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Output 1.2: Infrastructure for monitoring compliance with safety and environment protection standards

AMSA, 15th Annual Report, 2004 - 2005

This output covers AMSA’s responsibility for monitoring compliance with international standards by conducting inspections of ships, cargoes and cargo handling equipment in Australian ports, overseeing ship operations in Australian waters, including coastal pilotage in Torres Strait and the Great Barrier Reef and issuing certificates of competency to seafarers.

It comprises the following two Sub-Outputs:

Sub-Output 1.2.1: Improve compliance with standards covering ship condition, operation and handling of cargoes, through maintaining and enhancing strategic relationships that increase public and industry awareness on compliance matters.

This Sub-Output covers AMSA’s inspection of ships, cargoes and related equipment to monitor compliance with standards for the condition of ships, compliance with operational, occupational health and safety, coastal pilotage requirements and the correct handling and loading of certain cargoes. It also covers AMSA’s implementation of initiatives arising from Australia’s participation in regional forums, principally the Tokyo and Indian Ocean Memorandums of Understanding (MOUs) on Port State Control, to promote consistency in ship inspection standards and exchange of ship inspection data. Further, this sub output covers AMSA’s liaison with industry stakeholders on ship safety and environmental protection issues.

Sub-Output 1.2.2: Maintain a high standard of seafarer qualifications.

The Sub-Output covers AMSA’s responsibility for ensuring safety training and maritime qualifications of crew on ships operating under the Navigation Act 1912 meet the standards of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and the administration of the licensing system for coastal pilots and safety regulation of coastal pilotage services under the Navigation Act 1912.

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AMSA’s Maritime Operations Division delivers this output by:

Conducting inspections of ships, cargoes and related equipment to monitor compliance with standards for the condition of ships, compliance with operational, occupational health and safety, coastal pilotage requirements and the correct handling and loading of certain cargoes.
Monitoring compliance by Australian flag ships and their operators with the International Safety Management (ISM) Code under the International Convention for Safety of Life at Sea (SOLAS) Convention.
Exercising rights under international conventions to inspect foreign flag ships visiting Australian ports through the port State control program to monitor their compliance with international standards.
Implementing initiatives agreed in regional forums, principally the Tokyo and Indian Ocean Memorandums of Understanding on Port State Control to promote consistency in port State control standards and exchange of ship inspection data.
Exercising the occupational health and safety Inspectorate functions under the Occupational Health and Safety (Maritime Industry) Act 1993.
Ensuring safety training and maritime qualifications of crew on ships operating under the Navigation Act 1912 meet the standards of the STCW Convention.
Administering the licensing system for coastal pilots and safety regulation of coastal pilotage services under the Navigation Act 1912.

Operating environment in 2004-2005

During 2004-2005, AMSA’s delivery of Output 1.2 in relation to monitoring compliance with safety and environment protection standards was influenced by the following external factors:

Australia’s commitment to enforcement of ship safety and environment protection standards and regulations by flag State and port State control programs, particularly having regard to international and regional trends in response to specific incidents.
Effectiveness of ships’ safety management systems at sea and on shore through application of the ISM Code.
Addressing the human element in ship safety, including ship operational practices, crew competency and fatigue management.
Monitoring crew competency standards in accordance with the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).
Australia’s ongoing support for initiatives promoting ship safety agreed in regional forums, such as the Tokyo and Indian Ocean MOUs on Port State Control, promoting effectiveness of ship inspections and sharing data to better identify substandard shipping.
Enforcement of the International Ship and Port Facility Security (ISPS) Code promulgated under the SOLAS Convention.
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AMSA’s response to the operating environment

In response to the external factors in the operating environment, AMSA identified the following portfolio objectives and underpinning responses and priority actions to focus its work during 2004-2005 on achievement of the portfolio outcome of a better transport system for Australia.

Sub-Output 1.2.1: Improve compliance with standards covering ship condition, operation and handling of cargoes, through maintaining and enhancing strategic relationships and increased public/industry awareness on compliance matters.

Portfolio Objective: A better transport system for Australia by Australia having rigorous ship inspection programs and promoting improved regional port State control to deter substandard ships operating in the region.

AMSA’s response 1.2.1-1: AMSA to continue to administer active and rigorous flag and port State control programs targeting inspections at high-risk ships and specific ship operational practices.

Priority actions in delivering sub-output 1.2.1 during 2004-2005

Refine targeting processes using risk management techniques to focus ship inspections on higher risk ships

AMSA continues to refine its ship inspection targeting system to concentrate on higher risk ships. The risk profiling of foreign ships coming to Australia continues to be improved for easier identification of the small proportion of visiting ships that are unseaworthy, need to be inspected and if necessary detained until major safety deficiencies are remedied. The risk-based system allows AMSA to make informed, objective decisions about the level and allocation of its inspection resources at each commercial port around Australia to best address the risks presented by each port’s shipping profile.

Risk-based performance indicators have been adopted to show stakeholders that sufficient priority is being given to higher-risk ships. AMSA received a second award in the 2004 Comcover awards for Excellence in Risk Management in the Innovative Initiatives category, recognising AMSA’s fully integrated best practice risk management strategy incorporated in its ship inspection program.

AMSA’s report, Port State Control in Australia 2004, published in June 2005 provides detailed analysis of the results from AMSA’s inspection program.

During 2004, AMSA conducted a record 3,201 inspections of foreign flagged ships under its port State control program, with 173 ships detained, representing a detention rate of 5.4 per cent compared with 6.7 per cent in 2003 and 5.8 per cent in 2002. A total of 7,461 deficiencies were identified giving a deficiency rate of 2.3 per inspection, compared to 2.42 in 2003 and 2.7 in 2002. The continued decline in the average number of deficiencies per ship inspection indicates improvement in the overall quality of the ships visiting Australia.

In view of the higher level of shipping activity mainly driven by strong demand in the resource sector, AMSA has been monitoring the risk profile of vessels visiting Australian ports to see if there was any indication of lower quality shipping being engaged in a tight shipping market. While the demand for bulk carriers and oil tankers has increased in 2004-2005, the number of high-risk ships visiting Australia has only a shown a slight upward trend. AMSA has increased the number of ship inspections accordingly and continued to exceed the targeted rate of inspection for high-risk ships with 96 per cent being inspected.

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Continue campaigns of focused and concentrated inspections on specific issues covering ship safety standards and operational practices

Since 2000, AMSA periodically conducts Focused Inspection Campaigns on vessels visiting Australian ports in conjunction with routine port State control inspections. These direct attention to selected ship safety and operational areas identified as presenting particular concerns.

During 2004, a Focused Inspection Campaign was undertaken from 1 July 2004 concentrating on the fitting and operation of the Automatic Identification Systems (AIS), a shipboard broadcast transponder system that automatically exchanges data with other ships fitted with AIS and shore based facilities, including ship related information (such as identity, position, course, speed, and ship characteristics). The SOLAS Convention requires mandatory carriage of AIS by all vessels by 31 December 2004. The Focused Inspection Campaign tested that the AIS equipment is correctly fitted, programmed, and intergrated into bridge operations and that navigational crew are competent in its use.

During 2005, a second Focused Inspection Campaign was conducted from 1 May to 31 July 2005, with attention focused on lifeboats and their launching appliances to ensure they are properly maintained and that the equipment is operated safely. This campaign followed a number of incidents involving lifeboat drills when reportedly equipment had failed or may have been incorrectly operated resulting in injury and in some cases fatalities amongst the crew on board the lifeboat.

AMSA also participates in Concentrated Inspection Campaigns conducted through the regional port State control forums, which similarly target specific safety areas, and these are discussed later in this section of the Annual Report. A concentrated campaign was conducted from 1 July to 30 September 2004 aimed at checking ships’ compliance with the International Ship and Port Security Code. Another campaign examining ship compliance with operational requirements is scheduled from September to November 2005. AMSA seeks to coordinate its Focused Inspection Campaigns with the Concentrated Inspection Campaigns to avoid overlap between them where possible.

Continue close scrutiny of single hull tankers

In December 2002, AMSA upgraded its ship inspection regime so all single-hull oil tankers visiting Australian ports are targeted for inspection. This followed a strengthening of European ship inspection programs and other measures taken in response to the sinking of the fully laden crude oil tanker, Prestige, in November 2002, which caused substantial pollution of the Spanish and French Atlantic coastline. AMSA previously had a targeted inspection rate of 50 percent of single-hull tankers less than 15 years old and 80 percent of single-hull tankers more than 15 years old. The European action raised worldwide concern that aged single-hull tankers would be forced out of the European trade into alternative markets, including the Asia-Pacific region.

During 2004, 41 foreign flag oil tankers of single hull construction visited Australian ports, with 40 being inspected at least once. The ship not inspected arrived at a remote port where it was not practicable for AMSA marine surveyors to make access within the required timeframe. AMSA continues to monitor its ship inspection data to detect major changes in single hull tanker trading patterns that may arise from the European action.

Liaise with charterers to encourage adoption of high standards in their ship selection

There is increasing interest in broadening responsibility for ship safety and environment protection beyond the ship owner to include the role of ship charterers and cargo owners. AMSA has been encouraging charterers and cargo owners to recognise their role in valuing safety and environment protection in their shipping decisions.

Some charterers and cargo owners already are taking more interest in the standard of ships carrying their goods to avoid being associated with unsafe and potentially polluting ships, which can damage the chartering company’s reputation and future business. Many major charterers independently verify by inspection the quality of ships under consideration. A ship’s inspection record also can be checked through various databases, including AMSA’s comprehensive ship database, which is available to outside parties with a legitimate interest in this information.

Greater transparency serves to improve accountability and AMSA strongly supports sharing information about substandard ships, including details about charterers, cargo owners, and other relevant parties. AMSA is considering including additional factors in targeting port State control inspections, such as the history of particular shipowners, operators and charterers in relation to ship quality.

Close surveillance of shipments of dangerous goods

The International Maritime Dangerous Goods Code became mandatory under the SOLAS Convention from 1 January 2004 and a number of changes were made to the documentation requirements for the shipment of dangerous goods. AMSA issued two Marine Notices in November 2003 advising the shipping industry of the new requirements for those involved in the manufacture, packaging, packing, handling and transportation of dangerous goods for transport by sea.

Monitor safe loading of grain shipments in line with ship stability requirements

When grain is carried in bulk, it has a tendency to shift within a ship’s cargo space moving in a seaway. The redistributed weight can cause a ship to list with associated loss of stability. Bulk shipment of grain is therefore a potential hazard to ships and crews. Grain carriage by sea is subject to international regulation through the SOLAS Convention, which is applied in Australia through the Navigation Act 1912, and Marine Orders Part 33 Cargo and Cargo Handling - Grain. The Marine Order requires that ships intending to carry grain cargoes in bulk from Australian ports may be requested to demonstrate compliance with the International Grain Code. AMSA conducts surveys of bulk grain vessels for safe loading and minimum stability requirements in accordance with its risk management framework. During 2004, AMSA undertook 640 assessments of grain loading plans and visited 52 ships to verify compliance with the International Grain Code.

Seek more timely and accurate data on ship movements to and from Australian ports with a view to anticipating higher risk ships operating in Australia waters

AMSA undertakes ongoing refinements to its ship inspection database, Shipsys, to improve the content and presentation of a broad range of information about ships arriving and leaving Australian ports and to facilitate interrogation of the database for particular ship inspection queries. The system also is being redeveloped to include digital image functionality to allow digital pictures taken by AMSA marine surveyors during ship inspections to be stored and retrieved. This will facilitate follow-up inspections and provide visual evidence of deficiencies. AMSA also is phasing in the receipt of electronic data input from the major port authorities of ship arrival and departure information and is continuing to expand the exchange of ship data with other organisations.

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AMSA’s response 1.2.1-2: AMSA to maintain effectiveness of its compliance services by continuing to strengthen delivery of its ship inspection program.

Priority actions in delivering sub-output 1.2.1 during 2004-2005

Regular review of inspection resources to ensure adequate coverage of remote ports where higher risk ships may visit

AMSA maintains an ongoing examination of the number and distribution of its marine surveyors at major ports to ensure the allocation of resources matches as closely as practicable the number and pattern of visits by ships, particularly high risk ships. During 2004-2005, AMSA recruited two marine surveyors, giving a total at 30 June 2005 of 41 marine surveyors at major ports and six at AMSA’s head office in Canberra, who work in the ports from time to time.

Continue the internal audit program of port State control inspections to maintain high standards and consistency

Senior AMSA marine surveyors undertake peer audits of port State control inspections as part of a program to promote high standards and consistency between staff in different AMSA offices. During 2004-2005, seven of AMSA’s 41 marine surveyors located at AMSA regional offices were subject to internal audits in relation to port State control inspections.

Improve analysis of shipping incidents using data systems

AMSA uses its comprehensive data systems to provide better feedback to the inspection program. The upgrade of AMSA’s Shipsys database has included improved recording of marine incidents allowing better analysis to identify trends and provide feedback to the ship inspection program.

Maintain the quality of occupational health and safety Inspectorate functions and ship inspection role by continuing higher-level training for AMSA inspectors

AMSA marine surveyors are trained to undertake the inspectorate role under the Occupational Health and Safety (Maritime Industry) Act 1993. During 2004-2005, AMSA continued its program of training all of its marine surveyors every five years for this role. In June 2005, eleven marine surveyors attended a two week occupational health and safety course conducted by the Australian Maritime College, which was tailored to AMSA’s occupational health and safety inspectorate requirements.

AMSA also is investing in specialist training to enhance marine surveyors’ ship inspection functions. Four marine surveyors attended a two-day hull inspection and repair course in Melbourne during June 2005 to enhance specialist skills in this area. AMSA is investigating the tailoring of this course for all AMSA marine surveyors in future.

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AMSA’s response 1.2.1-3: AMSA to implement initiatives arising from regional forums of the Tokyo and Indian Ocean MOUs to promote cooperation in ship inspection, data exchange and targeting high-risk ships.

Priority actions in delivering sub-output 1.2.1 during 2004-2005

Contribute expertise to improve regional port State control standards, encourage targeted inspection programs and assist in expanding electronic data interchange

AMSA continued its participation as a member of both the Asia-Pacific (Tokyo) and the Indian Ocean Memoranda of Understanding on Port State Control. These cooperative arrangements provide better intelligence about ship inspections in the region and the opportunity for international coordination of Concentrated Inspection Campaigns.

The 14th Committee Meeting of the Tokyo MOU was held in Shanghai, China, in November 2004. The meeting approved a revised Port State Control manual with amendments taking effect on 1 February 2005. The establishment from 1 January 2005 of an MOU Detention Review Panel was approved whereby a flag State can seek independent review where a member port State declines to rescind a disputed detention. The fifteenth meeting is to be held in Thailand in November 2005.

AMSA attended the 7th Committee Meeting of Indian Ocean MOU in Amboseli, Kenya, in September 2004 under AMSA’s chairmanship. The meeting finalised the development and hosting of the information system for handling the region’s ship inspection database, which commenced operation on 1 January 2005. Inter-sessional groups were established to amend the MOU port State control manual, organise a seminar for port State control officers in Mumbai in February 2005 and develop guidelines for a concentrated inspection campaign. The 8th Committee meeting is to be held in the Maldives in September 2005.

AMSA was part of the Australian delegation at the second Joint Ministerial Conference on Port State Control between the Paris and Tokyo MOUs held in Vancouver, Canada in November 2004. The Paris MOU comprises the maritime administrations of Europe and the north Atlantic. The first Joint Ministerial Conference was held in Canada in 1998. The latest conference issued a Joint Ministerial Declaration reconfirming the participants’ commitment to eliminating substandard shipping and to serve as a framework for new global policies and programs to achieve that objective. These included improved port State control inspections and ship targeting system, increasing public exposure of substandard ships and related parties, development of incentive programs for quality ship operators, enhancement of port State control training programs.

Participate in concentrated inspection campaigns focusing on ship issues

The Tokyo MOU Committee instituted a Concentrated Inspection Campaign (CIC) from 1 July 2004 to 30 September 2004 aimed at checking ships’ compliance with the International Ship and Port Security (ISPS) Code. AMSA undertook 437 CIC inspections during this period, with one vessel being issued with a deficiency notice for incomplete records and another two vessels being reported to DOTARS for inconsistencies with Code requirements. Another CIC campaign on ship operational requirements is scheduled to take place from September to November 2005.

The Indian Ocean MOU Committee planned a Concentrated Inspection Campaign during the second half of 2005 on fire fighting appliances.

Improve intelligence about the quality of ships transiting Australian waters through data exchange with other maritime administrations

Summary details of ship inspections conducted by AMSA are made available on the Internet through the Asia Pacific Computerized Information System (APCIS) and the database site of Equasis, involving the maritime administrations of the European Commission, France, Singapore, Spain, the United Kingdom, the United States Coast Guard and Japan. It also is shared with the Indian Ocean MOU computer based data exchange system. AMSA’s ship inspection database also receives inspection data from APCIS, giving AMSA surveyors access to detailed reports on a ship’s inspection history in the Asia Pacific region.

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Sub-Output 1.2.2: Maintain a high standard of seafarer qualifications.

Portfolio Objective: A better transport system for Australia by Australia maintaining systems of seafarer training and certification conforming to international standards and high quality safety regulation of coastal pilotage services.

AMSA response 1.2.2-1: AMSA to ensure Australia’s system of seafarers’ qualifications continues to conform to STCW95 requirements

Priority actions in delivering sub-output 1.2.2 during 2004-2005

Review implementation of revised training and certification standards under STCW95

In August 2004, AMSA commissioned an independent review of the application of the STCW95 Convention in Australia. This followed feedback from State/Territory marine administrations about the recognition of their seafarer certificates of competency within the STCW structure. The review was conducted in consultation with the shipping industry, training bodies, State and Northern Territory marine agencies and the maritime unions.

While the consultant’s report broadly endorsed AMSA’s application of the STCW Convention in Australia, it highlighted issues involved with the application of STCW standards in the State/Territory jurisdictions. It also identified better ways of managing certain issues involved in the provision of maritime training. The report has been circulated to relevant stakeholders that contributed to the review with the aim of AMSA continuing to discuss its findings with State and Territory marine administrations through the NMSC and AMG forums.

Issue STCW95 endorsements on relevant marine qualifications issued by State and Territory marine administrations

During 2004-2005, AMSA issued 79 STCW95 endorsements of State and Territory issued qualifications for deck officers and 10 for engineer officers.

Following the reissue of Marine Orders Part 3, Seagoing Qualifications, which came into operation on 8 September 2004, (detailed in this report under Output 1.1) two new AMSA deck certificates of competency were created to replace the issuing of AMSA STCW95 endorsements on State/Territory issued master class three and four (other than near coastal) certificates. AMSA will continue to issue STCW endorsements on State/Territory deck certificates until 31 December 2005, and after that date to revalidate STCW endorsements already held.

Monitor and audit approved courses of study at tertiary colleges to ensure they meet required standards for AMSA issued marine qualifications

AMSA is the flag State approving authority under the STCW Convention of Australian tertiary education institutions’ seagoing courses to ensure that they meet the required standards of the STCW and national law. AMSA conducts regular audits using established auditing standards and processes of relevant seagoing training courses provided by these institutions. Data collated from AMSA’s oral examinations of candidates for Australian issued certificates of competency is used to assist in these audits. During 2004-2005, AMSA undertook five audits of relevant tertiary institutions. There also are fourteen other providers of approved training courses, which are audited by AMSA every three years and their operations are monitored.

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AMSA response 1.2.2-2: AMSA to maintain the effectiveness of the delivery of crew qualifications services

Priority actions in delivering sub-output 1.2.2 during 2004-2005

Continue the internal audit and training programs to maintain quality control of AMSA’s oral examination system

AMSA regularly audits the delivery by its marine surveyors of oral examinations of candidates for Australian issued certificates of competency to maintain their continued compliance with relevant procedures. AMSA has a refresher-training program for its marine surveyors to update their knowledge in relation to examination techniques and to allow them to exchange opinions and views on these matters.

Introduction of computer-based, pre-oral examination to screen candidates before their oral examinations of competency

AMSA is undertaking development of a computer-based system to allow candidates for oral examinations to self-test their skill levels before applying to be assessed by an AMSA marine surveyor. The aim is to reduce the number of candidates presenting for oral examinations that are not properly prepared or have not reached the required standard and skill level for the particular certificate of competency for which they are to be tested.

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AMSA response 1.2.2-3: AMSA to maintain high standards of coastal pilot licensing and safety regulation of coastal pilotage services in consultation with coastal pilots, pilotage service providers and the shipping industry.

Priority actions in delivering sub-output 1.2.2 during 2004-2005

Maintain high standards in coastal pilots’ training

AMSA completely revised the Coastal Pilots Training Program in consultation with coastal pilots, which was brought into full operation in October 2004. A part of the new program addresses cultural issues between pilots and ships’ officers. Pivot Marine, a maritime training provider, assisted with the review of the pilot training program, including examination of recruitment standards.

Monitor safety systems approach adopted in the Great Barrier Reef Pilotage Safety Management Code, in particular the check pilot and pilot audit schemes

The Code was originally issued in July 2001 and then reissued in July 2002 to formally recognise the responsibility of pilotage service providers to appoint check pilots and to incorporate Check Pilot Guidelines in the Code. The aim of the check pilot system is to assess the professional competency of licensed coastal pilots. AMSA has now issued licenses to 21 pilots to undertake duties as check pilots for which they had to complete appropriate training. All pilots seeking to renew their coastal pilot licences are required to have completed a transit with a check pilot before their licence is reissued.

AMSA developed new guidelines on the conduct of check pilot voyages aligned with the Australian National Training Authority Guidelines on Conducting Assessments, which were introduced in late 2004 after consultation with coastal pilots and pilotage service providers. In addition to check pilot voyages, AMSA officers, who have been trained as auditors, continue to carry out audit voyages with coastal pilots to confirm their compliance with the Code.

AMSA commissioned in June 2005 an independent review of coastal pilotage regulation and associated pilotage safety systems, which examined inter alia the ongoing effectiveness of the safety initiatives in the Code. The review was conducted by Captain John McCoy, a former Chairman and Chief Executive of the Marine Board of Victoria, which regulated harbour pilotage in Victoria’s major commercial ports.

The review examined the adequacy of all aspects of coastal pilotage safety regulation, including: requirements for training and licensing, safety standards for pilotage service providers, safety management systems and codes, the check pilots system, audit and monitoring systems, information systems and guidance materials, technologies providing safety information to pilots and service providers and monitoring pilot and pilot service provider activities. It examined the extent of electronic information use by pilots and providers, the extent, if any, that commercial pressures may impact on compliance with safety regulation and safety systems and the ability of the sector to recruit suitably qualified persons to train as coastal pilots.

A report from the review is expected by the end of 2005. Captain McCoy consulted with major stakeholders in the coastal pilotage sector. AMSA will be consulting with coastal pilots and providers about the findings of the review.

Respond to the AMSA-commissioned research study of coastal pilots’ fatigue management and risk based fatigue management strategies

AMSA has undertaken a comprehensive study of coastal pilots’ fatigue management with the aim of recommending improved risk-based fatigue management strategies. An internationally recognised fatigue expert, Professor Drew Dawson, Director of the Centre for Sleep Research in the University of South Australia, conducted the research project examining the fatigue levels involved with coastal pilotage performance. The aim of the study was to provide greater understanding of the specific fatigue issues in relation to coastal pilotage through a contemporary practical study incorporating recent research and applying the latest measuring techniques to current statistical data. Professor Dawson gave a presentation to coastal pilots and pilotage service providers about the study at AMSA’s quarterly coastal pilotage consultation meeting in September 2004. AMSA is progressing the study’s findings in consultation with coastal pilots and providers.

AMSA also has taken steps to improve pilot fatigue management through expert training and monitoring of pilot fatigue in near real time utilising upgraded computer systems to report pilot voyages, the length of pilotage service requirements and rest breaks. Professor Dawson began working with pilotage service providers and coastal pilots in mid-2003 on further improving existing fatigue management policies and practices. This involved discussion with pilotage service providers to assess their fatigue management programs and recommend specific programs for each provider. Fatigue awareness training also was provided for all coastal pilots.

Redevelop information systems to improve quality and timeliness in monitoring coastal pilotage operations in relation to safety regulation

AMSA’s computer system, the Pilotage Application System (PAS), is being enhanced to provide near real time reporting of pilot voyages through the REEFREP Ship Reporting System. The first stage of the upgrade was completed by the end of 2003 and further improvements are being progressed with the aim of being able to monitor the length of pilotage jobs and rest breaks in real time.

Performance Review 2004-2005

Portfolio Outcome: A better transport system for Australia

AMSA Outcome 1: Minimising the risk of shipping incidents and pollution in Australian waters.

Output Group 1: Ship Operations Safety and Marine Environment Protection Program

Output 1.2: An infrastructure for monitoring compliance with safety and environmental protection standards: AMSA monitors compliance with international standards by conducting inspections of ships, cargoes and cargo handling equipment in Australian ports, oversighting ship operations in Australian waters (including coastal pilotage in Torres Strait and the Great Barrier Reef) and issuing certificates of competency to seafarers.

Sub-Output 1.2.1 Improve compliance with standards covering ship condition, operation and handling of cargoes through maintaining and enhancing strategic relationships and increased public and industry awareness on compliance matters.
Measure	Performance 2004-2005
Inspection rate of risk rated eligible ships under the port State control program. (Quality) Targets: Single-hull tankers - 100% High risk ships – 80% Medium to high risk - 60% Low to medium risk - 40% Low risk - 25% Overall target = > 50% [AMSA’s Ship Inspection Decision Support System (SIDSS) aims to improve focus of the port State control program on higher risk ships. It provides a risk rating of each ship based on age, type and inspection history.]	During 2004 the inspection rates were: Single-hull tankers: 100% High risk ships: 96% Medium to high risk: 86% Low to medium risk: 73% Low risk: 60% Overall percentage: 79%
AMSA allocation of priority to older high risk ships (15 or more years) when eligible for inspection. (Quality) Target: 90% of inspections of ships in this risk group within first two port visits after the ship becomes eligible.	97% of inspections of ships in this risk group were conducted within first two port visits after the ship became eligible
Improvement in the standard of foreign flag ships operating in Australian waters. (Quality) Target: Declining trend in average number of deficiencies per inspection	During 2004, the average number of deficiencies per inspection was 2.3 compared to other years: 2003: 2.4 2002: 2.7 2001: 3.0 2000: 3.3
Extent of industry compliance (Quality) Target: Declining trend in average number of non-compliances per audit.	During 2004-05, there were on average 1.1 non-conformances per ISM audit, compared to 1.6 in 2003-04 and 1.2 in 2002-03.
Number of port State control inspections. (Quantity) Target: PSC inspections-2004 estimates: 3,000	During 2004, 3,201 port State control inspections were conducted, seven per cent above the target rate and past calendar years: 2003: 2,827 2002: 2,842 2001: 2,913 2000: 2,926 [Inspections increased in response to higher level of shipping activity worldwide largely arising from strong demand for commodity exports.]
Number of flag State control inspections. (Quantity) Target: 2004 estimate: 100 inspections.	During 2004, 95 flag State inspections were conducted.
Average cost of undertaking port and flag State control inspections. (Price) Target: 2004-2005 estimates: Port State control: $650/inspection Flag State control: $450/inspection	During 2004-2005, the cost of inspections was: Port State control: $680/inspection Flag State control: $442/inspection
Cost of providing a compliance monitoring infrastructure. (Price) Target: 2004-2005 estimate: $12.415 million	During 2004-2005, the cost of compliance monitoring was $12.930 million.
Sub-Output 1.2.2: Maintain a high standard of seafarers’ qualifications
IMO endorsement of the seafarer qualifications system as being compliant with international standards. (Quality) Target: Maintain Australia’s inclusion on IMO “White List” of STCW 95 compliant administrations	During 2004-2005, Australia maintained its inclusion on the IMO “White List” of STCW95 compliant maritime administrations.
Number of certificates issued. (Quantity) Target: 2004-2005 estimates: 500 certifications, 550 oral examinations	During 2004-2005, 2,086 certificates were issued and 438 oral examinations were held compared to 1,946 and 496 in 2003-04.
Person hours spent. (Quantity) Target: 2004-2005 estimates: 19,000 hours	During 2004-2005, 17,900 hours were recorded compares with 17,201 hours in 2003-04.
Cost of maintaining marine qualifications and certification system. (Price) Target: 2004-2005 estimates: $1.877 million Port State control: $650/inspection Flag State control: $450/inspection	During 2004-2005, the cost of maintaining marine qualifications was $1.681 million.

November 2005