On 19 November 2020, a class 3B fishing vessel grounded on a beach after the master and two deckhands, fell asleep. The investigation identified that there was no clear procedure for standing watch. Fatigue also contributed to the poor decisions made by the crew around who was supposed to be on watch that morning.

Serious injury to pilot on class 2 vessel in poor weather conditions

These are the deficiencies for MARPOL that our inspectors have found.

A deficiency notice uses codes to show non-compliance found during a Port State control (PSC) inspection.

Australia has an interest in ensuring that the ships which visit our ports and transit our waters are seaworthy, have competent crews, and are able to safely navigate through our sensitive marine areas.

We offer nationally recognised units of competency in marine pollution response and incident management.

The North-East Shipping Management Plan (NE SMP) identifies actions based on information regarding the nature of shipping activity in the north-east region.

Our regulatory program is prepared annually and contains details of planned and completed changes to our regulatory instruments.

Outlines the dangers of using weighted heaving lines when transferring mooring lines to tugs and shore linespersons

As a regulatory body, we are required to publish a range of information about our functions and how we carry them out. We do this under the information publication scheme.

We celebrated Hulita Lamasialeva Fa’anunu’s achievements on World Maritime Day last year. She embodied the 2019 theme—empowering women in the maritime community.

Recent public consultations which are now closed.

Understand the state of the Australian maritime workforce. Find out how many domestic and international seafarers are certificated by AMSA to work in Australia.

Our search and rescue incidents from 2013–14.

A passenger ferry was returning from its scheduled service when an unanticipated wave raised its stern and caused its bow to dive under the water. Water rushed over the bow and a significant amount came through the forward portside access door and into the passenger compartment. The master immediately reduced speed, which expelled most of the water overboard. The forward portside access door had been left open by a crew member who was attempting to alleviate sea sickness among some passengers. The action of leaving the door open during the voyage was contrary to the vessel’s survey requirements. Signage requiring the door to be kept closed when underway was reportedly not seen by crew members. This resulted in water entering the vessel creating a potentially unsafe situation.