AUSTRALIA

See guidelines on how to compile and submit information to us (page vi). 81

Australia

GENERAL: (See Plan)GEO-POLITICAL:Capital City: Canberra.Nationality: Australian.Population: 19,000,000.COMMUNICATIONS:International Direct Dial Code: 61.Number of Internal Airports: 265.Major Languages Spoken: English, Native languages.ECONOMY:Currency: 1 Australian Dollar (AUD) of 100 Cents.Exchange: (as of July 2002)

US$ 1.00 AUD 1.80AUD 1.00 US$ 0.56

Main Industries: Mining; industrial and transportation equipment; foodprocessing; chemicals; steel.ENVIRONMENT:Territorial Sea: 12 n.m.Other Maritime Claims: Contiguous Zone: 24 n.m.Continental Shelf: 200 n.m. or to the edge of the continental margin.Exclusive Economic Zone: 200 n.m.Coastline Extent: 25,760 km.Climate: Generally arid to semi-arid; temperate in south and east;tropical in north.Natural Resources: Bauxite; coal; iron ore; copper; tin; silver; uranium;nickel; tungsten; mineral sands; lead; zinc; diamonds; natural gas;petroleum.Average Temperatures:

Month High LowJanuary 28 C 13 CJune 11 C 1 CSeptember 17 C 3 C

SEARCH AND RESCUE (SAR):1. On 1st July 1997, a new Commonwealth civil search and rescueorganisation, AusSAR was established, which has assumedresponsibility for both aviation and maritime search and rescue. AusSARis a discrete business unit of the Australian Maritime Safety Authorityand is located in Canberra. When a ship or an aircraft is in distress inthe Australian SAR area, assistance may be given by ships in the vicinityand/or the following authorities:(a) Australian Maritime Safety Authority (AMSA) through AusSAR,

specifically the Rescue Co-ordination Centre Australia(RCC Australia), is responsible for SAR for all civil aircraft, and forthose ships and small craft beyond the capacity of local SARresources. RCC Australia is located in Canberra and co-ordinatesaircraft and surface vessels involved in SAR operations within theAustralian Search and Rescue Region (SRR). RCC Australia is alsothe Australian Nodal Mission Control Centre (AUNMCC) for theinternational COSPAS/SARSAT distress beacon detection system.RCC Australia which is manned continuously, may be contactedthrough any Australian Coastal Radio Station (CRS) or INMARSAT.

(b) Coastal Radio Stations (CRS) of TELSTRA keep watch on theInternational RTF and RTG distress frequencies. The INMARSATLand Earth Station (LES) at Perth provides communications throughboth the Indian Ocean Region (IOR) and Pacific Ocean Region(POR) satellites. Details of Australian CRS can be found in relevantAdmiralty List of Radio Signals and InternationalTelecommunications Union publications.

(c) Royal Australian Air Force (RAAF) is responsible for SAR operationsinvolving Australian and foreign military land-based aircraft; but, mayprovide assistance to other SAR authorities.

(d) Royal Australian Navy (RAN) is responsible for SAR in respect ofnaval ships and aircraft.

(e) State and Territory Police Forces are responsible for SAR operationsinvolving fishing vessels and pleasure craft within the limitations oftheir SAR resources.

2. Ships fitted with suitable radio equipment can make a significantcontribution to safety by guarding an appropriate international distressfrequency for as long as practicable, whether or not required to do soby regulations. Aircraft and merchant ships involved in SAR operationsshould maintain radio silence on 500 kHz from 15 18 minutes and from45 48 minutes past each hour, and on 2182 kHz from the hour to3 minutes and from 30 33 minutes past each hour.AUSREP:4A. THE AUSTRALIAN SHIP REPORTING SYSTEM (AUSREP):Please note: Not all items in AUSREP have been included.AUSREP/REEFREP New Arrangements:1. The addition of the REEFREP Ship Reporting System (SRS) intoship reporting arrangements for Australia has required some minorchanges to the AUSREP system. Masters should note that reports tothe REEFCENTRE will be passed to Rescue Co-ordination CentreAustralia (RCC Australia) and reports to RCC Australia will be passedto the REEFCENTRE. The exception to this rule is that Sail Plans (SP)should be sent by the ship direct to RCC Australia prior to departing aport within the REEFREP area. SPs sent from other ports in Australiamay be sent up to 2 hours after departure. Master should also note thatwhen intending to transit the REEFREP area that extra details such asIMO Number, draft, ship description details, cargo information, pilotagereporting requirements and route descriptions must be reported. Mastersshould also note:(a) The change to field N which now requires the date and time (UTC)

of next report, and(b) The addition of the new field Y for relaying reports to other ship

reporting systems such as AMVER or JASREP.For further information on REEFREP see Notice 22A and Torres Strait.

Purpose of the AUSREP System:2. AUSREP is an integral part of the Maritime Search and Rescue(SAR) system in Australia. AUSREP is operated by the AustralianMaritime Safety Authority through AusSAR, specifically RCC Australia.The objective of the AUSREP system is to contribute to safety of life atsea by:(a) Limiting the time between the loss of a ship and the initiation of

search and rescue action, in cases where no distress signal is sentout.

(b) Limiting the search area for a rescue action, and(c) Providing up-to-date information on shipping resources available in

the area, in the event of a search and rescue incident.Which Ships should report to AUSREP:3. The Commonwealth of Australia Navigation Act 1912 (Division 14Part IV) makes participation in AUSREP mandatory for certain ships.Under this Act, the following ships must report:(a) All Australian registered ships engaged in interstate or overseas

trade and commerce, while in the AUSREP area.(b) Ships not registered in Australia, but engaged in the coasting trade

between Australia and an external territory, or between externalterritories, while in the AUSREP area.

(c) Ships not registered in Australia, but demised under charter partiesto charterers whose residences or principal places of business arein Australia, while in the AUSREP area.

(d) Foreign ships, other than the above mentioned ships, from theirarrival at their first Australian port until their departure from their finalAustralian port. However, they are encouraged to participate fromtheir entry into and final departure from the AUSREP area.

(e) Australian fishing ships proceeding on overseas voyages, while inthe AUSREP area, but not including those ships operating fromQueensland ports, which may call at ports in Papua New Guineaas an incidental part of their fishing operations. A definition ofoverseas voyage is given in Section 6(1) of the NavigationAct 1912.

(f) Suitably equipped small craft on passage of 200 nautical miles ormore between different ports, see Notice 4B .

Offences:4. Regulations under the Navigation Act 1912 provides for penaltiesinvolving fines of up to $5,000 for infringements of reporting provisions.Operating Authority RCC Australia:5. The principal function of RCC Australia is the co-ordination of Searchand Rescue (SAR) activity within the Australian area of responsibility.RCC Australia is operated 24 hours a day by persons with considerablemaritime and aviation experience and qualifications.6. Communications is at the very heart of search and rescueco-ordination activities and RCC Australia is well equipped with systemsenabling access to communications worldwide, including:

(a) Telephone.(b) X.25 and X.400 data communications.(c) Telex.(d) Facsimile.(e) Aeronautical fixed telecommunications network (AFTN).(f) INMARSAT A/B/C/M/E.

7. Radio communications are provided by Telstra Mobile Satellite andRadio Services which operate the Coast Radio Station (CRS) networkin Australia. In addition to RCC Australias functions in the SAR role, itis also responsible for:(a) Co-ordination and promulgation of Maritime Safety Information (MSI)

in the form of NAVAREA X warnings, and Australian CoastalNavigation Warnings (AUSCOAST).

(b) Operation of the Australian component of the internationalCOSPAS-SARSAT satellite detection system. This system isequipped to receive and evaluate information transmitted byEmergency Position Indicating Radio Beacons (EPIRBs).

(c) Acting as AMSAs 24 hour point of contact for matters relating toAMSAs area of responsibility.

RCC Australia Contact Details:Telephone AusSAR Maritime: (02) 6230 6811.International: 61 2 6230 6811.Telephone AusSAR Aviation: (02) 6230 6899.International: 61 2 6230 6899.Freecall: 1800-641 792.Facsimile: (02) 6230 6868.International: 61 2 6230 6868.Telex: 62349*.International: 71 62349.Radio via any Australian Coast Radio Station.* Computer connected, do not expect manual response.

Concept of the AUSREP System:8. On departure from an Australian port or on entering the AUSREParea from overseas:(a) Masters are to send a Sailing Plan (SP) to RCC Australia.(b) A computerised plot will be maintained of the ships position.(c) Masters are to send a Position Report (PR) each day at a suitable

time, the maximum time between any 2 reports is not to exceed24 hours. Dates and times contained in AUSREP reports are to bein Universal Coordinated Time (UTC).

(d) A Final Report (FR) is to be sent on arrival at the destination or ondeparture from the AUSREP area.

Should a ship at any time be in a position more than 2 hours steamingfrom the position that would have been predicted from the last SP orPR, then a Deviation Report (DR) must be sent. Failure to send anAUSREP DR may result in a search being concentrated in the wrongarea and the possibility that survivors from a stricken ship may not befound. Masters should also refer to Section 1.16 (Overdue AUSREPreports).Types of AUSREP Reports:9. Main Report Types:

(a) SP Sail Plan(b) PR Position Report

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82 We welcome all advice, updates and additions to this information.

(c) DR Deviation Report(d) FR Final Report

10. Special Report Types:(a) DG Dangerous Goods Report(b) HS Harmful Substances Report(c) MP Marine Pollutants Report

Special Reports Defects, Damage, Deficiencies or otherLimitations:11. Masters should advise RCC Australia, or the REEF CENTRE (if inthe REEFREP SRS area) when:(a) Damage to the ship or its equipment will affect its operation and or

seaworthiness; or when(b) Damage to the ship or its equipment means that a loss of cargo or

pollution from ship is about to or likely to happen.(Examples of such incidents include but are not limited to the following:Failure or breakdown of steering gear, propulsion plant, electricalgenerating system, essential shipboard navigational aids, collision,grounding, fire, explosion, structural failure, flooding, cargo shifting.)When making reports about the likelyhood of a discharge, Mastersshould take into account the sea and wind state and also traffic densityin the area at the time and place of the incident.How to send AUSREP Reports:12.(a) In an Australian Port:

It is advisable to communicate all reports direct from the ship toRCC Australia to avoid delays associated with intermediateagencies. A reverse charge telephone call, a facsimile or telexmessage may be used when making an AUSREP report.

(b) Via Coast Radio Stations (CRS):Reports must be addressed to RCC AUSTRALIA and may be sentfree of charge through any Australian CRS operated by TelstraMobile Satellite and Radio Services. Schedules and frequencies arelisted in Admiralty List of Radio Signals, Vo. 1 Part 2. All reports sentby voice should include the mandatory format fields including theidentifying letter.

(c) Via INMARSAT:Reports must be addressed to RCC AUSTRALIA and sent via thePacific or Indian Ocean Region satellites to Perth Land Earth Station(Perth LES). These procedures apply only to AUSREP messages.Calls Free of Charge:INMARSAT C fitted Ship Earth Stations (SES). Ships will not becharged for messages sent via INMARSAT C if these proceduresare followed: Select Special Access Code (SAC) 43 through PerthLES only; Pacific Ocean (222) or Indian Ocean (322) (Note: If sentthrough a different LES the SAC message may be misdirected); HFthrough Australian CRS.Charged Calls:INMARSAT A, B or M fitted Ship Earth Stations (SES). Ships willbe charged for messages sent via INMARSAT A/B or M to RCCAustralia. Select 02 (for Perth) then telex 7162349.* Ensure ships antennae is directed at appropriate Indian or PacificOcean satellite. While reporting to AUSREP, you should ensure thatyour INMARSAT equipment remains active in the LOGIN modeat all times.

(d) Via REEFCENTRE:Ships transitting through the REEFREP area should send a PR viaREEFCENTRE on the appropriate VHF channel (See Notice 22Aregarding mandatory reporting system). Exceptions to this rule are:

(i) Send SP direct to RCC Australia prior to departure, or(ii) Send PR direct to RCC Australia if the VHF channel is

unavailable.Non-Reporting to AUSREP (NOREP):13. If the Master of a foreign ship departing on an overseas voyagefrom an Australian port does not intend sending AUSREP positionreports, he must send a SP to RCC Australia and include the wordNOREP in place of the Date/Time of next report in format field N.Amplifying remarks may be included in field X if required.14. Under this option, RCC Australia will not undertake any positivechecks regarding the ships safety. A NOREP ship must comply withthe mandatory requirement to report to REEFREP when the ship entersthe REEFREP area.AUSREP Sail Plan (SP):15. When to send an AUSREP SP:You may send your AUSREP SP up to 24 hours prior to joining thesystem; but:(a) At ports within the REEFREP area, the SP must be sent prior to

departure; and at other Australian ports, the SP may be sent up to2 hours after departure.

(b) When joining AUSREP at the ocean boundary, the SP may be sent24 hours prior to entering the area or up to 2 hours after crossingthe boundary.

The SP contains information necessary to initiate a plot and gives anoutline of the intended passage. If you do not sail within 2 hours of thetime stated in the SP, then you must cancel the SP and send a new SPwithin 2 hours of the revised sailing time.16. Format Fields for your AUSREP SP:Mandatory fields: A, F, H, K, L, M, N, V

For ships transiting the REEFREP SRS area alsoinclude E, F, J, L, O, P, U).

Additional fields: G, I, Q, R, X (include if appropriate).AUSREP Position Report (PR):17. When to send an AUSREP PR:Send your PR at the Date/Time of next report as nominated by you informat field N of your sail plan.18. Format fields for your AUSREP PR:Manatory fields: A, B, C, E, F, NAdditional fields: X (if appropriate).

How the Information is Used:19. The information contained in the PR will be used by RCC Australiato update the plot. The PR must reflect the position of the ship at thetime of the report. Masters should always ensure that the Date/Time ofnext report is appropriate for ships time and location on the followingday. Speed must be the anticipated speed until the next report time.Advice on how to describe the course is contained in Appendix B.Notes:(a) Masters must make sure that their PRs are sent at the time they

nominated.(b) The ETA at the Australian destination, or AUSREP area boundary,

must be confirmed in the last PR of a voyage. It should also beamended in any report whenever the Master is aware of a revisedETA. Interval between reports must not exceed 24 hours.

AUSREP Deviation Report (DR):20. When to send an AUSREP DR:You must send a DR when you realise that your ship is more than 2 hourssteaming from the position that would be predicted from your last SP orPR. A DR can also be sent when any other voyage details are altered(See additional fields).21. Mandatory Format Fields for your AUSREP DR:Mandatory fields: A, B, C, NAdditional fields: E, F, I, J, K, L, M, P, Q, R, X (Include if appropriate).Why RCC Australia needs to know where you are:22. If your ship is in distress and if you have not been able to send aMayday message, the AUSREP positive checking system operated byRCC Australia may result in an air search to locate your ship. The searchaircraft will start looking in the area related to your ships predicted routeand speed. If you have failed to report a deviation from your plannedroute and speed, the search aircraft may not be able to find any survivors.It is in your best interest to keep RCC Australia up-to-date on all yourvoyage details. Send a DR if you are more than 2 hours from a positionwhich would be predicted from your last report.AUSREP Final Report (FR):23. When to send an AUSREP FR:(a) For ships enroute overseas and departing the AUSREP area, send

your AUSREP FR at the AUSREP boundary.(b) Ships ending a voyage at an Australian port within the REEFREP

SRS area must report their FR at the last REEFREP reporting point.(c) For ships ending a voyage at any other Australian ports, send your

AUSREP FR when your ship is within 2 hours steaming of the portor pilot station (See Note below).

Note: When the ship approaches the Australian destination and arrivesat a position where VHF contact is made with the local harbour authorityor pilot station, which under normal conditions is within 2 hours steamingof the pilotage, an FR is to be sent to RCC Australia. Under nocircumstances should an FR be sent more than 2 hours before arrival.Alternatively, if the arrival is outside radio watchkeeping hours, the FRmay be telephoned to RCC Australia immediately after berthing, but nolater than 2 hours after arrival. If it is known that the ship is to anchoror berth where telephone facilities are not available, then the FR shouldbe passed through the appropriate CRS or via INMARSAT C.Format Fields for your AUSREP FR:24. Mandatory fields: A, K, X.Overdue AUSREP Reports:25. Why you must send your PR and FR:As AUSREP is a positive reporting system; if a PR or FR is not receivedby RCC Australia within 2 hours of the expected time, action is taken toascertain the ships whereabouts and confirm the safety of its crew.Masters should note that in some parts of the AUSREP area the abilityto conduct an air search may be restricted by aircraft range limitations.What if you cannot send your Report26. If for any reason, a Master is unable to pass his PR or FR heshould attempt to pass a message through another ship, or harbour orother shore authority as appropriate. Methods to do this would includeVHF, signalling lamp, or use of an emergency transmitter. Masters arerequested to ensure that these procedures are followed.Action taken by RCC Australia:27. The following is an outline of the action that will be taken by RCCAustralia if your report is not received as expected. Circumstances maydictate more rapid action.(a) During the first 2 hours, RCC Australia will carry out internal checks

to establish if you ships report has been received or not.(b) Overdue ships will be listed on traffic lists to alert Masters to send

the overdue report.(c) At 6 hours overdue, a broadcast of the ships call sign with

JJJ/REPORT IMMEDIATE will precede traffic lists indicatingconcern due to non-receipt of PR or FR. An all station (CQ)broadcast may also be issued.

(d) If the ship is INMARSAT equipped, attempts will be made to contactthe ship directly.

(e) Extensive communication checks with Australian and overseas radiostations, owners, agents and other ships are carried out to trace thelast sighting or contact with the ship.

(f) At 21 hours overdue, the JJJ/REPORT IMMEDIATE broadcast maybe upgraded to the Urgency Signal XXX/PAN indicator. Searchplanning will be in progress and details included in NAVAREA X andfacsimile weather broadcasts via AXM and AXI. By the time thereport is 24 hours overdue, positive SAR action will have beenstarted to locate the ship. This action may include the launching ofsearch aircraft where possible.

Note: The resources available for an air search decrease with distancefrom an Australian base. Search aircraft may also not be launched if itis known that the ship is equipped with a 406 MHz float free EPIRB.Reports to AMVER:28. Whilst participating in AUSREP (see Note below), Masters mayalso wish their reports to be forwarded for inclusion in the AMVER systemoperated by the United States Coast Guard. You should indicate this ineach report in format field X (remarks). This may be particularlyimportant to you when you send your FR at the AUSREP boundary. You

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must ensure that the letters in the work AMVER are not separated byspaces as this may disrupt the computer processing.Note: RCC Australia will only forward AMVER reports to the US CoastGuard while your ship is in the AUSREP area and while you are reportingto the AUSREP system.

Reports to other Reporting Systems:29. Reports from ships to other reporting systems(JASREP/SINGREP, etc.) are not normally forwarded by RCC Australia.Ships are requested to pass these reports direct.

Further Information or Advice on AUSREP/REEFREP Procedures:30. Further information or advice on AUSREP/REEFREP proceduresand copies of these instructions are available free of charge from:

AusSAR RCC Australia:Telephone AusSAR AUSREP: (02) 6230 6880.International: 61 2 6230 6880.Telephone AusSAR Maritime: (02) 6230 6811.International: 61 2 6230 6811.Facsimile: (02) 6230 6868.International: 61 2 6230 6868.Postal address: P.O.Box 2181, Canberra, ACT 2601, Australia.

Queensland Department of Transport (Maritime Division):Telephone: (07) 3224 2832.International: 61 7 3224 2832.Facsimile: (07) 3221 7179.International: 61 7 3221 7179.Postal address: G.P.O. Box 2595, Brisbane, QLD 4001.AMSA Offices in major ports. Regional Harbour Master Offices in

Queensland Ports. Official Chart Agents.

IMO Message Format Field for AUSREP and REEFREP Reports:31. The message format fields listed below comply with IMO ResolutionA648 (16) of 19th October 1989 , and are described in a manner suitablefor them to be used by both AUSREP and REEFREP ship reportingsystems.A (1) Ship name; (2) Call sign; and (3) IMO number.B Date/Time of event (UTC).C Position (latitude and longitude in degrees and minutes) or when

within a 2 nautical miles radius of a REEFREP reporting point,the name of that reporting point.

D (Not to be used in AUSREP or REEFREP messages).E Course, or if in the REEFREP area, the name of the next

reporting point, including any alternative route if applicable.F Speed (ships anticipated average speed until next report in

knots and tenths of knots). If in the REEFREP area, the ETAat the next reporting point may be nominated instead of speed.

G Name of last non-Australian port of call.H Date/Time (UTC) and point of joining the AUSREP system. The

point of joining must be either the Australian Port the ship isdeparting from, or if joining from overseas, the latitude/longitudeof crossing the AUSREP boundary.

I Next non-Australian port of destination and estimated time ofarrival at that port.

J Coastal pilotage details: (1) Yes/No; (2) Last name of Pilot; and(3) Licence number of Pilot.

K Date/Time (UTC) and point of exit from the AUSREP system(point of exit is either the latitude/longitude of crossing theAUSREP boundary or the Australian port to which the ship isbound).

L (1) Name of the final reporting point for REEFREP SRS area;or (2) Route information for AUSREP if both are provided, putthe REEFREP information first and separate from AUSREPinformation with a slash (/).

M Radiocommunications arrangements (details such as CoastRadio Stations monitored, INMARSAT A, INMARSAT C mobilenumbers and the MMSI/DSC number if equipped).

N Date/Time of next report (UTC).O Draft (fore and aft in metres and tenths of metres).P* Cargo information may be passed by non-voice means if

required. (1) Normal name of the cargo; and (2) indicate Yesor No if cargo is classified as hazardous.

Q* Defects or other limitations such as damage, failure orbreakdown affecting the safety of the ship.

R* Brief details of type of pollution lost overboard (oil, chemicals,etc.) and also report if any pollution sighted.

S Weather conditions in area.T Ships agents.U (1) Ship type; (2) ship length (metres); and (3) gross tonnage.V Medical personnel carried.W Number of persons on board.X Remarks.Y Request to relay a report to another system, eg. AMVER,

JASREP, MAREP.

4B. Small Craft Participation in the Australian Ship ReportingSystem (AUSREP):1. Following the success of AUSREP for commercial ships and notingthe systems significant contribution to safety of life at sea, the systemhas been further developed for small craft.2. These instructions generally follow the same principals as those forcommercial ships as described in Notice to Mariners No. 4A.

Eligibility:3. AUSREP is available to all pleasure craft and fishing vessels whichmeet each of the following criteria:(a) Proceeding on a passage of over 200 miles between different ports.(b) Having the necessary Australian Communication Authorityapproved

equipment to allow the vessel to maintain contact with a CoastalRadio Station (CRS) operated by TELSTRA for the duration of thevoyage.

(c) Carry an Australian Communication Authority approved satellitecompatible Emergency Position Indication Radio Beacon (EPIRB),together with safety equipment required under state/territoryregulations.

(d) Have lodged with the Rescue Coordination Centre (RCC Australia)a current Small Craft Particulars Form, see Notice to MarinersNo. 4C.

Operating Authority:4. AusSAR through RCC Australia:

RCC Australia contact details:Telephone AusSAR Maritime: (02) 6230 6811.International: 61 2 6230 6811.Telephone AusSAR Aviation: (02) 6230 6899.International: 61 2 6230 6899.Freecall: 1800 641 792.Facsimile: (02) 6230 6868.International: 61 2 6230 6868.Telex: 62349*.International: 71 62349.Radio via any Australian Coast Radio Station.* Computer connected, do not expect manual response.

Identification of Small Craft Report:5. Thevessels name, a call sign (component A) must be preceded bythe words SMALLCRAFT AUSREP.A. Small Craft AUSREP SP Bluebottle VL9191.(Remainder of report).Note: See Notice to Mariners No. 4A, para 8 , for remainder of thecomponents.Action taken when a Report becomes overdue:6. The success of any ship reporting system depends upon theparticipants observing the rules. If an expected report is not receivedwithin 6 hours after their nominated report time, then an overdue reportsituation is deemed to exist by RCC Australia. The actions taken in thesecircumstances will depend on the assessment made by SAR authorities,but may include:(a) Communications check with relevant TESTRA CRS, Limited Coast

Radio Stations and shipping in the area.(b) Port checks (checks of ports, anchorages and shelters).(c) Requests for sighting reports from aircraft and other vessels.7. If these checks are completed, a vessel remains overdue, a furtherassessment will be made by the Duty Senior Coordinator at RCCAustralia as to the appropriate course of action to confirm the vesselssafety. More rapid action to confirm the vessels safety. More rapid actionmay be initiated if warranted by the circumstances.4C. Sea Safety Report for Small Craft:1. By completing an Australian Maritime Safety Authority Small CraftParticulars Form, operators of small craft proceeding offshore will beable to register details of their vessel. Registation is a prerequisite forparticipation in AUSREP (see Notice to Mariners No. 4A, paras 3fand 8).2. Operators are encouraged to lodge relevant details on theappropriate freepost Small Craft Particulars Form so that particulars arereadily available at the Rescue Coordination Centre (RCC) in Canberra.Should it become necessary, this information would be used for searchplanning during which time is critical.3. Voluntary registrations lapse after a period of 3 years and may berenewed at any time by lodging an updated or amended form. A newform should always be lodged if any significant alteration is made of thecrafts appearance, eg. a different colour scheme, or if any changes aremade to the safety and survivial equipment carried.4. Report forms should not be used as sail plans for individual voyages.Sail Plans for individual voyages should always be lodged separatelywith local contacts or through participation in AUSREP. Forms areavailable through agents for Australian Charts and HydrographicPublications, many marine authorities, boating and yacht clubs andPolice Stations in coastal areas.4D. The AMVER Organisation:(Automated Mutual Assistance Vessel Rescue System)1. As an aid to SAR efforts in offshore areas of the world, vessels ofall nations are encouraged to send movement reports to the UnitedStates Coast Guard ship reporting system (AMVER). Appropriatepositional information is made available to recognised SAR agencies ofany nation for the assistance of persons in distress.2. In the Australian SAR Area, AMVER does not supersede theAUSREP system; but, AMVER messages may be accepted as paidmessages from vessels in this area if passed through an Australian CRS.Other AMVER communication stations and message formats aredescribed in ALRS Vol. 1.3. Further information may be obtained direct from:

Amver Maritime Relations, Commandant (G-OPR)2100 2nd St SWWashington DC 20593, USA.Telephone: 212 6887764.Facsimile: 212 6687684.

Please note: Not all items in AUSREP have been included.NAVIGATION ACT: Amendments to the Navigation Act 1912:

This Notice is to advise Shipowners, Ship Operators, Masters andcrews of vessels of amendments to the Navigation Act 1912 (the Act)which came into force on 27th July 1995. The Act has been amendedto specify objective limits for blood alcohol levels for seafarers on allvessels within Australian territorial seas and all Australian vesselsworldwide. The specified limit of blood alcohol content is, in the case ofa Master or seaman while on duty, 0.04 grams of alcohol per

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100 millilitres of blood, and in the case of a Master or seaman on boardthe ship, but not on duty, 0.08 grams of alcohol per 100 millilitres ofblood.

The legislative framework in which the maritime industry operates isnow reflecting broad community concerns on matters of health and safetyas they are affected by the use of alcohol and other drugs. Followingthe introduction of the Occupational Health and Safety (MaritimeIndustry) Act 1993, which reiterates and formalises the duty of care ofEmployers and the personal responsibility of all crew members not tocreate risks or add to existing risks, the Australian Maritime SafetyAuthority (AMSA) has acknowledged the need to amend existingprovisions in the Act and Marine Orders to adopt community standardsin relation to the use of alcohol and other drugs by all persons servingon board ships.

Provisions have been made in the Act to allow for physical examinationby a medical practitioner or the taking of breath, urine or blood samplesin the event of an authorised person having reasonable cause to believethat the capacity of a Master or seaman to undertake the duties of hisor her position is impaired because of alcohol or other drugs. It is alsoan offence for a Master or a seaman to refuse to provide a sample ofbreath for analysis or refuse to undergo a medical examination and tosubmit to tests.

Where the impairment of a Master or a seaman due to the influenceof drugs is based on the taking of prescription drugs authorised by amedical practitioner, it is an offence to be so impaired unless prior tocoming on duty the person who is impaired declared the circumstancesrelating to the prescription drugs to the person in charge of the ship.Such a declaration must be treated as being confidential and may notbe disclosed to a third person except for the purpose of seeking adviceregarding any affect on the persons ability to carry out their duties.

Regulations under the Act are presently being drafted for approval ofinstruments designed and constructed to ascertain the concentration ofalcohol present in a sample of a persons breath, operators and analyststo carry out breath analysis and prescribed procedures to be undertakenby an approved operator in obtaining a sample of a persons breath.

Penalties for offences in relation to the provisions in the Act relatingto blood alcohol levels are severe and include terms of imprisonment ofup to 12 months.

AMSA will be closely monitoring the application of the provisions ofthe Act and will assist Ship Owners, Operators, Masters and crewmembers with the practical application of these new requirements. ForAustralian vessels, AMSA is working with Employers and Unions inplanning an educational program for all Australian seafarers. The Codeof Conduct for the Australian Merchant Navy has been updated to takeaccount of the objective blood alcohol limits.

All seafarers should be aware that some Australian State legislationspecifies more prescriptive limits in relation to blood alcohol levels forseafarers than the limits specified in the Act and that ships personnelmay be subject to State legislation when in port or at anchor within Statewaters.Amendments to the Navigation Act 1912 covering Performance ofDuties relating to Blood Alcohol/Drug Content:DIVISION 13 REPORT OF ACCIDENTS AND OF DANGERS TONAVIGATION.Accidents etc. to be Reported:268. (1) Where a ship to which Part II applies, or where, withinAustralia or during a voyage to a port in Australia, a ship to which Part IIdoes not apply:

(a) Has sustained or caused an accident occasioning loss of life orserious injury to a preson;

(b) Has sustained an accident or has otherwise received damage,or a defect in the ship or its boilers, machinery or equipment hasbeen discovered, and the accident, damage or defect hasaffected, or is likely to affect:(i) The seaworthiness or safety of the ship;(ii) The efficient operation or the safety of the boilers,

machinery or fixed equipment of the ship; or(iii) The efficiency or completeness of the life-saving appliances

or other safety equipment of the ship.(c) Has been in a position of great peril, either from the action of

some other ship or from danger of wreck or collision;(d) Has been stranded or wrecked; or(e) Has fouled or done any damage to a pipeline or submarine cable

or to a lighthouse, lightship, beacon, buoy or other marine mark,not being a lighthouse, lightship, beacon, buoy or marine markto which Section 19B of the Lighthouses Act 1911-1957 applies;or where a ship, having left a port in Australia, has put back tothat port or another port in Australia, the Master of the ship shall,as soon as practicable, having regard to the means ofcommunication available to him or her, report the happening tosuch person as is prescribed and shall, if so requested by or onbehalf of that person, furnish a report in writing to that person inthe prescribed form. Penalty: $2,000.

(2) In this section:Fixed Equipment means equipment included in a class of equipment

specified in the regulations as fixed equipment for the purposes of thissection.

Safety Equipment means equipment included in a class ofequipment specified in the regulations as safety equipment for thepurposes of this section.Impairment of Persons Capacity to carry out Duties as Master orSeaman:386A. (1) If a Master or seaman is, while on board a ship, under theinfluence of alcohol or any other drug (whether medicinal or otherwise)to such an extent that the persons capacity to carry out the personsduties as Master or seaman is impaired, the person is guilty of an offence.Penalty: Imprisonment for 12 months.

(2) If:(a) A Master or seaman is, while on board a ship, under the influence

of alcohol or any other drug (whether medicinal or otherwise) tosuch an extent that the persons capacity to carry out the personsduties as Master or seaman is impaired; and

(b) The impairment causes or contributes to:(i) The loss of destruction of, or damage to, the ship, its cargo

or equipment; or(ii) The loss or destruction of, or damage to, another ship, its

cargo or equipment; or(iii) Death or injury to another person; the person is guilty of an

offence. Penalty: Imprisonment for 2 years.Unacceptable Blood Alcohol Content:386B. (1) If a Master or seaman has, while on board a ship, a bloodalcohol content that equals or exceeds the specified limit, that personis guilty of an offence against this section. Penalty: Imprisonment for6 months.(2) The specified limit of blood alcohol content is:

(a) In the case of a Master or of a seaman while on duty 0.04 gramsof alcohol per 100 millilitres of blood; or

(b) In the case of a Master or seaman, on board the ship but noton duty, 0.08 grams of alcohol per 100 millilitres of blood.

(3) The blood alcohol content of a persons blood may be determined:(a) By a test of the persons breath by an approved operator using

a breath analysis device in a manner prescribed; or(b) By an examination of the persons blood or urine by an approved

laboratory.Master or Seaman may be required to undergo Examination or to provideSamples:386C. (1) If an authorised person has reasonable cause to believe:

(a) That the capacity of a Master or seaman to undertake the dutiesof his or her position is impaired because of alcohol or otherdrugs; or

(b) That the blood alcohol content of the blood of a Master or seamanexceeds the specified limit; the Authorised Person may, by noticein writing given to the Master or seaman, require the Master orseaman to do all or any of the following:

(c) To undergo a physical examination by a Medical Practitioner;(d) To provide a breath sample to, or to permit the taking of such a

sample by, an Approved Operator of a breath analysisinstrument;

(e) To provide a sample of urine to, or to permit the taking of asample of blood or urine by, a Medical Practitioner.

(2) A notice under Subsection (1) must set out:(a) The time at which the requirement was made; and(b) The name of the person who made the requirement; and(c) The place at which, and time within which, the Master or seaman

to whom the notice is given must present himself or herself forthe purpose of undergoing the examination, or for providing orpermitting the taking of the sample, to which the notice relates.

Refusal to provide Sample of Breath for Analysis:386D. A person who has, in accordance with the requirement of thisAct, been required to provide a sample of breath for analysis is guiltyof an offence if:

(a) He or she refuses to provide a smaple of breath for analysis; or(b) He or she refuses to provide a sample of breath in accordance

with the reasonable directions of the operator of a breath analysismachine. Penalty: Imprisonment for 6 months.

Refusal to submit to Medical Examination:386E. (1) A person who is required under this Act to undertake amedical examination is guilty of an offence if:

(a) He or she fails or refuses to submit to the medical examination;or

(b) He or she fails or refuses, when required under this Act to doso, to give a urine sample to the medical practitioner conductingthe examination for analysis by an approved laboratory or topermit a blood or urine sample to be taken by the practitionerfor that purpose. Penalty: Imprisonment for 6 months.

(2) A person who is required under this Act to give a urine sample toa Medical Practitioner for analysis, or to permit a Medical Practitioner totake a blood or urine sample for that purpose, is guilty of an offence ifhe or she refuses or fails so to give the sample, or to permit it to betaken. Penalty: Imprisonment for 6 months.(3) It is a defence to a prosecution for an offence againstSubsections (1) or (2) if the person establishes that the failure or refusalwas based on religious or other conscientious grounds or on medicalgrounds.Consumption of Alcohol before undergoing Examination, etc.:386F. (1) If an Authorised Person requires a Master or seaman toundergo a medical examination or to give or permit the taking of a sampleof breath, blood or urine for analysis, the person must not, beforeundergoing that examination or giving or permitting the taking of thatsample of breath, blood or urine, consume any alcohol or take any otherdrug (whether medicinal or otherwise). Penalty: Imprisonment for6 months.(2) It is a defence to a prosecution for an offence against Subsection (1)if the person establishes that the taking of the drug:

(a) Was based on a reasonably held belief that failure to take thedrug could endanger life or health; or

(b) Was required by a prescription issued by a Medical Practitioner.Medical Drugs:386G. (1) A person who has taken, or who proposes to take, a drugfor medical purposes must not come on duty or remain on duty aftertaking that drug, unless:

(a) The person has taken reasonable steps to satisfy himself orherself that the drug will not affect, or has ceased to affect, thepersons capacity to perform the duties of his or her position; or

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(b) The person has given a declaration to an approved personsettingout:(i) The circumstances in which the drug was taken, or will be

taken; and(ii) The nature and quantity of the drug involved; and(iii) The time or times at which the drug was taken or will be

taken. Penalty: Imprisonment for 6 months.(2) If the person referred to in Subsection (1):

(a) Is a Seaman other than a Master, the person must give thedeclaration under Subsection (1) in writing to the Master of thevessel on which the person is performing his or her duties; and

(b) Is a Master, the person may give the declaration either in writingor by radio message or by fax or telephone to his or heremployers.

(3) A declaration made under Subsection (1) must not be disclosed toor by a third person except for the purposes of seeking advice concerningthe capacity of the person who gave the declaration to carry out theduties of his or her position. Penalty: Imprisonment for 12 months.(4) If a person has given a declaration to another person underSubsection (1), that other person must not, without reasonable excuse,allow the person who gave the declaration to come on duty or to remainon duty if the person to whom the declaration was made knows, or oughtreasonably to have known, that the capacity of the person giving thedeclaration to carry out the duties of his or her position would be impairedby the drug concerned. Penalty: Imprisonment for 12 months.Permitting or requiring Performance of Duties by Impaired Person:386H. (1) If a person:

(a) Permits or requires another person to undertake or to continueduty; and

(b) Knows or ought reasonably to know the other persons capacityto perform those duties is impaired by the influence of alcoholor any other drug; the first-mentioned person is guilty of anoffence. Penalty: Imprisonment for 6 months.

(2) It is a defence to a prosecution for an offence against Subsection (1)if the person establishes that the permission was given or therequirement made on the grounds of necessity.FEDERAL SEA SAFETY AND SURVEILLANCE CENTRE:

Information NoticeThe International Convention for the Safety of Life at Sea, requires

governments to ensure that any necessary arrangements are made forthe rescue of persons in distress at sea, around its coasts. TheAustralian Government being a signatory to the International Conventionfor the Safety of Life at Sea, established the Marine Operations Centrein April 1972 to comply more fully with the Conventions requirements.

The Centre was subsequently renamed as the Australian CoastalSurveillance Centre (ACSC) in 1978 with the introduction of an enhancedcoastal surveillance function and renamed again in 1984, as the FederalSea Safety and Surveillance Centre (FSS & SC). This recent changereflects the Centres primary role of Search and Rescue, as the coastalsurveillance function has been largely transferred to the CoastalProtection Unit of the Australian Federal Police, which is co-locatedwithin the Centre.

The Federal Sea Safety and Surveillance Centre is a part of theDepartment of Transports Maritime Safety Division, situated in Canberrain the Australian Capital Territory. The FSS&SC is in fact AustraliasMaritime Rescue Co-ordination Centre.

The principal function of the FSS & SC is therefore the co-ordinationof marine search and rescue activity, (other than incidents involving thedefence forces), within the area of Australian responsibility, which isshown in the instructions of the Australian Ship Reporting System. TheFSS & SC works in close liaison with the State Authorities who areresponsible for SAR activity within port limits, and where their facilitiespermit, for small craft such as pleasure boats and fishing vessels in nearcoastal waters. The State police are the local SAR Authority around theAustralian coastline, and are often assisted by the various volunteercoastal associations.

For incidents which occur further out to sea and those beyond theresources of the State Authorities, Defence Forces and Civilmarine/aviation facilities are used to perform the air or sea search andthe resulting rescue.

The facilities of the FSS & SC are available to all seafarers whetherthey are private boating enthusiasts, commercial fishermen orprofessional seamen of the merchant fleets of the world. When a vesselis in distress and lives are at stake, no effort is spared to search for andrescue survivors.

The FSS & SC is manned continuously 24 hours a day byco-ordinators with considerable marine and in some cases aviationqualifications and experience. These men have specialised knowledgein search and rescue procedures to analyse the various situations thatmay arise and devise methods to resolve them.

Communications are the very heart of all search and rescueco-ordination and the FSS & SC is well equipped with a network oftelephone and telex systems giving a complete coverage throughoutAustralia, and overseas to other international marine authorities, suchas the U.S. Coast Guard at Honolulu, San Francisco, and New York,Lloyds Intelligence, London and the Japanese Maritime Safety Agencyin Tokyo, to name only a few.

Apart from telephone and telex links, radio communications play amajor role when co-ordinating a SAR incident. The OverseasTelecommunications Commission (OTC) maintains the coast radiostations (CRS) around the Australian coastline, and it is these radiostations which provide the vital link between the ship and shore. TheCRS also have direct telex lines to the FSS & SC.

When advice is received at the FSS & SC of a distress, or anyinformation likely to be related to distress, the duty co-ordinator willinitiate whatever action he considers necessary depending on the typeof incident reported, whether it be a single flare sighting, a report of avessel or yacht overdue, a vessel grounding, or a radio received distressmessage.

Also operated at the Federal Sea Safety and Surveillance Centre asa functional part of the SAR framework is the Australian Ship Reporting

System (AUSREP), the area of operations being the same as for theAustralian SAR Organisations. AUSREP was introduced in December1973 on a voluntary basis to enable mariners to familiarise themselveswith the reporting system. Since then legislation has been passed whichmakes AUSREP compulsory for all Australian flag vessels and foreignvessels under certain circumstances which are explained in the AUSREPInstructions and the relevant Marine Notice. However, all ships areencouraged to participate whenever they are in the AUSREP area.

In addition to the Centres functions in the SAR role, the FSS & SCis also the section of the Department of Transport responsible for:

(i) Co-ordination and promulgation of Navigational Warnings(NAVAREA X), Australian Coastal Navigation Warnings(AUSCOAST) and weapons practice warnings.

(ii) Operation of the Licensed Foreign Fishing Vessel ReportingSystem in the 200 nautical miles Australian Fishing Zone.

In all aspects of the Federal Sea Safety and Surveillance Centresactivities, over 2,000 incidents a year are handled, ranging fromco-ordination of full scale search and rescue operations, planningevacuation of medical cases at sea, plotting the movements of oil slicksand spillage to receiving reports of illegal fishing by foreign fishingvessels and various flare sightings, around Australias coastline.PILOTAGE: Pilot Ladders: Australia strictly observes the internationalregulations and recommendations for pilot ladders and pilot boardingarrangements.The following refers:

SOLAS Chapter 5 reg 17 Regulations for Pilot Ladders andMechanical Pilot Hoists.

IMO Res A.426(XI) Recommendation on Arrangements forEmbarking and Disembarking Pilots in VeryLarge Ships.

IMO Res A.667(16) Recommendation on Pilot TransferArrangements.

IMO Res A.275 (VIII) Recommendation on PerformanceStandards for Mechanical Pilot Hoists.

Coastal and Reef Pilotage: Licensed pilots are available for the wholeof the Queensland coast, including Torres Strait, the Inner Route of theGreat Barrier Reef, the Great North East Channel, and the reef entrancesat Hydrographers Passage, Palm Passage and Grafton Passage. SeeTorres Strait for details.Compulsory Pilotage: The Inner Route of the Great Barrier Reef betweenCape York (Lat. 10 41' S.) and Cairns (Lat. 16 40' S.), and alsoHydrographers Passage, has been declared a Compulsory PilotageDistrict. All vessels 70 m. or more in length and all loaded oil tankers,chemical carriers and liquified gas carriers, regardless of length, arerequired to use the services of a licensed Pilot. The compulsory pilotageareas are rigorously monitored by the Authorities. See Torres Strait.IMO Recommendation on Pilotage: The attention of Shipmasters isdrawn to the IMO Recommendation A(710) on pilotage in Torres Straitand the Great North East Channel. See Torres Strait.Pilotage Providers:

Queensland Coastal Pilot Service Pty.Ltd., Level 13, Dalgety House,145 Eagle Street, Brisbane, Queensland, Australia (Postal address:GPO Box 209, Brisbane, Queensland 4001). Tel: 61 (7) 3839-5144.FAX: 61 (7) 3839-5242. Telex: AA 140222 TORRES.Cables: 4B TORRES. Contact: Perry Sutton (after hours Tel: 61 (7)3399-1478). Iain Steverson (after hours Tel: 61 (7) 3263-2642).

Australian Reef Pilots (previously The Queensland Coast and TorresStrait Pilots Association Pty.Ltd.), Suite 14, 2 Argyle Street, BreakfastCreek, Queensland 4010, Australia (Postal address: P.O. Box 338,Albion, Queensland 4010). Tel: 61 (7) 3262-4600. FAX: 61 (7)3262-5633. Telex: AA140003 REEFS. Cables: 4BREEFS BRISBANE.Contact: Ken Casey, Operations Manager (after hoursTel: 61-18781602).

Hydro Pilots, P.O.Box 4018, South Mackay, QLD 4740, Australia.Tel: 61 (7) 49-440455. FAX: 61 (7) 4944-0755. Telex: AA48105HPILOT. Voicemail: 61 (7) 4944-0455. Email: hydropil@tpgi.com.auContact: Captain R.A.Swain, Director.UNDER-KEEL CLEARANCE:Reliance on Charts and Predicted Tides: 1. Prudent marinersnavigate with adequate under-keel clearance at all times making dueallowances for all the factors that are likely to reduce the depth beneaththeir keels. To ensure an adequate under-keel clearance throughout apassage, an under-keel allowance may be laid down by a competentauthority or determined onboard when planning the passage. The factorsto be taken into account when determining this allowance are given inthe Marines Handbook (NP 100) 6th Edition.2. It has become increasingly evident that economic pressures arecausing mariners to navigate through waters of barely adequate depths,with under-keel clearance being finely assessed from the charted depthsand predicted tide levels.3. Hydrographic surveys have inherent technical limitations due partlyin offshore areas to uncertainties in the tidal reductions. Furthermore, insome areas, the shape and hence the depth of the seabed is constantlychanging. Nautical charts can seldom, therefore, be absolutely reliablein their representation of depth, and when tidal predictions are appliedto the chart as if they were actual tide levels, the uncertainties are clearlycompounded.4. The limitations of hydrographic surveys are discussed at length inthe Mariners Handbook and factors affecting tide levels are describedin the introduction to the Australian National Tide Tables.5. It cannot be too strongly emphasised that even charts based onmodern surveys may not show all seabed obstructions or the shoalestdepths, and actual tide levels may be appreciably lower than thosepredicted.HEALTH:AQIS - AUSTRALIAN QUARANTINE AND INSPECTION SERVICE

Department of Primary Industries and EnergyRequest for Pratique (Health Clearance)

Commonwealth of Australia Quarantine Act 1908Note: Masters or Medical Officer who wilfully make a false statement in

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86 We welcome all advice, updates and additions to this information.

answer to questions may be liable to a fine not exceeding $5,000 orimprisonment for a period not exceeding 2 years.A. Name of vessel

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Call sign. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Type.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Nationality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B. Where is the vessel from?.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Departure date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C. Destination. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ETA first port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Time:. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D. Name of next port. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ETD.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E. Have there been any deaths during the current voyage? Yes/NoHave there been any cases of illness during the last21 days with a fever of 38C or above, and accompaniedby:(a) rash, jaundice or glandular swelling. Yes/No(b) diarrhoea lasting longer than 24 hours. Yes/No

F. Are there any animals onboard. Yes/NoG. Have you carried livestock or grain in the last 6 months? Yes/No

If YES, list the type, ports visited and cleaning performed since thelast voyage on which livestock or grain was carried.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

H. Date of Derat/Derat Exemption Certificate?.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

I. Ballast Water:Will you discharge ballast while in Australian waters? Yes/NoIf YES, have you:(a) Exchanged ballast water at sea during the voyage

and have logbook certification of time andco-ordinates when re-ballasting occurred: Yes/No

OR(b) Is your vessel part of a compliance arrangement for

ballast water control accepted by AustralianQuarantine and Inspection Service? Yes/No

J. In the past 2 years, has your ship been in a Russian FarEast port/s between 40 N. and 60 N. during any periodbetween July and September? Yes/No(a) If YES, since your last visit to the port/s, has your

ship been inspected and cleared as being free ofAsian Gypsy Moth by agricultural authorities inAustralia, Canada, New Zealand or the USA? Yes/No

(b) If NO, during your last visit to a Russian Far Eastport, did you obtain a certificate issued by theRussian agricultural authorities certifying that theyhad inspected the ship and found it free of AsianGypsy Moth egg masses? Yes/No

K. After examination of the vessel and its cargo sinceleaving the last port of call, are you confident that thereare no bees on board? Yes/No

Shipping Agency Name.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Signature and Date. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

NOTE: The granting of Pratique to a vessel does not release it frombeing subject to Quarantine. Goods require separate clearance.CARGO HANDLING FACILITIES: The following is part of Marine Order Part 32.5. Bulk Cargo:Bulk cargo must not be loaded into or unloaded from a cargo spaceunless means are provided enabling persons to escape from that spacein case of emergency.6. Accesses, Openings, Ladders, Coamings and Passageways:6.1 Requirement for Access:

Loading or unloading must not be carried out in a cargo space, thedepth of which, measured from the level of the uppermost deck of thespace to the bottom of the space, exceed 1.5 m., unless:(a) At least one unobstructed and safe means of access is maintained

from the uppermost deck of the space to the level at which suchloading or unloading is to take place; or

(b) Where the access prescribed by (a) is unavoidably obstructed bycargo, safe access is provided by one portable ladder complyingwith Appendix 17.

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

(a) Include an access opening and an adjacent permanent ladder, bothsituated clear of the hatchway through which cargo is loaded orunloaded; and

(b) Be so located, that a person using it will not enter the space definedby vertical projection of the uppermost hatchway upwards ordownwards.

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

(a) Arranged to give an opening clear of all obstructions of not less than600 mm. in length and breadth within the coaming and continuingto the deck below on an axis parallel to the ladder, provided that ona ship built before 1st August 1998, the clear opening need only be550 mm. 550 mm.

(b) Where necessary, provided with fittings so arranged and locatedadjacent to the opening, as to afford a secure handhold and footholdto persons using the opening.

6.4 Cover to Access to be capable of being secured open:A cover or closing appliance fitted to an access opening must be so

arranged as to be capable of being secured in the open position.

6.5 Ladders:6.5.1 The permanent ladder adjacent to an access opening, must be:(a) Where the vertical distance between the upper surface of adjacent

decks or between deck and the bottom of the cargo space is notmore than 6.0 m., either a vertical ladder or an inclined laddercomplying with Appendix 17;

(b) Where the vertical distance between the upper surfaces of adjacentdecks or between deck and the bottom of the cargo space is morethan 6.0 m. an inclined ladder or ladders complying withAppendix 17; and

(c) So designed and arranged that the risk of damage from the cargoloading or discharging gear is minimised.

6.5.2 In ships not having a tween deck, the uppermost 2.5 m. of acargo space measured clear of overhead obstructions, and the lowest6.0 m. may have vertical ladders complying with Appendix 17, providingthe vertical extent of the inclined ladder or ladders connecting the verticalladders is not less than 2.5 m.6.6 Shaft Tunnels:

Shaft tunnels passing through cargo holds must be provided withladders or steps at each end of the hold so that persons may cross thetunnels easily and safely.6.7 Two means of Access to be provided in certain Ships:

A cargo space in a ship built on or after 1st August 1998, other thana ship used exclusively as a bulk carrier or as a cellular container ship,must be provided with at least 2 means of access. Where possible, theseshould be arranged diagonally within the hold, separated as far apartlongitudinally, and as far apart athwartships, as possible. One suchmeans of access must be maintained in compliance with 6.1 at all timesduring loading or unloading. A ship built before 1st August 1998 mayalternatively comply with 6.2 of Appendix 7 of Issue 1 of this part.6.8 Bulk Carrier Accesses:6.8.1 In a bulk carrier, a cargo space requiring personnel access forthe purpose of loading or unloading must be provided with:(a) A means of access, including an inclined ladder complying with 3

or 4 of Appendix 17; and(b) In the case of a ship built on or after 17th November 1986, a second

means of access.6.8.2 The second means of access referred to in 6.8.1(b):(a) May be an inclined ladder complying with 3 or 4 of Appendix 17; or(b) May be formed, regardless of the depth of the cargo space, from a

series of staggered vertical ladders complying with 2 of Appendix 17linking platforms complying with 6 of Appendix 17.

6.9 Access in Cellular Container Ships:In a cellular container ship, only one means of access to a cargo

space is required. This may utilise lengths of staggered vertical laddercomplying with 2 of Appendix 17 fitted between adjacent transversewebsor stringers which serve as working platforms or passageways withinthe cargo space, provided that:(a) No ladder exceeds 6.0 m. in length; and(b) The passageways between ladders are not less than 550 mm. in

width.6.10 Coamings:6.10.1 Where a coaming exceeding 450 mm. in height above the decksurface is fitted to an access opening, steps, cleats or rungs must befitted inside the coaming to form a continuation of the access ladder:(a) To within 450 mm. from the top of the coaming;(b) Providing a foothold:

(i) Not less than 300 mm. in width; and(ii) With tread depth in the case of a step, and a clearance from

the coaming in the case of a rung or cleat, of not less than150 mm.;

(c) Spaced at equal intervals corresponding to the steps or rungs ofthe access ladder; and

(d) So constructed as to prevent slipping.6.10.2 Where a coaming exceeds 900 mm. in height above the deck,steps or cleats must be provided outside the coaming suitable for useby a person climbing over the coaming to enter or leave the hatch.GRAIN CARGOES: Guidelines for Grain Cleanliness Surveys: Onarrival a vessel fixed to load grain must have holds clean, dry and freefrom residues of previous cargoes, free from insect infestation, and bein all respects ready to load. Surveyors from the Australian MaritimeSafety Authority (AMSA), and the Australian Quarantine InspectionService (AQIS) will board, together with charterers and other surveyorsto check the condition of the ship.

Ships crews cannot be used to clean holds after arrival, so everyopportunity must be taken to prepare the holds at a previous port orenroute to avoid the use of costly Australian labour.Essential Preparation for Loading: Special attention should be placed onremoval of all loose scale and rubbish, and the cleanliness of otherobstructions which might harbour insects or the remnants of previouscargoes, including underdeck girders, and the underside of steel hatchcovers. Scale should be removed by high pressure water jets or chippingand scraping. If jets are used to remove scale, or areas chipped andscraped are painted over, ample time must be allowed for water to dryand paint fumes to totally disperse. Loose scale or previous cargoresidues must not be painted over.

AMSA surveyors will pay particular attention, in addition to the stabilityrequirements, to the satisfactory operation of hold bilges, and will requireeach suction to be tested to demonstrate its efficiency. Followingsatisfactory test, each bilge well should have its perforated plate coverput in place, with a single layer of burlap over it to prevent grain gettinginto the bilge well. They will also require hold lighting to be switched offand the fuses removed, to prevent any possibility of the lights being lefton and the grain being heated by the lights sufficiently to ignite it.

AQIS surveyors will pay particular attention to residues of previousgrain cargoes, and to insect infestation. If such are found, the ship willprobably be required to be sprayed or fumigated. The latter will normallyrequire the crew to be accommodated ashore until the vessel is certifiedsafe for them to return. This may be as long as 48 hours.

AMSA surveyors will require to be satisfied that the ship will havesufficient stability to carry the grain to her final destination safely. A form,

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See guidelines on how to compile and submit information to us (page vi). 87

Form GA, on which the fully detailed calculations should be shown, isavailable from AMSA offices. This should be completed in detail. Similarforms from other grain exporting countries, such as the National CargoBureaus form in the U.S.A., are acceptable in lieu of the Form GA.Masters are warned that good quality Australian wheat stows well, andstowage factors considerably below those normally expected arefrequently encountered. AMSA surveyors will also require to be satisfiedthat the ship will not be overstressed during loading or on voyage. If aship is loading a full cargo at one port, with only one or two slack hatches,there will normally be little difficulty in doing this, and reference to anapproved grain loading condition will usually demonstrate compliancewith the longitudinal strength requirements. However, when a ship loadsat two ports, the requirements may be difficult, and for some ships,impossible, to satisfy. Where doubt exists regarding the stresses thatthe cargo may place on the ship, surveyors may require detailedcalculations to be made.BALLAST: Ballast Water Management: The IMO InternationalGuidelines for Preventing the Introduction of Unwanted AquaticOrganisms and Pathogens from Ships Ballast Water and SedimentDischarges apply to vessels entering Australian ports. Similar AustralianBallast Water Guidelines also apply for international shipping. Mastersshould also note that vessels may be subject to inspection by theAustralian Quarantine and Inspection Service.Ballast Water Advisory Information:

District TelSydney, NSW 61 (2) 9364-7222Melbourne, VIC 61 (3) 9264-6777Brisbane (S.E.), QLD 61 (7) 3246-8755Cairns (far North), QLD 61 (7) 4030-7800Darwin, NT 61 (8) 8999-2311Perth, WA 61 (8) 9311-5333Adelaide, SA 61 (8) 8305-9753Hobart, TAS 61 (3) 6233-3352Canberra, ACT 61 (2) 6272-5189

Email: dss@aqis.gov.au WWW: www.aqis.gov.au/shippingAlso see Plan.

POLLUTION:Requirements for Reporting Pollution Incidents:1. The International Convention for the Prevention of Pollution fromShips 1973/78 (MARPOL) 73/78 entered into force for Australia on14th January 1988. Protocol I of the Convention contains comprehensiverequirements and recommendations for ship reporting of incidentsinvolving harmful substances. The purpose of these new reportingobligations and guidelines is to enable the Australian Maritime SafetyAuthority to be informed quickly and more accurately about actual orpotential accidental spillages or cargo losses as well as illegal dischargesso that immediate action may be taken.2. Reports must be made when an incident involves:(a) A discharge or probable discharge of oil, or noxious liquid

substances carried in bulk, resulting from damage to the ship or itsequipment, or for the purpose of securing the safety of a ship orsaving life at sea (Harmful Substances Report).

(b) A discharge of probable discharge of harmful substances inpackaged form, including those in freight containers, portable tanks,road and rail vehicles and ship borne barges (Marine PollutantsReport).

(c) Damage, failure or breakdown of a ship of 15 m. in length or abovewhich:(i) affects the safety of the ship; including but not limited to collision,

grounding, fire, explosion, structural failure, flooding and cargoshifting; or

(ii) results in impairment of the safety of navigation; including butnot limited to, failure or breakdown of steering gear, propulsionplant, electrical generating system, and essential shipbornenavigational aids; or

(d) A discharge during the operation of the ship of oil or noxious liquidsubstances in excess of the quantity or instantaneous rate permittedunder the present Convention.

3. These measures seek to ensure early notification of pollution orthreat of pollution. The deciding factor in initiating a report is not so muchthe distance from the coastline (as in the past) as the possibility of harmto the coastline or territorial sea of a country. Consequently, Australianvessels trading overseas should be aware that a POLREP must be madedirect to the Government of any country affected or likely to be affectedby a pollution incident.4. For incidents affecting or likely to affect Australian interests, reportsshould continue to be made to the Manager, Marine EnvironmentProtection Services in the Australian Maritime Safety Authority throughthe AusSAR.Pollution Report:5. POLREP to the Manager, Marine Environment Protection Servicesin the Authority, Canberra:Harmful Substances Report: (Oil and noxious liquid substances)Sections of the ship report form which are inappropriate should beomitted from the report.

A. Ship: Name, call sign/ship station identity and flag.B. Date and time of event.C. Position: Latitude and longitude orD. Position: True bearing and distance.E. True Course.F. Speed in knots and tenth of knoths.L. Route information: Intended track.M. Radio communications: Full names of stations.N. Time of next report.P.** 1. Type of oil or noxious liquid substances on board.

2. UN number(s).3. Pollution category (A, B, C or D) for noxious liquid

substances.4. Names of manufacturers of substances or consignee or

consignor.

5. Quantity.Q. 1. Condition of the ship, as relevant.

2. Ability to transfer cargo/ballast/fuel.R. 1. Type of oil or the correct technical name of the noxious

liquid discharged into the sea.2. UN number(s).3. Pollution category (A, B, C or D) for noxious liquid

substances.4. Names of manufacturers of substances or consignee or

consignor.5. An estimate of the quantity of substances.6. Whether lost substances floated or sank.7. Whether loss is continuing.8. Cause of loss.9. Estimate of the movement of the discharge or lost

substances giving current conditions if known.10. Estimate of the surface area of the spill.

S. Weather conditions.T. Name, address, telex and telephone number of the ships

owner and representative.U. Ship size and type.X. 1. Actions being taken with regard to the discharge and

movement of the ship.2. Assistance or salvage efforts which have been requested

or which have been provided by others.3. The Master of an assisting or salvaging ship should report

the particulars of the action undertaken or planned.** In the case of a probable discharge only.Marine Pollutants Report:(Harmful substances in packaged form)

A. Ship: Name, call sign/ship station identity and flag.B. Date and time of event.C. Position: Latitude and longitude orD. Position: True bearing and distance.M. Radio communications: Full names of stations.P.** 1. Correct technical name or names of goods.

2. UN number(s).3. IMO hazard class(s).4. Names of manufacturers of substances or consignee or

consignor.5. Types of packages including identification marks (specify

whether portable tank, freight container or other, includeofficial registration marks and numbers assigned to theunit).

6. An estimate of the quantity and likely condition of goods.Q. 1. Condition of the ship.

2. Ability to transfer cargo/ballast/fuel.R. 1. Correct technical name or names of goods.

2. UN number(s).3. IMO hazard class(s).4. Names of manufacturers of goods or consignee or

consignor.5. Types of packages including identification marks (specify

whether portable tank, freight container or other, includeofficial registration marks and numbers assigned to theunit).

6. An estimate of the quantity and conditions of goods.7. Whether lost goods floated or sank.8. Whether loss is continuing.9. Cause of loss.

S. Weather conditions.T. Names, address, telex and telephone number of the ships

owner and representative.U. Ship size and type.X. 1. Action being taken with regard to the discharge and

movement of the ship.2. Assistance or salvage efforts which have been requested

or which have been provided by others.3. The Master of an assisting or salvaging ship should report

the particulars of the action undertaken or planned.** In the case of a probable discharge only.

Also see Ballast.LOAD LINE ZONES: Extension of Seasonal Tropical Zones:Amendments to the Load Line Convention are in course of ratificationregarding changes to the Seasonal Tropical Zones in Northwest andEast Australia. They extend the Seasonal Tropical Zones to cover theports of Dampier, Port Hedland, Point Sampson and Port Walcott, onthe Northwest coast of Australia, during the period 1st May to 30thNovember each year, and to cover the port of Gladstone on the Eastcoast of Australia, during the period 1st April to 30th November. As theamendments have not yet been ratified, ships cannot take advantageof the additional loading as of right. In order to be able to load to herTropical Marks during the appropriate season, a ships Flag StateAdministration must have advised AMSA in writing that it accepts theproposed amendment, under Article 8(1) of the Load Line Convention,as equivalent to the current requirements. If in doubt, a Master shouldseek written advice from his Flag State Administration that it has soaccepted the relevant amendment. This should be obtained prior toarrival, as after arrival it will normally be too late to obtain thisconfirmation.TIME: Daylight saving is adopted in some States in accordance withtable below (GMT ):

Standard Daylight SavingWestern Australia 8 hours No changeNorthern Territory 9.5 hours No changeQueensland 10 hours No changeSouth Australia 9.5 hours 10.5 hoursVictoria 10 hours 11 hoursTasmania 10 hours 11 hoursNew South Wales 10 hours 11 hours

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88 We welcome all advice, updates and additions to this information.

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

SHIPMASTERS REPORT: July 1983.Radio/Health: I sent a request for Free Pratique to the CommonwealthDirector of Health, Sydney, that being my first port, but the radio operatorinstructed our Radio Officer to address the message to QuarantineSydney.

There was no advice as to the vessel having been granted FreePratique when the Port Health Authorities boarded the vessel in Sydney.I was told that the Radio Pratique must be requested 18 24 hours priorto arrival from the Agents.

The questionnaire to be answered was Form 106 No. 3.13.

ABBOT POINT, Queensland: 19.52 S. 148.05 E.(See Plan)

PORT LIMITS: The area comprised within a line commencing at theintersection of the high water mark and meridian of Longitude 147 59' E.and bearing 000 True along that meridian to its intersection with parallelof Latitude 19 48' S.; then bearing 090 True along that parallel to itsintersection with meridian of Longitude 148 08' E.; then by a line to theNorthern extremity of Gloucester Head on Gloucester Island; then bythe high water mark along the Western edge of Gloucester Island to theSouthern extremity of the island; then by a line to the Northern extremityof Cape Gloucester; then by the high water mark to its intersection withthe Northern edge of the wharf at Bowen; then by a line to the portentrance beacon to Bowen Boat Harbour; then by a line to the Southernextremity of Dalrymple Point; then by the high water mark to the pointof commencement and including all navigable rivers and creekscommunicating with that area and the banks and foreshores of the riversand creeks.DOCUMENTS: See Townsville.PILOTAGE: Compulsory. Pilot service provided by Port PilotsQueensland based in Mackay and Townsville. Prior notice confirmingETA 24 hours before arrival to be given through local Agent. Boardingground is Lat. 19 48.12' S. Long. 148 03.6' E. or as directed by Pilotvessel.

Maintain listening watch on VHF Channel 16. Standard IMO pilotladder rigged as per IMO recommendations. Usually starboard side1.5 m. above water.Coastal and Reef Pilotage: Pilotage through Hydrographers Passage,Palm Passage, Grafton Passage and the Inner Route of the Great BarrierReef to Torres Strait is conducted by licensed pilots available fromAustralian Reef Pilots Ltd., Hydro Pilots and Queensland Coastal PilotService Pty. Ltd. See Torres Strait for details. For information aboutHydrographers Passage see Hay Point.

Masters are advised that pilotage in the Inner Route and atHydrographers Passage is compulsory. Pilotage in the Great North EastChannel is recommended by IMO. See Torres Strait.ANCHORAGES: Suggested anchorage position is within one nauticalmile of the Pilot boarding ground (See Pilotage).RESTRICTIONS: Ballast condition, propeller fully immersed withmaximum trim 2.5 m. by the stern and forward draft not less than 2%of LOA.

No restrictions on time, however berthing at discretion of HarbourMaster with regards to weather conditions.

Engines must not be immobilised whilst alongside without priorpermission of Harbour Master.

Unberthing in accordance with state of tide and draft. Under keelclearance required is 10% of deepest draft plus 0.61 m.MAX. SIZE: Optimum max. size vessel is 300 m. LOA (or 200,000 d.w.t.)and 47.5 m. beam, however, consideration given to larger vesselsprovided that mooring arrangements on board vessel are satisfactory.

With a rise of tide of 3.5 m., vessels may sail with a draft of 18.26 m.HEALTH: Standard Australian Regulations and procedures apply, radiopratique is available.VHF: Pilot vessel and tugs, call on VHF Channel 16 and work on VHFChannel 6.TUGS: 2 twin screw Zed-Pellor tugs of 56 tonnes bollard pull areavailable. Tugs lines always used.BERTHING: One berth only which is a bulk coal loading facility, servicedby conveyor and shiploader. Length of berth fendering 268 m. Plus4 mooring dolphins. Depth of water in approaches is 17.2 m. belowdatum. Depth of water at berth is 19.4 m. below datum.

Shiploader has a rated capacity of 4,600 tonnes/p.h. and an averagecapacity of 4,000 tonnes/p.h.

Max. reach from fender face 34 m.Max. operating air draft above L.W.D. 27.5 m.

DENSITY: 1021 1024.FRESH WATER: Not available.FUEL: Available by barge from Townsville.GANGWAY/DECK WATCHMEN: Ships crew as watchman, shipsgangway used.AIRPORT: Townsville Airport, 210 km. by road.TIME: See General before first port.EMERGENCY CO-ORDINATION CENTRE: Through Abbot PointControl using internal Tel: 337 or external Tel: 61 (7) 4786-0337 orcontact vessels Agent.TELEPHONES: Provided on berthing.GARBAGE DISPOSAL: Not available.WASTE OIL DISPOSAL: Not available.SEAMANS CLUBS: None.GENERAL: Provisions available on request.

Nearest town is Bowen, 32 km. by road, Bowen has full facilities.

SHIPMASTERS REPORT: March 1986 (Updated 2002).Abbot Point is within a Permanent Tropical Zone, within the Great

Barrier Reef.Tropical Zone: 1st April/30th November.Summer Zone: 1st December/31st March.

Anchoring Position: Within one nautical mile of the Pilot boarding ground.Pilot Boarding Position: Indicated on Chart AUS No. 255 Abbot Pointand Approaches. Lat. 19 48.12' S., Long. 148 03.6' E.

Pilot boards by pilot boat, tugs stationed at Bowen. This chart is wellrecommended.

The Harbour Master and Pilots are stationed in Townsville.Abbot Point: Australias most Northerly deep-water coal shipping port,situated about 20 km. North of Bowen. The port is established underthe auspices of the Harbours Corporation of Queensland. Developed bythe MIM Holdings Ltd. and operated by the Abbot Point Bulkcoal Pty.Ltd. Development began in 1981, and operations commenced in 1984.Coking coal from Collinsville and steaming coal from Newlands are theonly two MIM products handled.

Heavy duty railway, using modern rolling stock, and multiple dieselelectric locomotives conveys coal from the fields to the 450 hectare site.Loading Procedure: Coal travels on conveyors via a 1,350 tonne surgebin. There are 2 weightometers and an automatic continuous samplingplant. The conveyor system extends along a 100 m. rock causeway anda 2.8 km. approach trestle, which also supports a roadway to thedeep-water wharf and shiploader.Size of Vessels: From 20,000 d.w.t. to 200,000 d.w.t. Larger vesselshave been considered on individual merits.Depths: Approach depth, (stated) 17.2 m. Alongside berth (stated)19.4 m.Tugs: 255 tonne bollard pull. Tugs lines used.Line Boats: None available.Berthing: In normal circumstances vessels will berth starboard side to.However, be prepared to berth either side to in accordance with theHarbour Masters requirements.

In normal conditions draft is to be adjusted so that the propeller isfully immersed and vessel trimmed approximately 1.8 m. by the stern.The arrival draft must be cabled to the Harbour Master and Agent whowill advise any adjustment required.

To ensure maximum safety all vessels using heavy mooring wire ropesare requested to have the ends terminating in a 9 m. rope spring finishedwith a standard eye for placing over the bollards and hooks. All mooringropes and wires should have a 6 m. tail of light rope spliced into theeye.

Hooks on mooring bollards are electrically operated and self release.Pilot Ladder: Constructed and rigged in accordance with SOLASrequirements.Berth: Length of trestle from shore to berth 2.75 km.

Length of Berth: (Extent of fender system 264 m. approximately).Length between extreme mooring dolphins 466 m.Length of Berthing Basin: 512 m.Width of Berthing Basin: 70 m.Depth at Berthing Basin: 19.4 m.There are 7 breasting dolphins, equipped with Bridgestone energy

absorbing cell-type rubber fenders.Height of top of fenders above datum 7.5 m. approximately.Height of underside of fenders above datum 0.9 m. approximately.

Ship Loader: Type: Travelling gantry with luffing boom.Design rate maximum capacity: 4,600 tonnes/p.h.Length of travel: 212 m.Boom operating range: 12 to 10.Maximum outreach from fender line: 34 m.Height above datum (plus 12): 27.5 m.Height below datum (minus 10): 19.5 m.Travel speed variable from 3 m./min. to 30 m./min.

Stowage Factor: *Steaming coal: approx. 1.11 cu.m./tonne. Angle ofrepose from 35 50.

Coking coal: Approx. 1.14 cu.m/tonne. Angle of repose 33.*Vessel achieved a better stowage factor loading steaming coal.

Final Quantity: It has to be remembered when requesting to stop loadingthat there is about 3,000 tonne on the belt, which must be run off.Loaded Tonnage: Calculated on draft survey. (Vessel experiencedS.Wly winds Force 4 and swell of about 1 m.).Cargo Completion: Vessels must vacate berth without delay, subject totidal conditions.Arrival Notice: At least 7 days prior to arrival to Fax: 61 (7) 4786-0305.

(a) Name of vessel.(b) Type of vessel. (If O.B.O. confirm that vessel is Gas Free).(c) ETA.(d) Total cargo quantity required. (Subject to C/P requirements and

allowances).(e) Hatch loading sequence, Pour by Pour.Reference to (b) above Master to advise Agent and Harbour Master.

1. Date vessel discharged last oil cargo.2. Time and place of last Gas Free Certificate.3. Location and amount of slops on board (and assurance that slop

tanks inerted or pressed-up).48 hours prior to arrival advise ETA.24 hours prior to arrival confirm ETA and Hatch Number (1st Pour).

Also advise Harbour Master of ETA/Berthing Draft/and ballast water isnot contaminated.Note: To avoid delays to berthing and to avoid tug cancellations it isimportant that all adjustments to ETAs are advised to all parties.

All hatches to be clean/dry and opened before berthing.Hatch lids are to be clearly numbered, for easy identification, no

responsibility attached to shore loading personnel if any infringement tothis requirement.

All loading is expressed in metric tonnes of 1,000 kg.Pratique: Radio Pratique is available. Send message to the QuarantineOfficer through the ships Agent, not more than 24 hours prior to arrival.(This stipulation is not enforced). The Agent will keep vessel advised.

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See guidelines on how to compile and submit information to us (page vi). 89

Text of the message is in accordance with the advised procedure in theSailing Directions for Entry to First Australian Port.

If Radio Pratique has not been granted prior to berthing ensure thatthere is no contact with the wharf or employees by crew until Pratiqueis granted.Shore Leave: Crew are permitted to go ashore after Immigration andCustoms Clearance. The Agent can arrange a minibus service to Bowenand return. Cost about Australian $150.00 for the round trip. The trip toBowen is 30 minutes.Telephone: A telephone is placed onboard. STD, overseas and localoperator service on a reverse charge basis. Telephone cards available.Restrictions: Access to wharf and loading plant is restricted.

Persons requiring access (crew members/visitors) must wear safetyhelmets, safety shoes and adequate eye protection, and comply with allsafety regulations.

Abbotcoal are not responsible for accidents incurred by personnel whouse their wharf gangway.

Pedestrian access along the wharf approach is not permitted.Special authorisation is required for private vehicles and visitors, within

the port area and wharf access.Access to the remainder of the port site is strictly forbidden.

Derat Examination Certificate: Quarantine doctor will arrange forrenewal. Cost Australian $45.00.Consuls: None available.Repatriation: Can be arranged. Coach leaves Bowen for Townsville, withdirect flights to New Zealand and Brisbane for other internationalconnections.Fresh Water/Fuel/Diesel: Not available from wharf, there are no facilities.Ship Chandler: Will attend vessel if necesary. Bonded stores are alsoavailable. Prices may be high due to transportation costs.

AUTHORITY: Ports Corporation of Queensland, P.O.Box 409,Brisbane, Queensland 4001, Australia. Tel: 61 (7) 3224-7088.FAX: 61 (7) 3224-7234. Contact: Captain T. Caldwell, RegionalHarbour Master (Townsville). Tel: 61 (7) 4771-5135. Fax: 61 (7)4721-2028.

Regional Harbour Master, 60 Ross Street South, P.O.Box 1921,Townsville, Queensland 4810, Australia.Terminal Operator: Abbot Point Bulkcoal Pty.Ltd., Abbot Point viaBowen, P.O.Box 207, Bowen, Queensland 4805, Australia. Tel: 61(7) 4786-0300. FAX: 61 (7) 4786-0305. Contact: B. Byrne, Shippingand Administration Superintendent (Email: brian.byrne@mim.com.au).

ADELAIDE, S.A.: 34.51 S. 138.30 E. (See Plan)PORT LIMITS: Northern Limit: a line drawn due East fromLat. 34 40.42' S., Long. 138 22.55' E. to shore.

Southern Limit: a line drawn due East from Lat. 34 51.30' S.,Long. 138 24.80' E. to shore.

Western Limit: a line drawn between Lat. 34 40.42' S.,Long. 138 22.55' E. to Lat. 34 51.30' S., Long. 138 24.80' E.Charts: AUS No. 137, 780, 781, 345 and 444.DOCUMENTS: See Melbourne.

Customs Officers board at the wharf and if any inspections required,Department of Transport officials also board at the wharf.PILOTAGE: Advance notice 24 hours, telegraphic requests throughships Agent. VHF Channel 16. Call sign Adelaide Outer HarbourPilot launch orange hull, yellow deck house, Pilot on each side in blackletters. Give pilot launch good lee and safe pilot ladder. Pilot boards1.5 miles seaward of Entrance Beacon.ANCHORAGES: One mile West of Entrance Beacon.RESTRICTIONS: Controlling depth in channel to container berth 39 ft.4 in. (12.0 m.) and to Inner Harbour 30 ft. (9.1 m.) ISLW. All vessels tomaintain 1 ft. (0.3 m.) keel clearance in berth at all times.

Night berthing/unberthing subject to Harbour Masters approval.24 hour operations at Container Terminal.

Keel Clearance: 10% of draft with a minimum of 3 ft. (0.9 m.) under keelat all times.MAX. SIZE: Inner Harbour: 206 m. LOA, draft 31 ft. (9.4 m.) Neaps,subject to tide; 34 ft. 6 in. (10.5 m.) Springs.

Outer Harbour (Container Berth): 945 ft. (288 m.) LOA, draft 37 ft.(11.3 m.) Neaps, subject to tide; 39 ft. (11.9 m.) Springs.HEALTH: Free Pratique given by radio message.VHF: Call sign Adelaide Outer Harbour, Channels 6, 8, 12, 16 and 67.TUGS: 4 tugs available (33 50 tons B.P.).BERTHING:

Be