damage to his own vessel. 

When a collision occurs, the GENERAL ALARM should be sounded immediately for the 

personnel to muster at their designated Muster Stations. 

The following check list should assist the Master in assessing the situation: 

• Are any tanks penetrated above or below the waterline? 

• If ships are dead in the water and interlocked, what is most prudent, to stay 

interlocked or separate? 

• Is there any oil spill at present – small or large? Will a separation of the interlocked 

ships create a larger oil spill than if the ships stay interlocked? 

• If there is an oil spill, will the separation of the ships cause sparks that can ignite the 

spilled oil or other flammable substances leaked out from the ships? 

• Are the ships creating a greater danger to other traffic in the area? If they are 

interlocked than if separated? 

• Is there a danger to either ship of sinking after being separated? 

• If the ships are separated, how is the manoeuvrability of the own ship? 

If separation of the ships takes place, alter course to bring the own ship windward of any 

oil slick, if possible. 

Shut down all none essential air intakes. 

Isolate damaged/penetrated tank(s) by hermetically closing the tank(s), if possible. 

When it is possible to manoeuvre, the Master, in conjunction with the appropriate shore 

authorities, should consider moving his ship to a more suitable location in order to facilitate 

emergency repair work or lightening operations, or to reduce the threat posed to any 

sensitive shoreline areas. 

Inform in line with Section 2 all parties interested about the collision and the actions taken 

so far. 

3.2.4 Hull failure 

Should the ship lose one or more shell platings, develop major cracks, or suffer severe 

damage to the hull, the Master should immediately sound the GENERAL ALARM to call 

the crew members to their Muster Stations, and inform them of the situation, and prepare 

lifeboats for launching if necessary. 

The Master should then assess the situation, and confer with his senior officers. 

The Master should obtain the latest weather forecast, and asses its impact on the present 

situation. 




Furthermore, the following questions should be considered and should be asked: 

• Is the ship in any immediate danger of sinking or capsizing? 

If YES: 

• Send distress message 

• Immediately abandon the ship 

If NO, initiate damage control measures as found necessary by considering the following 

points: 

• Can the vessel manoeuvre on its own? 

• Has the ship lost buoyancy? 

• If the ship has a list due to loss of ballast, cargo/bunker or buoyancy, is it necessary 

and possible to rearrange the bunker or ballast by internal transfer operation in order 

to bring the ship to an even keel? 

• Is it necessary to dump cargo in order to maintain stability without changing the 

stress situation? 

• Can this operation wait till another ship/barge can receive that cargo? 

• Is there any abnormal change in the ship´s stability and stress situation? 

• Can the change in the ship´s stability and stress situation be monitored and 

calculated on board? If not, the Master should seek assistance according to 

subparagraph 3.6. 

• Does the ship need assistance or escort to nearest port of refuge or repair port? 

• Might it be prudent to salve part of the crew members in case the situation should 

worsen, or is it necessary to abandon the ship totally? 

Inform in line with Section 2 all parties interested about the Hull Failure and the actions 

taken so far. 

3.2.5 Excessive list 

Should the ship for some reasons suddenly start to list excessively during 

discharging/loading operations, or bunkering, all ongoing operations should be stopped 

immediately until the cause has been determined. 

The Officer on Duty should inform the Master and/or Chief Officer without delay. 

The Master should try to determine the reason for the excessive list, and take steps to 

rectify the situation and to stabilize the ship´s condition: 

• Check reason(s) for list 

• Soundings/ullage to be taken in all tanks 

• Bunker/ballast pumps to be made ready 

• Consider measures to minimize list in transferring liquid from one compartment to 

another 

• Ensure water tightness of empty spaces 

• Close all openings 




• Secure vent pipes to avoid ingress of water 

• If bunkering: Change to corrective tanks for rectifying the situation 

• If ballasting/de-ballasting: Change to corrective tanks to rectify the situation 

• If there is reason to believe that the list may cause an oil spill, notify as per Section 2 

• If the ship´s crew is in jeopardy, prepare lifeboats for launching, and notify as per 

Section 2 

If the situation is brought under control, inform all parties interested. 

3.2.6 Ship submerged/foundered/wrecked 

If the ship is wrecked to the extent that it or parts of it are submerged take all measures to 

evacuate all persons on board. Avoid contact with any spilled oil. Alert other ships and/or 

the nearest coastal state for assistance in rescuing lives and the ship as far as possible. 

3.2.7 Hazardous vapour release 

In case of any vapour release out of the containment system precautions have to taken to 

protect the persons onboard against contamination. The ship should be brought with the 

accommodation upwind to the spill area as far as possible. The crew should be evacuated 

from any area of risk. All possible sources of ignition should be eliminated and nonessential 

air intakes shut down to prevent intake of vapour into accommodation and 

engine spaces. 

If unavoidable work has to be carried out within risk areas, the involved persons have to 

wear protective closing and breathing apparatus. 

3.3 Priority actions 

Top priority shall in all cases of casualty be put on the safety of the persons onboard and 

to take actions to prevent escalation of the incident. 

Immediate consideration should be given to protective measures against fire, explosions 

and personnel exposure to toxic vapour. 

Detailed information about the damage sustained to the ship and its containment system 

has to be obtained. On the basis of the information the Master can decide next actions for 

the protection of lives, the ship, the cargo and the environment. 

The Master should take into account the following when he is determining whether salvage 

assistance will be needed or not: 

• Nearest land or hazard to navigation 

• Vessel's set and drift 

• Estimated time of casualty repair 

• Determination of nearest capable assistance and its response time. 

In case of necessary movement of cargo within the ship careful consideration is to be 

given to hull strength and stability. 




Plans/tables about the location and specification of the current cargo as well as bunkers 

and ballast have to be readily available. 

3.4 Mitigating activities 

If safety of both the ship and the personnel has been adressed the Master shall care for 

following issues: 

• Assessment of the situation and monitoring of all activities as documented evidence 

• Care for further protection of the personnel, use of protection gear, assessment of 

further risk for health and safety 

• Containment of the spilled material by absorption and safe disposal within leak proof 

containers of all used material onboard until proper delivery ashore, with due 

consideration to possible fire risk. 

• Decontamination of personnel after finishing the cleanup process 

3.5 Transfer of bunker/lightening 

If the ship has sustained extensive structural damage, it may be necessary to transfer all 

or part of the cargo/bunker to another ship; however, this section refers to bunker transfer 

procedures only. 

In Ship-to-Ship-transfer operations involving a specialized service ship, the Master of that 

ship will normally be in overall charge. 

In the case of non-specialized ships the Master or other person in overall charge of the 

operation should be mutually agreed and clearly established by the Masters concerned 

prior to the start of operations. 

The actual bunker transfer should be carried out in accordance with the requirements of 

the receiving ship. 

In all cases each Master remains responsible for the safety of his own ship, its crew, 

cargo/bunker and equipment and should not permit their safety to be jeopardized by the 

action of the other Master, his owner, regulatory officials or others. 

The Ship-to-Ship-transfer operations should be coordinated with the appropriate 

responsible local Authority. 

When selecting the area of operation the Master(s) should consider the following points: 

• The need to notify and obtain the agreement of any responsible authority 

• The destinations of the ships concerned 

• The shelter provided, particularly from sea and swell 

• The sea area and depth of water, which should be sufficient for manoeuvring during 

mooring, unmooring and transfer operations and allow a safe anchorage if operations 

have to be undertaken at anchor 




• The traffic density 

• The weather conditions and the weather forecasts 

Further, before commencing Ship-to-Ship transfer operations each ship should carry out, 

as far as possible, appropriate preparations like 

• Pre-mooring preparations of the ships 

• Positioning of fenders if such equipment is available on board 

• Mooring equipment arrangements 

• Checking the communication channels between the two ships 

In additions to the general principles of Ship-to-Ship operations as aforementioned the 

Master should take note of supplemented instructions issued by the company. 

Those supplemented information is located in: 

Navigation Bridge 

3.6 Damage stability and hull stress calculation 

• MV BLUEFIN Shipboard Oil Pollution Emergency Plan and General tank 

arrangements and pumping arrangements including Standard operating procedures 

are located starboard side bridge under the book shelf. 

• 1 copy of SOPEP to be held each of the 2 DPAs. 

• MV BLUEFIN Stability book is located on the Book shelf above. 

• Oil response kit is located Starboard side crew deck in the wheelie bin labelled Oil 

Spill Response Kit. 




3.7 General responsibilities of the master and designated officers/crew 

members 

3.7.1 General responsibilities 

CHIEF OFFICER CHIEF ENGINEER 

2nd OFFICER 2nd ENGINEER 

Ratings 

ALL OFF-DUTY 

PERSONELL 

(AS NEEDED) 

MASTER 

The following crew members are in charge in the event of an oil spill – actual or probable – 

to bring the accident under control, limit outflows, organize onboard clean-up procedures 

and determine the additional manpower needed. Arrangements shall be made that in 

case of sudden unavailability of superior ranks other available ranks are prepared to take 

over. 




Ranking Duties 

Master Overall in charge of operation on board dealing with an oil spill; 

responsible for all steps to be taken especially for the two main 

categories – reporting and action. Keeps log off all events and 

progress of actions. 

Chief Officer In charge of deck operation; Should keep the Master informed 

and updated on the situation and the results from action taken to 

stop or minimize an oil outflow. 

Chief Engineer In charge of bunker operation: 

Should keep the Master informed and updated on the situation 

and the results from action taken to limit oil outflow. 

2nd Officer Tank overflow (bunkering) 

Alert and inform Chief Officer/Chief Engineer on situation; 

Mobilize off duty crew as necessary. 

2nd Engineer Assist Chief Engineer; Prepare for fire fighting; Ensure sufficient 

power and water to deck; Organize on board clean-up equipment. 

Duty Rating(s) If an oil leakage is detected alert immediately by all possible 

means; Inform Officers(s) on Duty immediately; Position sorbent 

material/clean-up material to prevent any escaped oil from 

reaching the railing; Commence clean-up by using, as far as 

available on board, the clean up equipment. 




SECTION S 4: NATIONAL AND LOCAL LOCAL COORDINATION 

Quick efficient co-ordination between the ship and Coastal States or other parties involved 

becomes vital in mitigating the effects of an oil pollution incident. 

As the the identities and roles of various national and local Authorities Authorities involved vary widely 

from state to state state and even from port port to port, the Master should take note of these these 

particularities, as far as possible. In In this context the Master should should call upon the owner’s 

representatives in the state/port of of question question to receive the the relevant information. 

information. 

Prior Prior to undertaking undertaking mitigation actions – especially in cases of an actual discharge of oil 

due to casualties in the territorial waters of a Coastal State – the Master should contact the 

Coastal State for authorisation of his action. 

The Master should coordinate all his activities with the Coastal State. 

The Master should call the Coastal State for allowance to use chemical agents for 

response to oil pollution on the sea. Without authorisation of the Authorities of the 

appropriate Coastal State no chemical agents should be used. 

Where no responsibility for discharge response by a Coastal State is noticed the Master 

should take all the necessary steps as deemed appropriate to minimize the escape of oil. 

With respect of the accident happened the Master should take measures as stated in 

Section 2 and Section 3 of this Plan. 

Appendices 

Appendix 1 Initial Notification 

Appendix 2 Coastal State Contacts (Focal Points) 

Appendix 3 Port Contacts 

Appendix 4 Ship Interest Contacts 

Appendix 5 Ship’s Plans and Drawings 

• Layout of General Arrangement Plan 

• Layout of Ballast and Bunker Tanks 

• Drawings of Fuel Oil Pipelines 

Appendix 6 National Contact List 




SECTION 5: NON-MANDATORY INFORMATION (VOLUNTARY 

PART) 

In addition to the mandatory provisions required by Reg. 37, Annex I, MARPOL 73/78 

which are mentioned in Sections 1 to 4 of this Plan, local requirements, insurance 

company or owner/operator policies etc. may dictate the provisions of additional guidance. 

Such additional information material, including diagrams and/or drawings, reference 

material etc., may be of help for the Master when responding to an oil pollution incident or 

an emergency situation as well as may be required by local Authorities in ports visited by 

the individual ship. 

• MV BLUEFIN Shipboard Oil Pollution Emergency Plan and General tank 

arrangements and pumping arrangements including Standard operating procedures 

are located starboard side bridge under the book shelf. 

• MV BLUEFIN Stability book is located on the Book shelf above the chart table. 

• Oil spill response kit is located Starboard side crew deck in the wheelie bin labelled 

Oil spill response kit 

• This Equipment is maintained by the Chief Engineer and is included in the MV 

BLUEFIN Monthly Maintenance Check List found in folder no 3 Monthly & Quarterly 

routine surveys located in the Chief Engineers cabin. 

• Inventory of the oil spill response kit is located in folder 11 forms in the Chief 

Engineers cabin. 

• Emergency response drill will be carried out 6 Yearly in conjunction with Damage 

Control Drills and recorded in the Safety Management Plan Appendix 4.10 record of 

crew training drills 




APPENDICES 

List of Contacts 

and 

Additional Information Material 




APPENDIX 1: INITIAL NOTIFICATION 

The following format provides an example as to how Initial Notification information shall be 

presented: 

A MV BLUEFIN, Call Sign VKBF, 

B 01 12 36 

C 40S 147E 

E 120 

F 186 

L Bound Melbourne to Bell Bay 

M 500 KHz, VHF 16, INMARSAT No: 450301590 & 450303369 

N As required 

P 650 TEU/NO IMDG CARGO/BUNKERS 580 IFO/75 MDO 

Q Collision with cargo ship. FO tank starboard breached, no fire and all 

essential shipboard systems operational 

R Quantity of fuel oil lost from breached tank about 10 tonnes; tank now 

empty 

Slick moving NE away from land 

S Weather fine, wind NNW, Force 3 , sea state slight to moderate, no swell 

T Owner Australian Maritime College Tasmania, Tel, 0408124157 

U Length 35 m, breadth 10m, tonnage 369, type Cargo ship 

X No personnel injuries sustained; no clean-up operations possible from 

ship; Shipsafe P and I Club advised; local correspondent is David Waldron 

Tel 0423776850. Proceeding to Bell Bay for survey/repairs. 




A (SHIPS NAME; CALL SIGN; FLAG) 

B(DATE AND TIME OF EVENT; UTC) 

SHIPBOARD OIL POLLUTION EMERGENCY PLAN 

SAMPLE FORMAT FOR INITIAL NOTIFICATION 

D D H H M M 

C (POSITION; LAT; LONG) OR D (BEARING; DISTANCE FROM LANDMARK) 

d d m m d d d N miles 

d d d m m 

E (COURSE) 

d d d kn kn 1/10 

L (INTENDED TRACK) 

M (RADIO STATION(S) GUARDED) 

N (DATE AND TIME OF NEXT REPORT; UTC) 

D D H H M M 

P (TYPE AND QUANTITY OF CARGO/BUNKERS ON BOARD) 

Q (BRIEF DETAILS OF DEFECTS/DEFICIENCIES/DAMAGE) 

R (BRIEF DETAILS OF POLLUTION; INCLUDING ESTIMATE OF QUANTITY LOST) 

N 



S 

E W


S (CONTACT DETAILS OF WEATHER AND SEA CONDITIONS) 

[ Direction 

Wind [ 

[ Speed [ Direction (m) 

(Beaufort) SWELL [ 

[ Height 

T (CONTACT DETAILS OF SHIP´S OWNER/OPERATOR/AGENT) 

U (SHIP SIZE AND TYPE) 

X ( ADDITIONAL INFORMATION) 

Footnote: The alphabetical reference letters in the above format are from „General 

principles for ship reporting systems and ship reporting requirements, 

including guidelines for reporting incidents involving dangerous goods, 

harmful substances and/or marine pollutants“ adopted by the International 

Maritime Organisation by Resolution A. 851 (20). The letters do not follow 

the complete alphabetical sequence as certain letters are used to designate 

information required for other standard reporting formats, e.g., those used to 

transmit route information. 




APPENDIX 2: COASTAL STATE CONTACTS (FOCAL POINTS) 

If the ship is at sea, reports are to be made to: 

Rescue Co-ordination Centre Australia (RCC Australia) 

Phone: 02 6230 6811 

Facsimile: 02 6230 6868 

Telex: 62349 

Free call: 1 800 641 792 

AFTN: YSARYCYX 




APPENDIX 3: PORT CONTACTS 

If the ship is with harbour, reports are to be made to the relevant port authority, 

Tasmanian Ports 

Bell Bay 

Ph 03 6382 0111 

VHF CH 12 

Hobart 

Ph 03 6251000 

VHF CH 12 

Devonport 

Ph 03 64214911 

VHF CH 12 

Victorian Ports 

Melbourne 

Ph 1300 857662 

VHF CH 12 

Geelong 

Ph 03 52470300 

VHF CH 12 

Port Welshpool 

(Corner Inlet and Port Albert) 

Ph 03 56881303 

Western Port (Hastings) 

Ph 03 59795500 




APPENDIX 4: SHIP INTEREST CONTACTS 

The following table provides an example as to how ship interest contact information could 

be presented: 

(a) Owner/operator contacts 

Name of 

institution/person to 

be contacted 

Address Means of contact Remarks 

David Waldron AMC (03) 63249330 (Newnham) AMC Risk 

0423 776850 (Mobile) 

John Lloyd AMC (03) 63249640 (Newnham) 

0408 124157 (Mobile) 

(b) Other ship interest contacts 

Name of 

institution/person to 

be contacted 

Adviser/DPA 

Director Ports & 

Shipping/DPA 

Address Means of contact Remarks 

David Waldron AMC (03) 63249330 (Newn 

ham) 

0423776850 (Mobile 

Local Agent Associated Via DPA,s 

P & I Club and 

correspondents 

Marine 

The Shipowners 

Mutual protection 

and Indemnity 

Association 

(Luxembourg) 

Via Local agent 

DPA 




APPENDIX 5: SHIP´S PLANS AND DRAWINGS 

The following plans are located starboard side Bridge in wall mounted canister labelled 

Shipboard Oil Pollution Emergency Response Plans 

1. General Arrangement Plan 

2. Tank Plan 

3. Fuel Oil Piping Diagram 




APPENDIX 6: NATIONAL CONTACT LIST 













Append 8.4 – SOPEP Page 39 of 42 







Revised: November 2010 2010





APPENDIX 9.0 

REGISTER OF SHIPBOARD LOGS RELATED DOCUMENTS 

CONTENTS PAGE 

Appendix 9.1 Log Book Index 

Appendix 9.2 Shipboard Certificates 




Deck Folder Index 

APPENDIX 9.1 

REGISTER OF SHIPBOARD LOGS – LOG BOOK INDEX 

1 Ship’s Log Book 

2 AMSA Official Log Book 

3 GMDSS Radio Log Book 

4 GMDSS Radio Battery Log Book 

5 Radio Log Book 

6 Garbage Record Book 

7 Vessel Movement Log 

8 Anchoring Position Log 

9 Deck Maintenance Log 

10 Crew and Passenger Induction Log 

Deck Maintenance Log Book 

1 Bridge Equipment 

2 Deck Maintenance 

3 Work Boat 

4 Monthly Maintenance Check List 

5 Shore Side Technical Support 

6 Dangerous Goods Register 

7 Fresh Water Test Reports 

Append 9.1 - Log Book Index.docx 1 



APPENDIX 9.2 

REGISTER OF SHIPBOARD LOGS – SHIPBOARD CERTIFICATES 

1 Navigation Act 1912 

2 Certificate of Survey for a Cargo Ship 

3 International Load Line Certificate 

4 Minimum Safe Manning Document 

5 Coastal Training Voyages 

6 International Convention on Load Lines, 1966 

7 International Oil Pollution Prevention Certificate 

8 Insurance 

Append 9.2 - Shipboard Certs.docx 1 of 11 
























Certificate of Currency

MV BLUEFIN QUALITY MANUAL - Australian Maritime College

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