safety
Coastal Pilotage Requirement for Barrier Reef and Torres Strait
AMSA Issued a marine notice reminding vessel operators and Master on the coastal pilotage requirement for Great Barrier Reef and Torres Strait. This marine notice replaces 04/2014
Coastal Pilotage
Vessel masters, owners and operators are reminded about the coastal pilotage requirements within the Great Barrier Reef and Torres Strait, as prescribed in Marine Orderl 54 (Coastal pilotage) 2014.
An AMSA-licensed coastal pilot is required for any vessel that navigates in a defined coastal pilotage area:
1. that is 70m or longer in length overall; or
2.that is a loaded:
A. oil tanker; or
B. chemical carrier; or
C. liquefied gas carrier
not including naval vessels.
Coastal pilotage areas are defined as:
1. Hydrographers Passage;
2. Inner Route;
3. Torres Strait;
4. Great North East Channel; and
5. Whitsundays.
It is important to note that the master of a vessel is not relieved of responsibility for the conduct and safe navigation of the vessel whilst the vessel is under pilotage.
Masters or owners may apply to AMSA for exemption from the pilotage requirements of the Navigation Act. An application must also be made to the Great Barrier Marine Park Authority to navigate without a licensed pilot in Hydrographers Passage, Inner Route and Whitsundays.
Coastal Pilotage Area Limits
Hydrographers Passage pilotage area means the area bounded by a line that progressively joins the following points:
Latitude Longitude
1 20º 39.11′S 149º 49.36′E
2 20º 35.91′S 150º 07.36′E
3 20º 28.31′S 150º 18.06′E
4 20º 02.91′S 150º 03.06′E
5 19º 54.91′S 150º 16.56′E
6 19º 39.91′S 150º 10.56′E
7 19º 50.91′S 150º 33.06′E
8 20º 01.41′S 150º 25.86′E
9 20º 06.91′S 150º 17.26′E
10 20º 19.91′S 150º 27.06′E
11 20º 32.91′S 150º 27.06′E
12 20º 41.51′S 150º 11.66′E
13 20º 54.41′S 150º 01.96′E
14 20º 39.11′S 149º 49.36′E
Inner Route pilotage area means the waters bounded by:
i. the Australian mainland; and
ii. the outer eastern edge of the REEFREP reporting area3, and
iii. the northern boundary of the Great Barrier Reef Region (latitude 10º 41.00′S)4; and latitude 16º 39.91′S; and
iv. the Torres Strait, excluding the waters to the north of latitude 10º 28.00′S and east of longitude 142º 39.00′E.
Torres Strait means the waters bounded:
a. on the south by latitude 10º 41.00’S; and
b. on the east:
i. for a ship moving eastward – by longitude 143º 22.00’E; or
ii. for any other vessel – by longitude 143º 24.00’E; and
c. on the north by the line of Australia’s Exclusive Economic Zone (EEZ); and
d. on the west:
i. for a vessel of less than 8m draught – by longitude 142º 05.00’E; or
ii. for a vessel of 8m draught or more moving eastward – by longitude – 141º 50.00’E; or
iii. for a vessel of 8m draught or more moving westward – by longitude 141º 51.70’E.
Great North East Channel pilotage area means the area bounded by a line that progressively joins the following points:
Latitude Longitude
1 10º 41.0′S 141º 50.0′E
2 10º 28.0′S 141º 50.0′E
3 10º 28.0S′ 142º 27.0′E
4 10º 18.0′S 142º 48.0′E
5 9º 48.0′S 143º 08.0′E
6 9º 30.0′S 143º 24.0′E
7 9º 45.0′S 143º 24.0′E
8 10º 20.0′S 143º 00.0′E
9 10º 41.0′S 141º 50.0′E
Whitsundays pilotage area means the area bounded by a line that begins at the northernmost point of Cape Gloucester at low water, at about latitude 20º 03.94′S, longitude 148º 27.51′E, and continues progressively:
a. to the following points:
Latitude Longitude
1 19º 58.02′S 148º 18.60′E
2 19º 57.83′S 148º 18.53′E
3 19º 58.00′S 148º 21.68′E
4 19º 58.28′S 148º 27.05′E
5 19º 58.37′S 148º 27.40′E
6 19º 59.28′S 148º 33.62′E
7 20º 00.82′S 148º 37.48′E
8 20º 02.17′S 148º 53.07′E
9 20º 03.58′S 148º 57.92′E
10 20º 14.42′S 149º 10.47′E
11 20º 15.20′S 149º 11.15′E
12 20º 28.93′S 149º 08.03′E
13 20º 31.20′S 149º 09.07′E
14 20º 34.28′S 149º 10.50′E
15 20º 33.91′S 149º 07.06′E
16 20º 39.73′S 148º 45.82′E
b. west along parallel of latitude 20º 39.73′S to the coastline of the mainland at low water, near Midge Point; and
c. generally northerly, easterly, south-easterly and north-westerly along the coastline of the mainland at low water to the point where the boundary began.
Source: AMSA
USCG- Marine Safety Alert on Fixed CO2 System
The US Coast Guard, Washington Sector, issued a Marine Safety Alert about the fixed CO2 fire extinguishing systems. This Safety Alert is being issued due to recent safety concerns discovered on vessels with fixed CO2 fire fighting systems. It is critical that operators of vessels with fixed CO2 systems are familiar with the operation of the systems; conduct periodic inspections of the systems for readiness, and know the signs for detecting when a discharge has occurred. It is recommended that the appropriate crew members receive training on CO2 system operation and its basic components.
Recently, during the annual servicing of a KIDDE CO2 system onboard a passenger ferry, a technician and Coast Guard Marine Inspector discovered that an undetected discharge of the CO2 system within the emergency generator room had taken place. Although the time of the inadvertent discharge could not be determined, the cause was due to be a worn internal mechanism within the control head.
Due to the risks associated with an inadvertent discharge of a fixed CO2 system, the Coast Guard strongly recommends that owners and operators ensure that appropriate vessel personnel:
• Receive adequate training to perform routine inspections of their vessel’s fixed CO2 systems and fully understand their operation, particularly those protecting large spaces or multiple areas,
• Frequently review and update operating manuals, check-lists, and safety management systems associated with vessel extinguishing systems on-board, and
• Post clear instructions for fixed CO2 system emergency operation
Source: USCG
Oil Tanker Bombed by Libyan Forces
A oil tanker, Anwaar Afriqya, moored at SPM at Sirte has been attached by Libyan air force. on 24th May 2015. The attack ignited fire on the vessel that spread throughout the ship’s accommodation, destroying the bridge and injuring three crew members.
It has been reported that Anwaar Afriqya was transporting 40,000 MT of diesel from Greece.
The fire on board was brought under control at 4am on Monday morning with no harm to the cargo and no pollution has been reported.
Reportedly this is third attack on merchant vessel within a period of a month.
Revision of Anchorages, Fairways and Channels in Singapore Port
MPA Singapore issued Port marine circular advising that the anchorages, fairways and channels listed in the Second and Third Schedules to the MPA (Port) Regulations will be revised. These revisions will come into effect on 1 June 2015.
A vessel which uses any anchorage, fairway or channel for a purpose other than that specified by the Authority or in a manner contrary to the Port Master’s directions shall be guilty of an offence and shall be liable on conviction to a fine not exceeding $5,000 and, in the case of a continuing offence, to a further fine not exceeding $1,000 for every day or part of the day during which the offence continues after conviction.
The key revisions are:
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The existing West Jurong Anchorage (Abbreviated Code AWJ) will be discontinued;
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The boundaries of the Temasek Fairway will be revised; and
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Additional types of vessels that can anchor in:
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Selat Pauh Anchorage (Abbreviated Code ASPLU)
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Raffles Reserved Anchorage (Abbreviated Code ARAFR)
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LNG/LPG/Chemical Gas Vessel Anchorage (Abbreviated Code ALGAS) T.
The revised list of designated anchorages, fairways and channels that will be incorporated in the Second and Third Schedules to the MPA (Port) Regulations, as amended by the MPA (Port) (Amendment) Regulations 2012 is published in the Gazette.
REFER MPA CIRCULAR FOR FULL DETAILS
Source: MPA
Spot the Hazard Competition
The Standard Club and ICS have joined forces to launch a ‘Spot the Hazard’ competition open to any seafarer worldwide. The competition has been designed to help those working at sea identify hazards and to promote the importance of accident prevention.
5 pictures are available for download and each contains 10 hazardous (potentially unsafe) situations. For each picture, a US$2,000 prize will be awarded to the seafarer who, in addition to correctly identifying all 10 hazards, also provides (in the opinion of the judges) the best safety idea.The 5 categories are
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Safety on the Bridge
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Safety in the Engine Room
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Safety on Deck
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Safety in the Galley
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Safety in the Port Terminal
Full details on this competition is available on below link
SPOT THE HAZARD
Entries to reach submissions@hazard-competition.com before 28 August 2015. The results will be announced within 120 days of the closing date.
Source: ICS
Update on Ebola
As of 19 May 2015, only following 2 countries remain EBOLA effect area as per HK Centre for Health Protection, US Centers for Disease Control and Prevention, UN WHO and International SOS.
- Guinea
- Sierra Leone
The last situation report from WHO states that the total cases stand at 26 724, including 11 065 deaths (13.05.2015). A total of 9 confirmed cases of EVD was reported in the week to 10 May 2015; the lowest weekly total this year. WHO declared that EVD outbreak in Liberia over on 9 May 2015.
Singapore MPA has recently revised Mandatory Maritime Heath Declaration requirement basis change in the current situation.
READ MPA NOTICE
Transport Canada implements additional measures for dead ship towing operations
Recent failures in dead ship towing operations resulting in the loss of the tow have illustrated the need for additional oversight of such operations. Transport Canada published Ship Safety Bulletin highlighting additional safety measures being taken to assess the safety of a dead ship towing operation prior to departing Canada on an international voyage.
International Maritime Organization (IMO) Guidelines for Safe Ocean Towing (MSC/Circ.884) provide important information for a safe towing operation covering such areas as; planning and preparation, environmental considerations, and requirements for the towing vessel, the towing equipment and the towed object. These Guidelines can be viewed at:http://www.imo.org/blast/blastDataHelper.asp?data_id=1798
The towing vessel’s master is responsible for ensuring the safety of the towing operation and that the towing arrangements are adequate for the intended voyage.
Transport Canada Marine Safety and Security has implemented a policy to conduct a safety assessment of dead ship towing operations prior to departure from Canada on its international voyage. This safety assessment has the aim of achieving the objectives set out by the IMO Guidelines is for Safe Ocean Towing (MSC/Circ.884).
In addition, foreign towing vessels will be subject to a Port State Control inspection at the same time as the safety assessment of the towing operation.
The owner, operator or master of the towing vessel for the dead ship towing operation should contact the nearest Transport Canada Centre with Marine Safety Services to arrange for the safety assessment as early as possible to avoid any potential delays.
Source: Transport Canada