We are motivated by our mission and vision.

Purpose To ensure that navigation corridors are used appropriately when planning on ECDIS, and to ensure that a voyage plan approved by the ship’s Master is executed within the planne

Course and study subjects for deck and engineer certificates of recognition.

There are a range of chemical tools which can reduce the harmful effects of an oil spill.

We have a joint memorandum of understanding (MOU) with the National Offshore Petroleum Safety and Environmental Management Authority. The MOU supports safety and environmental management for the offshore energy sector.

Our Board is appointed by the Minister for Infrastructure, Transport, Regional Development and Local Government.

Since December 2016, we have conducted 174 compliance checks on 84 cruise ships with 100 per cent compliance observed.

The RFL applies to most sea-going vessels operating in Australia. It helps fund the cost of safety activities, such as vessel inspections and surveys.

These general exemptions are now superseded or repealed. Superseded and repealed exemptions may affect how the national system works for you.

Reminding those who own, operate or are on board Australian ships, about offences under Australian sanction laws. The information has been prepared by the Australian Sanctions Office.

A marine notice provides important safety related information, general guidance and details about upcoming changes to legislation to the shipping and maritime community.

Guidance on the installation, testing and correct operation of oil filtering equipment (oily water separators) to support compliance with resolution MEPC.107(49) under MARPOL Annex I Regulation 14.

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.

On the evening of 2 April 2022, a Sydney Harbour ferry was operating a regular route between Manly and Circular Quay. A group of young males were exhibiting risk taking behaviour on the deck during adverse weather conditions. One of the group jumped, stumbled, and fell overboard without a lifejacket. The master came about and followed the ferry track back at dead slow to find the person overboard (POB). The POB had the presence of mind to use his mobile phone torch light in the dark to alert the master of his presence and was rescued.

A charter fishing vessel proceeding to a fishing spot began experiencing progressively worsening weather conditions and water ingress. Despite the owner’s warning prior to departure and passenger complaints, the master continued to the fishing destination. Strong winds and waves hampered anchoring, with water accumulating on deck through the transom door to the point of flooding. The vessel’s EPIRB was deployed, and a rescue helicopter attended, winching the master and passengers to safety.

A Class 1 passenger vessel’s port engine caught fire whilst northeast of Fraser Island with 82 passengers and crew onboard. The investigation found that regular planned engine maintenance, in accordance with manufacturer’s specifications, was not in place at the time of the incident. The crew’s response to the incident was immediate and effective. The transfer of the 77 passengers to a nearby vessel, which attended the distress call within 10 minutes, was undertaken quickly and effectively by the master and crew.

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.