Being a seafarer can be demanding at the best of times.

In this edition we provide advice on how to send us large files, what to do if you receive a complaint about a survey, provide guidance on battery safety, and more.

Master distraction leads to vessel grounding during sea trials

The Fixed Wing Aerial Dispersant Capability (FWADC) continues to function as a jointly funded capability in partnership with the Australian Marine Oil Spill Centre (AMOSC).

All ships must follow the requirements of MARPOL Annex V when discharging cargo residue.

There is increasing use of remotely operated and autonomous technology in Australia and worldwide across a range of fields.

If you are no longer carrying out commercial operations outside the Australian exclusive economic zone, you can switch to being a domestic commercial vessel by surrendering your regulated Australian vessel (RAV) Certificate of survey , Maritime Labour Certificate, and load line certificate. You can then apply for domestic commercial vessel certification.

Ships registered on the Australian general shipping register have Australian nationality.

Safety Alert: 02/2021 aims to raise awareness of correct use of hydrostatic release units, for both float-free life rafts and float-free EPIRBS.

If you submit an incomplete application, we will not progress your application for a domestic commercial vessel permission or approval.

AMSA’s invoicing process is changing. From 1 March 2022, all invoices for AMSA must be emailed as a PDF attachment to our new centralised email address (invoices@amsa.gov.au) for automated processing. This will ensure invoices are processed more quickly for payment.

Guidance on using an exhaust gas cleaning system (EGCS) to meet the fuel sulphur limit of 0.50% m/m, as required under MARPOL Annex VI and Australian law.

You can prepare in case your ship is inspected during a visit to an Australian port.

A charter vessel transiting between research sites at night collided with a stationary vessel. The stationary vessel’s master claimed to have an anchor light on, but the crew of the charter vessel stated they did not see any navigation lights. The master of the stationary vessel was preparing food on the vessel at the time and may have obstructed the anchor light view from the charter vessel’s crew. The master of the charter vessel was found to have been operating at high speed given the conditions (night operations). This also rendered the lookout ineffective.

Maritime discharges of oil and noxious liquid substances during emergencies and pollution response situations.