This Marine Notice reminds shipowners, operators, masters, crews, recognised organisations, marine pilots and pilotage providers about their obligation to provide and ensure continued safe pilot transfer arrangements on ships.

In this safety lesson, veteran trawl fisher Mark Millward explains what he has learned from involvement in person overboard incidents. Mark has operated in the Queensland East Coast and Torres Strait Prawn Trawl Fisheries for over 40 years.

This course is designed for people who may perform or support the role of finance officer during a marine pollution response.

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.

Do you have a suspicious job offer for work in a maritime industry?

Getting hooked-up is one of the most dangerous situations you can experience on a trawler. Be prepared. Knowing what you and your crew need to do can save lives.

Australia’s policy is that those who pollute our marine environment should be responsible for cleaning up and repairing the damage they have caused. If AMSA has to do this because they do not, then they should pay AMSA.

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.

Find out about AMSA’s performance and stay informed about our progress against key initiatives for 2024–25.

Information for ship owners and operators about the application of the Bunkers Convention in Australia.

The information you provide in your incident report plays an important part in guiding the way we improve maritime safety for everybody on the water. By reporting marine incidents to us, you are also meeting your reporting obligations under Australian laws.

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

On 16 March 2022, a class 2B landing barge collided with a starboard channel marker. The investigation identified that the previous swing engineer did not inform the incoming engineer that the port main engine cooling water suction valve was shut. After getting underway, the engine began to overheat. This distracted the master from monitoring the vessel’s intended track. The vessel’s safety management system did not have an appropriate engineering handover procedure.

Sudden vessel movement resulting in master incapacitation highlights onboard safety risks

The information you provide in your incident report plays an important part in guiding the way we improve maritime safety for everybody on the water. By reporting marine incidents to us, you are also meeting your reporting obligations under Australian laws.

Our regulatory plan is produced annually and contains planned changes to our regulatory instruments.