Standard for Marine Construction Activities within

Standard for Marine Construction Activities within Gladstone Harbour, Maritime Safety Queensland, November 2012 1

Standard for Marine Construction Activities within

Gladstone Harbour Version 1.12 November 2012



Table of Contents

Table of Contents ................................................................................................... 3 Table of Amendments ................................................................................................ 5

Section 1 Marine Construction Activity Area .......................................................... 7 1.1 Description ................................................................................................... 7

1.1.1 Small Craft Anchorage Area................................................................................................9

Section 2 Port Rules ....................................................................................... 12 2.1 General ...................................................................................................... 12 2.2 Port Rules................................................................................................... 12

Section 3 Vessel Information ............................................................................ 14 3.1 Automatic Identification System and Electronic Chart System................................ 14

3.1.1 Automatic Identification System .........................................................................................14 3.1.2 Electronic Chart System ..................................................................................................15 3.2 Vessel Specific Information ............................................................................ 15

3.2.1 Barges .......................................................................................................................15 3.2.2 Jack-up Barges .............................................................................................................16 3.2.3 Passenger Transfer Vessels .............................................................................................16 3.2.4 Tugs ..........................................................................................................................16

Section 4 Crew Information .............................................................................. 17 4.1 General ...................................................................................................... 17

4.1.1 Vessel Master...............................................................................................................17 4.1.2 Tug and Unpowered Tow Combinations ...............................................................................18 4.1.3 Barge Masters ..............................................................................................................18 4.1.4 Mates.........................................................................................................................18 4.1.5 Deckhands ..................................................................................................................19 4.1.6 Foreign Certificates ........................................................................................................19 4.1.7 Local Operator Group .....................................................................................................19 4.1.8 Crew Induction Training...................................................................................................19

Section 5 Operating Procedures........................................................................ 20 5.1 Communication Procedure ............................................................................. 20 5.2 Passenger Number Verification Procedure ......................................................... 21 5.3 Evacuation Procedure ................................................................................... 22 5.4 Cyclone Contingency Plan.............................................................................. 22

5.4.1 Cyclone Procedures .......................................................................................................22 5.4.2 Cyclone Watch .............................................................................................................22 5.4.3 Cyclone Warning ...........................................................................................................23 5.4.4 Port Closure and Reopening .............................................................................................23 5.4.5 Construction Traffic Cyclone Procedures ..............................................................................24 5.5 Ship-Sourced Pollution Management ................................................................ 24

5.5.1 Oil & Chemicals ............................................................................................................25 5.5.2 Bunkering....................................................................................................................25 5.5.3 Sewage ......................................................................................................................26 5.5.4 Garbage .....................................................................................................................27 5.5.5 Insurance ....................................................................................................................27 5.5.6 Summary of Pollution Prevention Documentation ....................................................................28 5.6 Marine Incident Reporting .............................................................................. 28

5.6.1 Marine Incident Reporting (Australian Maritime Safety Authority)..................................................29 5.7 Marine Pollution Reporting ............................................................................. 29 5.8 Environmental Incidents ................................................................................ 30 5.9 Dangerous Goods Transportation .................................................................... 30 5.10 Floating Infrastructure ................................................................................... 30

5.10.1 Buoy and Pipeline Lighting ...............................................................................................30


5.10.2 Buoy Moorings..............................................................................................................30 5.10.3 Manning .....................................................................................................................31

Section 6 Marine Execution Plans...................................................................... 32 6.1 Operational Aspects...................................................................................... 32 6.2 Example Marine Execution Plan Contents .......................................................... 32

Section 7 Construction Traffic Rules .................................................................. 35 7.1 Introduction ................................................................................................ 35 7.2 Rules ......................................................................................................... 35 7.3 On water rules ............................................................................................. 35 7.4 Onboard rules.............................................................................................. 37 7.5 Chartlets..................................................................................................... 38

Section 8 Appendices ..................................................................................... 41 8.1 Dangerous Cargo Report form......................................................................... 41 8.2 Marine Incident Report (form F3071) ................................................................. 43 8.3 Automatic Identification System (AIS) Class B fact sheet ...................................... 47 8.4 Procedure for Issuing Pilotage Exemption Qualifications ...................................... 50

8.4.1 Introduction..................................................................................................................50 8.4.2 Restricted Pilots ............................................................................................................50 8.4.3 Senior Masters .............................................................................................................51 8.5 PEC Procedure ............................................................................................ 51

8.5.1 Auditing ......................................................................................................................52 8.5.2 Alternative Procedures ....................................................................................................52 8.6 Registration Guidelines ................................................................................. 53


Table of Amendments

If you have any questions regarding this document or if you have a suggestion for improvements, please contact:

Contact officer ................Regional Harbour Master (Gladstone)

Phone: ............................+61 7 4973 1200

Fax .................................+61 7 4972 5520

Date Page/ section

Description Version

24/03/2010 7 Section 2.1.4 Jack-up barges created March 2010

11/05/2010 5 Section 1.1 Revised Construction Area chartlet May 2010

03/06/2010

7

8

26

29

Section 2.1 Reference to AIS requirements

Section 2.2 AIS requirements

Section 5.4 AIS Class A Fact Sheet

Section 5.5 AIS Class B Fact Sheet

June 2010

23/11/2010 7 Section 2.2 AIS (Automatic Identification System) October 2010

25/12/2010 6 Section 2.1.2 Barges December 2010

19/01/2011 4 Section 1.1.1 Small craft anchorage area January 2011

25/03/2011 8-9 Section 2.1.1 Tugs and Work Vessels

Section 2.1.2 Barges March 2011

22/07/2011

10 – 11

12 - 13

33 - 38

Section 2.2 Automatic Identification Systems and Electronic Navigation Charts

Section 3.1.1 Vessel master

Appendix 5.6 Pilotage Exemption Procedures

July 2011

16/08/2011 12 – 13 Section 3.1.1 Vessel Master August 2011

20/10/2011

6

11

12

12

12

14

15

16

18

18

19

21 24

28

30

44

47

Section 1.1.1 Small craft anchorage area – chartlets showing marine construction activity area reordered for clarity, buoy mooring information added, including chartlet on additional buoy mooring area

Section 2 Renamed and Port Rules added

Section 3 Renamed Vessel Information

Section 3.1.1 AIS - need to receive Message 21 added

Section 3.2.1 Tugs – clarification of need for barge master and areas requiring 2 tugs

Section 3.2.2 Passenger Transfer vessels – additional requirements added

Section 4 Renamed Crew Information

Section 4.1.3 Foreign Certificates – reference to Certificate of Recognition added

Section 5 Renamed Operating Procedures

Section 5.1 Communication Procedure updated

Section 5.1.1 Dredging movement communication procedure added

Section 5.4 Cyclone contingency plan updated

Section on environmental incident report procedure deleted – duplication of previous section 5.6.2

Section 5.6.4 Sewage- reference to MSQ website for restrictions added

Section 6 Added and named Marine Execution Plan

Section 7 New section number for Appendices

Section 7.6.1 Statement on First Mate eligibility for PEC added

Section 8.0 Construction traffic port rules added

October 2011

29/06/2012

7-8

12

14

14

16

17

18

18

19

20

22

24-27

Section 1.1 Chartlets replaced

Section 2.1 Added requirement for RHM advice of new vessels entering harbour

Section 3.2 Renamed Vessel Specific Information

Section 3.2.1 Clarification to wording on barge manning and tug use

Section 4.1.1 Reference to AMSA added

Section 4.1.4 Section of Mates added

Section 4.1.7 Local Operator Group section added

Section 4.1.8 Section on Crew Induction Training added

Section 5.1 Communication Procedure updated

Section 5.2.1/2 Active & Passive counting method description deleted

Section 5.4 Minor updates to cyclone procedure wording for clarity

Section 5.5 Ship-Sourced Pollution Management section added

June 2012

V 1.11


29

30

33/39

Section 5.10 Buoy and Pipeline Lights section added

Section 6 Minor updates to MEP section for clarity

Section 7/8 Section numbers swapped

Section 8.1 and 8.4 Appendices on Anchoring and AIS A deleted

9/11/12

13

14

15

15

16

18

19

20

22

23

24

26

29

30

31

32

35

40

Section 3.1.1 AIS required for passenger vessels greater than 6m and clarification of information to be broadcast by AIS

Section 3.1.2 Electronic Chart System required for passenger vessels greater than 6m

Section 3.2.1 Clarification of use of assist tugs

Section 3.2.3 Passenger vessels greater than 6m require yellow flashing light

Section 3.2.4 Tugs New Section

Section 4.1.3 Clarification of Barge Master local knowledge requirement

Section 4.1.8 Crew Induction Training date added

Section 5.1 REEFVTS Ch 14 added to table

Section 5.1.1 Dredging communication procedure deleted

Section 5.4.2 Update to VHF channels for cyclone notification

Section 5.4.3 Update to VHF channels for cyclone notification

Section 5.4.4 Minor clarification to Port reopening requirement

Section 5.4.5 Inclusion of timing to proceed to nominated safe havens and clarification around buoy mooring areas

Section 5.5.3 Clarification of untreated sewage requirements

Section 5.7 Amended VHF channel for Pollution reporting and VTS email address

Section 5.9 Removed reference to Dangerous Goods Permit

Section 5.10 Renamed Floating Infrastructure

Section 5.10.1 Removed reference to cascading lights

Section 5.10.2 Added section on Buoy Mooring reporting

Section 5.10.3 Added section on Manning requirements in certain locations

Section 6.2 Addition of Tug quick release load test to be included in MEP

Section 7.3 On Water Rules amendment to Fishermans Landing rule

Charlet update to reflect On Water Rules amendment

November 2012

V 1.12


Section 1 Marine Construction Activity Area

1.1 Description

The marine construction activity area consists of the waters of Gladstone Harbour west and north-west of a line from Gatcombe Head on Facing Island to Canoe Point on the mainland to a line from the western shore of Curtis Island to the eastern extremity of Worthington Island then to the western shore of the mainland adjacent to Worthington Island.

The Gladstone marine construction activity is shown on the following two chartlets. This area may be amended from time to time as circumstances dictate.



1.1.1 Small Craft Anchorage Area

A small craft anchorage area including buoy moorings has been established between Laird Point and South Passage Island as indicated on map C2-157. Gladstone Ports Corporation (GPC) is responsible for the management of this small craft anchorage. Permission must be sought from the GPC prior to any anchoring or mooring of vessels within the construction zone. The GPC will determine and allocate a suitable area for all vessels that wish to anchor or moor within the construction zone. Further small craft anchorage areas have been established as indicated on map S80-21. These lie in the Quoin Channel and Facing Channel, within the following coordinates:

Quoin Channel Latitude longitude 23° 48.75' S 151° 16.51' E 23° 48.87' S 151° 16.39' E 23° 49.13' S 151° 16.26' E 23° 49.30' S 151° 16.44' E 23° 50.00' S 151° 17.79' E 23° 49.84' S 151° 17.87' E 23° 49.55' S 151° 17.65' E 23° 49.26' S 151° 17.05' E 23° 49.09' S 151° 17.05' E 23° 48.93' S 151° 16.72' E Facing Channel Latitude longitude 23° 49.11' S 151° 19.02' E 23° 50.12' S 151° 19.50' E 23° 50.23' S 151° 19.72' E 23° 50.14' S 151° 19.90' E 23° 49.43' S 151° 19.59' E 23° 49.05' S 151° 19.31' E Gladstone Ports Corporation (GPC) is responsible for the management of these small craft anchorage areas. Permission must be sought from GPC prior to any anchoring or mooring. Mariners are requested to navigate this area with caution passing at slow speed with minimal wash.




Section 2 Port Rules

2.1 General

All vessels engaged in marine construction activities are required to observe the following conditions:

• They must be registered for commercial operations to satisfy the requirements of Maritime Safety Queensland (MSQ).

• They must be inspected by an MSQ approved marine surveyor prior to commencing work. This may best be conducted prior to departing their previous port if outside Queensland, regardless of class status.

• The Regional Harbour Master (RHM) is to be advised by a Proponent of the acceptance of a vessel for employment in the construction area and the vessel’s owner or charterer is to seek approval for the vessel to enter Gladstone Harbour prior to its arrival. As a minimum the RHM will require details of the vessel, where it is to be berthed or moored on arrival and prior to use until it is approved to work in the construction area.

• All vessels utilised in any operations for marine construction activities within the port of Gladstone must be suitable for all operating conditions that may be experienced.

• All vessels working within the defined area (marine construction activity area) shall have a service speed of no less than five knots against any tide or weather condition.

• Vessels are to display flags/day shapes, as appropriate to the task being conducted.

• Vessels are to show appropriate lights during hours of darkness.

• Vessels are to have operating AIS (Automatic Identification System) in accordance with the requirements specified in section 3.1.

• All vessels are to contact Gladstone Harbour Control at the start of each journey and communicate their departure point and destination. See further requirements in Section 5.1 Communication Procedures.

• Vessels are to comply with the requirements of the:

o Transport Operations (Marine Safety) Act 1994 and Transport Operations (Marine Safety) Regulation 2004

o Transport Operations (Marine Pollution) Act 1995 and Transport Operations (Marine Pollution) Regulation 2008

o International Regulations for the Prevention of Collisions at Sea (Colregs)

o Port Procedures and Information for Shipping for the port of Gladstone.

In addition to the above, the specific requirements listed in the following sections are also to be observed.

2.2 Port Rules

To ensure the safety of vessel movements in Gladstone, in May 2011, MSQ in partnership with LNG proponents and GPC established the Maritime Scheduling Committee.

It was agreed by the Committee that in areas of congestion and interaction, the establishment of ‘on water’ rules would be the most efficient way of regulating the movement of vessels to reduce the risk of an incident. ‘Onboard’ rules were also established for all vessels.

The on water rules are in addition to the existing rules found in the Port Procedures Manual and Information for Shipping that the relevant vessels must obey.

The onboard rules are additional best practices that the master of the vessel is to carry out as part of his safe vessel operations.


These rules will be reviewed from time to time as changes occur to construction and development activities in the port.

The port rules can be found in Section 7 – Construction Traffic Rules.


Section 3 Vessel Information

3.1 Automatic Identification System and Electronic Chart System

Automatic Identification System (AIS) and Electronic Chart System (ECS) can be utilised to enhance situational awareness and aid collision avoidance. The performance and effectiveness of AIS and ECS as aids to masters and vessel traffic service operators is heavily dependent on the correct configuration and operation of these units.

All requirements listed here are considered to be minimum requirements. The equipment prescribed in this Standard is to improve situational awareness and collision avoidance and does not replace navigational equipment mandated by relevant state, national, or international legislation.

3.1.1 Automatic Identification System

All commercial vessels 10 metres or greater in length (excluding dumb barges) and all passenger transfer vessels 6 metres or greater in length, involved in construction activities in the Port and not required to carry Class A AIS must have Class B

1 AIS transceivers installed,

configured and operating in the manner prescribed in this document.

The AIS unit must:

• comply with International Electrotechnical Commission (IEC) standards2

• be installed, configured and operated so as to transmit and receive AIS data and display received AIS data on an ECS

• broadcast prescribed static information indicating certain particulars of the vessel including Maritime Mobile Service Identity (MMSI)

3, name, type of vessel, call sign (if

applicable) and dimensions of vessel.

• broadcast prescribed dynamic information4 about the vessel’s position and movement

• refresh dynamic information at intervals no greater than every 30 seconds (if the speed over ground of the vessel is greater than two knots) and no greater than every three minutes (if the speed over ground of the vessel is equal to or less than two knots)

• be capable of receiving VDL (VHF Data Link) Message 21 – Aids To Navigation Report for reception of Virtual Aid to Navigation information.

Masters will be required to demonstrate their ability to use AIS equipment as a situational awareness tool.

Further information about AIS units is provided in Appendix 8.3.

1 Class B AIS transceivers are AIS units that perform not necessarily in full accordance with IMO’s AIS requirements. Class B units are defined in Recommendation ITU-R M.1371 and test standard IEC 62287. 2 In particular the AIS unit must conform with the following IEC standards as appropriate:

1. IEC 62287-1 Maritime navigation and radio communication equipment and systems – Class B ship-borne equipment of the Automatic Identification System (AIS) – Part 1: Carrier Sense time division multiple access (CSTMDA) techniques

2. IEC 61993-2 Maritime navigation and radio communication equipment and systems – Automatic Identification Systems (AIS) – Part 2: Class A shipborne equipment of the universal Automatic Identification Systems (AIS) – Operational and performance requirements, methods of test and required test results

In particular the radar is recommended to conform with the following IEC standard: 3. IEC 62252 Maritime navigation and radio communication equipment and systems – Radar for craft not in

compliance with IMO SOLAS Chapter V – Performance requirements, methods of test and required test results 3 The Australian Maritime Safety Authority (AMSA) allocates and issues MMSI to vessels.

4 Dynamic information to be broadcast includes the vessel’s position (with accuracy indication and integrity status), time (in

UTC), course over ground, speed over ground and true heading (optional).


3.1.2 Electronic Chart System

All commercial vessels 10 metres or greater in length (excluding dumb barges) and all passenger transfer vessels 6 metres or greater in length, involved in construction activities must have an ECS, operating and configured to display prescribed AIS vessel information for the vessel and vessels in the vicinity on a single graphic display, that complies with the National Standard for Commercial Vessels

5.

The ECS must show the following AIS information for vessels in the vicinity:

• vessel name • position and time of position • course and speed over ground • Closest Point Approach (CPA) • Time to Closest Point of Approach (TCPA). An AIS Minimum Keyboard Display (MKD) which provides information as text only or an MKD which provides limited graphics is not sufficient. Masters are to ensure that the datum of the charts used by the ECS and the electronic position fixing system used by the AIS transceiver are both set to WGS-84. Masters are to ensure that charts used are current and appropriate for the operating conditions within the Port of Gladstone.

3.2 Vessel Specific Information

All vessels must comply with minimum manning levels as per the National Standard for Commercial Vessels (NSCV) Part D Chapter 2, except vessels less than 12 metres, including tender vessels, which are to have a minimum of two crew.

All vessels towing barges and any other floating plant in the Marine Construction Activity Area are required to have sufficient horsepower to enable them to fully navigate all areas of the harbour at all states of the flood and ebb tides (Section 2.1 dot point 5 provides guidance on the minimum acceptable).

3.2.1 Barges

• When any barge is fitted with a crane, pile driver, excavator, or any other equipment that may affect stability (whether the equipment is being used or not), the barge must be manned by a barge master, in addition to the supporting tug’s master. The barge master is to hold a minimum of Master Class 4 and is responsible for safe operations aboard the barge.

• The Master Class 4 may be aboard the support tug when tied alongside. Should the Master Class 4 leave the immediate work area, works are to cease.

• Barges less than 24 metres fitted with equipment where stability is not a concern (for example, drill rigs with up to a six metre mast) must have at least a Master Class 5 in attendance.

• Barges must be equipped with a VHF radio to enable contact with harbour control. The radio is to be clearly heard on deck (speakers to be employed if required) and in addition a hand held radio must be carried by the barge master.

• All manned barges must have a tender vessel in attendance. As the barge is fitted with life saving appliances, the tender does not need to be of a capacity to carry the entire barge crew at once.

• All barge traffic operating at facilities behind the Clinton Wharves RG Tanna coal facility, irrespective of the cargo carried by the barge, shall employ 2 tugs. Under this

5 As specified in Annex C to Part C, Section 7, Subsection 7C of the National Standard for Commercial Vessels: 2.2.2.3 Display legibility - The display shall be viewable and all text legible by day and night at a minimum distance of 1 metre from the ECS or where the design of the navigation control station does not allow a 1 metre viewing distance, the maximum distance that the person responsible for navigation may be from the ECS while navigating the vessel.


arrangement 1 tug will act as a primary tug and 1 tug will act as an assist. Both tugs are to be secured to the barge at all times when behind the wharves until such time as the unit is clear to the south. The assist tug is to be of sufficient capacity that is can control and safely manoeuvre the combination, in the event the primary tug suffers a casualty. A lines or work boat will not be considered to be an assist tug.

• Barge traffic operating within the construction area will generally be controlled by a primary tug or in certain circumstances with an assist tug standing by alongside the barge, or connected up to the barge. The machinery configuration of the primary tug, the use of the assist tug and the size of the tugs will be agreed by the Regional Harbour Master (RHM) during the MEP approval process. Contractors are encouraged to discuss their proposals with the RHM well in advance of the presentation of any documents to ensure only suitable vessels are put forward for approval.

3.2.2 Jack-up Barges

Any barges that are jack-up barges engaged in marine construction activities are required to comply with the following:

• When a jack-up barge less than 24 metres is not in the jacked-up position but is a ship and in the water then it must have in attendance a person that holds at least the minimum of a Master Class 5 certificate of competence.

• If a jack-up barge less than 24 metres is attended by a tug or work vessel then it is taken to comply if the tug or work vessel is manned by at least a Master Class 5.

• When the jack-up barge is greater than 24 metres, not in the jacked-up position but is a ship and in the water then it must have in attendance a person that holds at least the minimum of a Master Class 4 certificate of competence.

• If a jack-up barge greater than 24 metres is attended by a tug or work vessel then it is taken to comply if the tug or work vessel is manned by at least a Master Class 4 certificate of competence.

• When in the jacked-up mode, the barge does not require a Master 4 or 5 but it does require competent personnel to operate the jack-up in accordance with any operational policies and procedures whilst in operation.

3.2.3 Passenger Transfer Vessels

• Construction passenger transfer vessels are to display a yellow flashing light. The yellow flashing light is to be in accordance with the specifications prescribed by Rule 21 of the International Regulations for the prevention of Collisions at Sea (ColRegs) and must: o be installed so as to provide 360° arc of visibility o only be displayed when the vessel is underway. o satisfy the colour and intensity specifications of Sections 7 and 8 of Annex 1 (of the

Colregs) o be displayed on all passenger transfer vessels of greater than 6 metres in length.

• Passenger transfer vessels are not to exceed a maximum speed of 25 knots.

• The commercial operator is to submit a Passenger numbers verification procedure as part of a marine execution plan prior to commencing works, including the method of tracking passenger numbers and identities in the event of marine emergencies.

• All passengers travelling on RO-RO vessels are not permitted to travel inside vehicles. All passengers must be accommodated in the passenger accommodation area only.

3.2.4 Tugs

All tugs new to the Gladstone marine construction area, must ensure the tow hook/ winch quick release will operate under all towing conditions via a load test. This test must be undertaken with an MSQ or Class surveyor and the results of this test provided to the RHM with the vessel’s Marine Execution Plan. Approval to operate will not be given until the results of this test are provided.


Section 4 Crew Information

4.1 General

The following are the minimum requirements for manning vessels operating in the construction area.

4.1.1 Vessel Master

The master must:

• hold the appropriate qualification for the size and class of the vessel

• sit a Gladstone Harbour marine induction course, including a local knowledge test with MSQ and be issued with a letter of certification from the Regional Harbour Master (reference section 88 (1) and (2) of Transport Operations (Marine Safety) Regulation 2004)

• be familiar with Gladstone Harbour and have documented sea time within Gladstone Harbour with the company consisting of:

o a minimum of 40 hours (five days) of appropriate time working within the harbour on similar vessels

o a minimum of 16 hours (two days) of appropriate time working within Gladstone Harbour conducting night time operations (incorporated in the 40 hours)

o have successfully completed a local knowledge test with Maritime Safety Queensland (MSQ)

o demonstrate and provide confirmation to MSQ that all crew have been inducted in the operation of basic emergency marine radio communication skills on the vessel in case of an emergency.

Minimum qualifications for masters operating construction craft in the Gladstone Pilotage area are specified in the table below:

Queensland issued certificate of competence

Vessels Minimum certificate of competence required

Local knowledge test

Local area endorsement on Queensland certificate of competence

Endorsement of competence for pilotage area

Pilotage Exemption Certificate

Less than 12 m long

Coxswain X - - -

Less than 24 m long

Master Class 5 X - - -

Less than 35 m long

Master Class 4 X - - -

Less than 50 m long

Master Class 4 X X - -

Less than 80 m long

Master Class 4 X - X -

80 m or greater Relevant certificate of competence are issued by the Australian Maritime Safety Authority X

• Area endorsements on certificates of competence will be for specific areas within the

Gladstone pilotage area and nominated vessels. • Pilotage exemption certificates will be for specific parts of the pilotage area and nominated

vessels. • Masters operating vessels greater than 35 m but less than 50 m in length will require their

certificate of competence to be endorsed to operate nominated vessels.


Australian or other Australian state certificate of competence

• Special conditions apply to vessels declared under s8AA of the Navigation Act 1912 and

AMSA guidance should be sought on the requirements for these vessels. • Pilotage exemption certificates will be for specific parts of the pilotage area and nominated

vessels. • Masters operating vessels greater than 35 m but less than 50 m in length will require their

certificate of competence to be endorsed to operate nominated vessels.

4.1.2 Tug and Unpowered Tow Combinations

• Certificate of competence per powered vessel length as described above. • Tug and unpowered tow combinations are classified as a ‘small ship’ as detailed in s176(b)

of the Transport Operations (Marine Safety) Regulation 2004.

• For combinations of ships over 50 m up to 80 m (total lengths of ships), in addition to the relevant certificate of competence and successful completion of specified local knowledge test, masters require an endorsement of certificate of competence for specific vessels or combinations of vessels.

• For combinations of ships over 80 m (total lengths of ships), in addition to the relevant certificate of competence and successful completion of specified local knowledge test, masters will require a Pilotage Exemption Certificate.

4.1.3 Barge Masters

• Barge masters supervising barges where stability is a concern (to be determined by the regional harbour master) should hold a minimum qualification of Master Class 4.

• Barge masters supervising barges less than 24 metres in length where stability is not a concern (to be determined by the regional harbour master) should have minimum of Master Class 5.

• Barge Masters, when Master of a dumb barge, under this subsection are not required to possess a local knowledge qualification for Gladstone Harbour in accordance with Section 4.1.1

4.1.4 Mates

In the event of the incapacity of a vessel’s Master, the Mate must be ready to take command of the vessel. The Mate should therefore possess a measure of knowledge of Gladstone Harbour to enable the person to safely navigate the vessel within the harbour. Companies are to ensure from 01 July 2012 all Mates joining vessels are to be provided with local knowledge training as part of their induction training and a record of completion of the local knowledge training is to be held either by the individual or their company

Vessels Minimum certificate of competence required

Local knowledge test

Certificate of competence in recognition

Endorsement of competence for pilotage area

Pilotage Exemption Certificate

Less than 12 m long Coxswain X - - -

Less than 24 m long Master Class 5 X - - -

Less than 35 m long Master Class 4 X - - -

Less than 50 m long Master Class 4 X X - -

Less than 80 m long Master Class 4 X - - X

Less than 120 m long Master Class 2 X - - X

120 m long or greater Master Class 1 X - - X


4.1.5 Deckhands

Deckhands must: • have formalised marine occupational health and safety (OHS) training (formally ESS) or

equivalent • hold the minimum of a recreational boat licence • hold a current first aid certificate • be in-house competency trained to operate the vessel in emergency situations including

radio communications.

4.1.6 Foreign Certificates

Masters with foreign certificates should consult the Australian Maritime Safety Authority for

information on the issue of certificates of recognition.

4.1.7 Local Operator Group

A local operator group has been formed to:

• foster a shared understanding of the risks of marine construction activities • improve communications between operators on water

• and develop collaborative approaches to managing marine safety The local operator group oversees the work of specialist operator groups in the areas of tug and tow, passenger ships, and RoRo ships. Membership of these industry-lead groups is by invitation and all companies participating in on-water marine construction activities are encouraged to attend. For more information about the local operator groups please email [email protected].

4.1.8 Crew Induction Training

All masters and crew joining vessels or companies after 01 July 2012 to undertake a Gladstone Harbour marine induction course to prepare them for the unique challenges they will face when working on the water in Gladstone. This course will be arranged by your company as part of the overall Induction Process and a record of completion of the marine induction training is to be held either by the individual or their company Maritime Safety Queensland has produced the booklet Introduction to the Port of Gladstone for the use of people intending to work in the marine construction zone. The content detailed in this booklet will be used as a guide for the Gladstone Harbour Marine Induction Course provided by your employer.

All personnel working on Gladstone Harbour are encouraged to read and become familiar with the contents of this booklet


Section 5 Operating Procedures

5.1 Communication Procedure

In order to enhance the safety of vessels within Gladstone harbour, as well as maintain efficient communications for all port users, revised communications procedures have been implemented and are to be adhered to by all vessels operating in the Port of Gladstone. It is mandatory for ALL construction craft operating in Gladstone Harbour to establish and maintain radio communications with Gladstone VTS on VHF Ch15, advising of departure point and intended destination. Vessels are NOT to commence moving within the pilotage area prior to establishing communications and advising VTS of intended movement. Subsequent instructions and advice received from Gladstone VTS is to be adhered to at all times. (Note: there is no requirement for construction craft to notify Gladstone Harbour Control of their arrival at their destination). The following table details the radio channels used in the Port of Gladstone and the service each channel provides. As channels listed are dedicated harbour working channels specific to particular harbour operations, construction craft are only to use VHF channel 15 except when being called by commercial vessels on channel 13. Note: It is mandatory that all construction craft be able to simultaneously work VHF Ch13 and 15 whilst maintaining a listening watch on VHF Ch16. Gladstone Harbour VHF radio channels

Channel Call sign Service

06 User Bunker Operations

08 User (tugs/pilots) Secondary tug (port) operating channel

09 User Standby channel for port working

10 User (GHC, heli, pilot launch) Pilot transfer operations

12 User (tugs/pilots) Primary tug (port) operating channel

13 Gladstone Harbour Control Vessel reporting, vessel traffic management, port working

14 REEFVTS Vessels transiting Great Barrier Reef

15 User Construction craft working channel

16 User Emergency and initial calling

82 User Small craft repeater channel Construction vessels must utilise UHF radio for communicating between individual operations (for example, a tug and its barge) and in-house communications. In order to assist with construction craft master onboard decision making Gladstone VTS will transmit an all ships broadcast on VHF channel 15 advising when commercial vessels are approaching designated waypoints. This is a general broadcast and there is no requirement to respond via radio. The following examples indicate a typical radio broadcast and format. ‘All ships this is Gladstone Harbour Control – the vessel ONKA SPIRIT is approaching A1 inbound to Clinton Coal Facility number 3 using main channels and Clinton Bypass …out.’ ‘All ships this is Gladstone Harbour Control – the vessel RTM WAKMATHA is G1 inbound to Fishermans Landing 1 using main channels …out.’ Construction activities have increased port activity tenfold and consequently, ‘choke-points’ have been identified within the harbour where it is deemed hazardous for both commercial shipping and construction craft to inhabit the same water simultaneously. To facilitate the avoidance of this interaction, designated waypoints have been established where it is


mandatory for vessels involved in construction activities to advise other port users they are approaching an area of concern. When approaching waypoints, vessels associated with construction activities need only make advisory transmissions indicating positions of their vessels and destination. Gladstone Harbour Control will not answer calls unless identified in the initial call. Note: Due to speed and manoeuvrability, there is no requirement for fast ferries, or vessels proceeding in excess of 15kts, to report when approaching waypoints T1 and T10.

Vessels are to make an ‘All Ships’ call when approaching the following designated reporting points:

Commercial Construction

G1 Buoy (inbound) Yes No

G4 Buoy (outbound) No Yes

A1 Beacon (inbound) Yes No

T1 Beacon (inbound and outbound) No Yes

T10 Buoy (outbound) No Yes

Approaching Auckland Creek (300 m) (inbound to Marina)

No Yes

Marina entrance (250 m inside) (outbound) No Yes

To ensure good understanding of intentions and to maintain sound communications, correct marine radio etiquette is to be observed at all times including listening for other radio transmissions prior to transmitting, clarity in transmissions and patience.

Examples of standard radio transmissions are: ‘Gladstone Harbour Control this is Blue Moon – Departing QC3 to Laird Point 23 POB’

‘Gladstone Harbour Control this is King Stan – departing Marina for GL5’ ‘All ships this is Witless Wisdom – Approaching Auckland Creek’ ‘All ships this is Old Edition – Approaching T1 outbound Marina’

5.2 Passenger Number Verification Procedure

There must be a passenger number verification procedure carried on board as per the Transport Operations (Marine Safety) Regulation Division 11 – Section 133. This procedure should ensure all persons on board can be accounted for and should include requirements for crew lists and passenger manifests.

A count of all persons on board shall be made and recorded when a ship is used to transport passengers. Confirmation of this check must be noted in the ship’s log book/diary (passenger and crew numbers at the top of each diary page). Before the ship departs any berth mooring or anchorage, the master must ensure a crew member: • counts all persons on board • makes a written record of the count • verifies the count by signing the written record.

If anyone leaves the ship permanently for alternative transport to shore or another ship, or if an additional person permanently joins the ship, the master must ensure a crew member: • counts each person as they leave the ship • counts each person as they board the ship • makes a written record of each of the counts


• makes a written record of the number of persons currently on board • verifies the information recorded under paragraphs (c) and (d) by signing the written

record. The owner or master must keep each record made under this procedure for at least one year.

5.3 Evacuation Procedure

Owners/operators shall provide details of their evacuation procedure for all persons involved in marine construction activities as part of the marine execution plan (see Section 6), for approval by the Regional Harbour Master. This evacuation procedure should outline the interaction with Port services, facilities or emergency services. Information provided must include but is not limited to: • Evacuation of persons involved in shore based facilities. • Evacuation of crew and passengers working on all vessels involved in the marine

construction group. • Evacuation of persons in the case of an incident causing injury.

5.4 Cyclone Contingency Plan

A tropical cyclone watch message is issued by the Bureau of Meteorology (BOM), when a cyclone or potential cyclone is expected to affect conditions in the area within the next 48 hours and is reviewed every six hours. A tropical cyclone warning message is issued when a cyclone or potential cyclone is expected to affect conditions in the area within the next 24 hours and is reviewed every three hours or sooner depending on circumstances. Cyclone warnings and reports may be polled by fax 1902-935-277 from the Australian Bureau of Meteorology. International or satellite access is via +61-3-9273-8277. They may also be found on the BOM website http://www.bom.gov.au/cyclone/index.shtml. A Cyclone tracking chartlet can be found at Appendix 17.6 of the Gladstone Port Procedures Manual on the MSQ Website.

5.4.1 Cyclone Procedures

In the event of a cyclone threat the regional harbour master (RHM) will take the following action: • Ensure that ships are advised of relevant warnings and response requirements. • Ensure that shipping complies with the response requirements. • Closing and reopening the port to ensure the safety of shipping. The VTS Centre will implement the cyclone contingency plan on behalf of the regional harbour master by acting as a central communications point. The contingency plan shall become effective at the very latest, when the Gladstone region is likely to be affected by a cyclone (or developing cyclone), as determined by the BOM within 48 hours. However the contingency plan will likely be enacted when a cyclone (or developing cyclone) is 72 hours or more away from affecting the region.

5.4.2 Cyclone Watch

A cyclone watch is issued when a cyclone or developing cyclone is likely to affect the area within 48 hours, and gale force winds are not expected to impact the area within 24 hours. The following procedures are to be followed on initial receipt of a cyclone watch: • All ships in the pilotage area will be notified on VHF channels 13 and 15. • Ships are to maintain a continuous listening watch on VHF Ch 13 and 15 for updates. • The VTS Centre will broadcast cyclone advices, warnings, information and directions on

VHF Ch 13 and 15. • Preparations are to be made to clear the pilotage area.


• All marine services are to be available at short notice. • Ships at anchor must ballast down and be ready in all regards to get underway at short

notice. • Ships alongside may continue to load at the discretion of the harbour master but must be

ready in all respects to depart at short notice. • Ships are not permitted to enter the pilotage area without the approval of the regional

harbour master. Approval will only be given if fully satisfied that the ship can safely load and depart before the cyclonic conditions affect the pilotage area.

• Ships are to comply with the routine vessel traffic management procedures unless otherwise authorised by the regional harbour master.

• Small craft will go to storm moorings in accordance with their individual contingency plan. Small craft should notify the VTS Centre of their location when secure. All movement is to be completed by the time a cyclone warning is issued.

• Construction craft will go to storm moorings in accordance with their individual contingency plan. Construction Traffic should notify the VTS Centre of their location when secure. All movement is to be completed by the time a cyclone warning is issued.

5.4.3 Cyclone Warning

A cyclone warning is issued when a cyclone or developing cyclone is likely to affect the area within 24 hours, that is, gale force winds are expected to impact within 24 hours.

The following additional procedures are to be followed on initial receipt of a cyclone warning:

• All ships, whether underway, alongside or at anchor, will be directed to proceed to sea (this is to take effect if the Bureau of Meteorology predicted track of the cyclone suggests a landfall between St Lawrence and Sandy Cape).

• All marine services are to be mobilised to assist clearing the pilotage area; the VTS Centre will coordinate the safe and orderly clearing of the pilotage area.

• Ships alongside will depart as soon as marine services are available. If conditions deteriorate rapidly it may be necessary to depart without normal marine services in order to minimise the risk associated with remaining in port, as approved by the regional harbour master.

• Ships are to report on VHF channel 13 or when clearing the pilotage area.

• Ships masters must determine their own course of action to avoid the cyclone once clear of the pilotage area. No direction or recommendation will be made with regard to cyclone avoidance or the safe navigation or operation of the ship.

• Small craft and construction traffic are to be at their storm moorings in accordance with their contingency plan.

The pilotage area will be closed and a broadcast made on VHF channels 13, 15 and 16.

5.4.4 Port Closure and Reopening

The RHM may close the port, wholly or in part, or restrict the movement of vessels in the pilotage area, The closure of the port or restriction on vessel movements will, as far as practical, be implemented in consultation with key authorities and in a timely manner in order to minimise risks.

The pilotage area will not be re-opened until the Tropical Cyclone Warning Centre cancels the cyclone warning for the area, the RHM is satisfied that all danger has passed, and the pilotage area is safe for vessels to re-enter: The VTS Centre will coordinate the safe movement of vessels following the opening of the pilotage area in accordance with normal practice. Berths will be re-opened and operations resumed when wind and sea conditions are within operational limits are there are no navigational hazards from sunken vessels or debris.


5.4.5 Construction Traffic Cyclone Procedures

All Construction vessels operating in the port are required to have cyclone contingency procedures as part of a marine execution plan (see Section 6) endorsed by the RHM. Construction traffic will enact their individual cyclone contingency plans when the port cyclone contingency plan is activated. It is recognised that most vessels less than 17 metres in the Gladstone regional harbour master's jurisdiction will be moored in the marina and owners may not wish to move them from there. Owners may, however, move their vessels to a more sheltered location, but this should only occur prior to the declaration of a cyclone warning period i.e. before the cyclone is 24 hours away from Gladstone. Owners of these vessels should also be prepared to move to a safe haven if required by GPC or the RHM. Owners of vessels remaining in the marina must ensure their vessels and all associated equipment are securely stowed for the expected conditions. Vessels greater than 17 metres in Gladstone marina must comply with directions from the RHM and will be required to evacuate the marina and inner anchorages and proceed to their nominated safe havens. This will occur at any time from 72 hours prior to the expected arrival of a cyclone to the formal BOM declaration of a cyclone watch and is to be completed for all vessels by the declaration of a cyclone warning. Other vessels within the port limits must comply with directions from the RHM and will be required to proceed to their nominated safe havens. Nominated safe havens can be any of the following: a. The streams and creeks in the upper reaches of the harbour and The Narrows. b. Creeks that enter the port limits to the south of the harbour such as Colosseum Inlet and

Rodd’s Harbour. c. Anchor and ballast down in more sheltered waters in the far western or northern parts of

the harbour. d. Departing Gladstone for waters to the South in Bundaberg, Hervey Bay or Brisbane. The following points are to be noted by all port users: a. Graham’s Creek is reserved for local recreational, charter and commercial vessels and is

not available to construction traffic. b. Moorings located in the GPC buoy mooring areas and laid by GPC at Fisherman’s

Landing, Quoin Channel and Facing Channel are not necessarily cyclone rated and unless prior arrangements have been put in place with GPC and the RHM, should not be relied for use as part of cyclone contingency plans.

5.5 Ship-Sourced Pollution Management

The information provided in this section is available from the Maritime Safety Queensland (MSQ) and National Marine Safety Committee (NMSC) websites. It should be noted these are not new requirements. The information has been added to this Standard for easy reference.

The Transport Operations (Marine Pollution) Act 1995 and Regulation 2008 outline the requirements for ship-sourced pollution management in Queensland. The ship-sourced pollutants covered by this legislation are oil, noxious liquid substances (in bulk), packaged harmful substances, sewage and garbage.

For ships engaged in marine construction activities within Gladstone Harbour, the major ship-sourced pollutants, from an operational perspective, are:

• oil and oily residues or mixtures

(including diesel fuel, petrol and oil products)

• chemicals and chemical residues

• sewage

• garbage

(including food wastes, paper products, rags, glass, metal, bottles, crockery, fishing

gear, nets, bait boxes, deck sweepings, paints, wood products and all plastics).


It is an offence to discharge pollutants (either deliberately or negligently) into Queensland coastal waters and severe penalties apply.

All ships operating in Queensland waters must carry the applicable pollution prevention documentation. Additionally, all ships more than 15 metres in length overall are required to have insurance for pollution clean up, vessel salvage and wreck removal.

Operators should also refer to the NMSC website at http://www.nmsc.gov.au/index.php for information regarding the requirements for the National Standard for Commercial Vessels (NSCV).

5.5.1 Oil & Chemicals

A high proportion of the ship-sourced oil and chemical pollution that enters the water comes from refuelling, vessel maintenance and bilge discharges. Operators must ensure that they use and dispose of all on board oil and chemicals correctly and safely.

Keeping bilges clean helps to reduce pollution from oil and chemicals. Use absorbents to mop up excess oil or fuel, wash bilges with biodegradable degreasers or detergents and dispose of any cleaning residue ashore.

If oil does spill into the water, use absorbents to mop it up and let the regional harbour master, marina manager or port authority know so that it can be cleaned up as soon as possible. Do not use dispersants or other cleaning chemicals because they can increase the toxic effects of oil spills.

There are several specific oil and chemical requirements that operators must adhere to, including:

• having a shipboard oil pollution emergency plan (SOPEP) on board—

- applies to all ships that are more than 35 metres in length overall, or

- more than 24 metres in length overall, carrying oil as cargo or a vehicle that is

carrying more than 400 litres of oil as cargo

• having an oil record book on board—

- applies to the following ships;

- a ship that is an oil tanker of 150 gross tonnage or more

- a ship, other than an oil tanker, of 150 gross tonnage or more that carries oil in a

portable tank with a capacity of 400 litres or more

- a ship, other than an oil tanker, of 400 gross tonnage or more

5.5.2 Bunkering

Bunkering involves the transfer of substances6 between a ship and another ship, or between

the shore and a ship.

Prior to commencing bunkering operations:

• The person in charge of bunkering on board must ensure that a bunker transfer checklist has been completed. Amongst other preparations this should include:

- checking of hoses and equipment

- bunkering procedures discussed and agreed by all involved

- method of communication established

- method of shutdown and emergency stop established

6 Substances include:

� flammable and combustible fuel for main propulsion and auxiliary operations � lubricating and hydraulic oil for machinery � waste oils, sludge and residues � slops and, tank washings � grey water and sewage


- spill kits readily available

- scuppers and save-alls plugged as appropriate.

• A Marine Execution Plan that includes details of the bunkering operational plan must be endorsed by the Regional Harbour Master.

• All necessary approvals must be obtained from local, state and federal authorities.

• State, national and international bunkering standards including the International Convention on the Prevention of Pollution from Ships (MARPOL) and the Transport Operations (Marine Pollution) Act 1995 and subordinate legislation must be complied with.

5.5.3 Sewage

Restrictions apply to the discharge of sewage within the port limits.

For untreated sewage the nil discharge waters include:

• all prohibited discharge waters

— Note: this includes the marina and buoy mooring areas

• all smooth waters

• in open waters:

— For ships with 1-6 persons on board:

� within half a nautical mile (926 metres) of a wharf or jetty

� within one nautical mile (1852 metres) of aquaculture fisheries resources (e.g. oyster leases or fish farms)

— For ships with 7 – 15 persons on board, as above plus:

� within one nautical mile (1852 metres) of a reef or the mean low water mark of an island or the mainland

— For ships with 16 or more persons on board:

� total nil discharge in coastal waters

Note: This means that all ships with 16 or more persons on board are prohibited from

discharging untreated sewage anywhere in Queensland coastal waters. This

includes discharge from holding tanks, collected during times that 16 or more

persons were on board.

For treated sewage the nil discharge waters include:

• all prohibited discharge waters

— Note: this includes the marina and buoy mooring areas

• areas outside prohibited discharge waters, as follows—

— Grade C treated sewage— nil discharge within ½ n mile (926 metres) of a person in

the water, aquaculture fisheries resources (such as oyster leases or a fish farms, for

example) or a reef

— Grade B treated sewage— nil discharge within 700 metres of a person in the water,

aquaculture fisheries resources (such as oyster leases or a fish farms, for example) or a

reef

— Grade A treated sewage—no further restrictions once outside prohibited discharge

waters.

For the purposes of sewage requirements all vessels are defined as either:

i. Declared ship: Class 1 commercially-registered vessel fitted with a toilet.

ii. A ship other than a declared ship: Includes all recreational vessels and commercial vessels of Class 2 (non-passenger) and Class 3 (fishing).


The specific sewage requirements that ALL operators must adhere to, include:

• all ships must be fitted with a macerator that cannot be bypassed

• all ships fitted with a sewage treatment system must—

−−−− ensure that the sewage treatment system is kept in proper working order,

−−−− ensure that the system conforms with the minimum standard required for a

treatment system,

−−−− ensure that the system is assessed by an independent testing entity7 at required

intervals8 and is maintained in the way required by the system service manual,

−−−− ensure that the system documentation and system service manual are kept on

board and readily available for inspection,

−−−− ensure that written service records for the treatment system are kept on board

and readily available for inspection.

In recognition of their potentially greater sewage-generating capacity, declared ships must adhere to more stringent sewage discharge requirements.

• all declared ships must—

−−−− be fitted with a sewage holding device

−−−− carry a sewage disposal record book

−−−− have a shipboard sewage management plan.

5.5.4 Garbage

It is an offence to discharge garbage (either deliberately or negligently) into Queensland coastal waters. Operators can prevent garbage entering the water by:

• ensuring that nothing is thrown overboard

• having secure garbage bins/bags to store garbage on board until you return to shore

• retrieving garbage if it does enter the water.

There are several specific garbage requirements that operators must adhere to, including:

• displaying a placard about garbage disposal requirements (vessels over 12m)

• having a shipboard waste management plan on board (vessels over 35m, or

designed to sleep at least 15 persons).

5.5.5 Insurance

All ships over 15 metres in length overall are required to have insurance sufficient to pay for potential pollution clean up, salvage and wreck removal. The insurance policy must meet the following requirements:

• all recreational ships more than 15 metres but less than 35 metres in length overall—

−−−− A$250 000 for pollution clean up costs, and

−−−− A$10 000 000 for salvage and wreck removal

• all commercial ships more than 15 metres but less than 35 metres in length overall—

−−−− A$500 000 for pollution clean up costs, and

−−−− A$10 000 000 for salvage and wreck removal

7 Independent Testing Entity means an entity accredited by the National Association of Testing Authorities

(NATA) as competent to perform analyses in Australia. 8 For a declared ship – at least annually for the first 2 years and afterwards at least every 2 years.

For a ship other than a declared ship – at least once in the first 5 years and afterwards at least every 2 years.


• all ships 35 metres or more in length overall—

−−−− A$10 000 000 for pollution clean up costs, salvage and wreck removal.

A current certificate of insurance must be carried on board and be available for inspection. Penalties apply for non compliance.

Ships visiting Queensland coastal waters are also required to comply with the legislation. Temporary insurance cover may be necessary if existing insurance coverage does not meet the above requirements.

5.5.6 Summary of Pollution Prevention Documentation

Ships operating in Queensland waters are required to carry documentation in relation to various aspects of pollution prevention, including:

• Shipboard Oil Pollution Emergency Plan (SOPEP)

• Oil Record Book

• Shipboard Sewage Management Plan

• Sewage Disposal Record Book

• Sewage Treatment System Documentation, System Service Manual and Service

Records

• Placard about garbage disposal requirements

• Shipboard waste management plan (garbage).

5.6 Marine Incident Reporting

Under the Transport Operations (Marine Safety) Act 1994 (the Act) section 125 (1), (2), (3), (4), (5), all marine incidents must be reported to a shipping inspector within 48 hours.

A written report on a marine incident is also to be submitted.

The Act classifies a marine incident as an event causing or involving:

• the loss of a person from a ship

• the death of, or grievous bodily harm to, a person caused by a ship's operations

• the loss or presumed loss or abandonment of a ship

• a collision with a ship

• the stranding of a ship

• material damage to a ship

• material damage caused by a ship's operations

• danger to a person caused by a ship's operations

• danger of serious damage to a ship

• danger of serious damage to a structure caused by a ship's operations.

Shipping inspectors are marine safety officers (located at MSQ regional office) and officers of Queensland Water Police and Queensland Boating and Fisheries Patrol. If you are unable to access one of these offices, contact a shipping inspector by phone. They will advise you what to do next.

The report must be made on the approved Marine Incident Report (form F3071). These forms are available from Department of Transport and Main Roads customer service centres, MSQ regional offices, Queensland Boating and Fisheries Patrol and Water Police offices. This form is used to report all incidents, no matter the type of ship involved.

Section 124 of the Transport Operations (Marine Safety) Act requires ship’s masters to assist if a marine incident involves two or more ships. The master of each ship involved in the


marine incident must, to the extent that they can do so without danger to their ship or persons on board their ship:

• give the other ship involved in the incident, its master and persons on board the ship the help necessary to save them from danger caused by the marine incident

• stay by the other ship until no further assistance is required

• give the master of the other ship reasonable particulars adequate to identify the ship and its owner.

Section 129 of the Transport Operations (Marine Safety) Act requires the master of a ship to promptly report dangers to navigation including an abandoned ship, a damaged aid to navigation, severe weather conditions and so on.

5.6.1 Marine Incident Reporting (Australian Maritime Safety Authority)

Under section 19 of the Transport Safety Investigation Act 2003 any incident involving a ship in Australian waters including:

• breakage of gear or injury to any person during cargo work

• damage or defect to ship, machinery or equipment

• peril or a close quarters situation

• stranding or disappearance

• death, serious injury or a dangerous occurrence

• a birth,

Incidents must be reported to the Australian Maritime Safety Authority (AMSA) using Form 18 – Incident Alert within four hours of the incident occurring. A detailed incident report must be submitted to AMSA Canberra on Form 19 within 72 hours of the incident occurring.

Reports are to be submitted by fax: +61 2 6230 6868 or 1800 622 153 or email: [email protected].

Complete details of these requirements are available on the AMSA website.

5.7 Marine Pollution Reporting

The Transport Operations (Marine Pollution) Act 1995 is designed to protect Queensland's marine and coastal environment by minimising deliberate and negligent discharges of ship-sourced pollution. Discharges of oil, noxious liquid substances, sewage and garbage from ships (MARPOL Annexes I, II, lV and V) are prohibited in Queensland coastal waters and pilotage areas.

MSQ has the authority to detain any vessel suspected of causing marine pollution and to intervene where there is imminent danger to the coastline.

Section 67 of the Transport Operations (Marine Pollution) Act requires the master of a ship to report a discharge or probable discharge without delay to the harbour master.

The report should be made via ‘Gladstone harbour control’ (24 hours) on:

VHF radio: 13, 15 or 16 Phone: +61 7 4973 1208 Fax: +61 7 4972 5520

Email: [email protected]

The Marine Unit Coordinator for the Gladstone Ports Corporation can be contacted on:

Phone: +61 7 4976 1333 (24 hours)

The following details should be provided in a report of marine pollution:

• date/time of incident

• location (latitude, longitude and/or physical site)

• report source and contact number


• nature, extent and estimated quantity of spill

• type of oil or description

• spill source and point of discharge from source

• identity and position of nearby ships or name of alleged polluter

• nature and extent of spill and movement and speed of spill

• local weather/tide/sea conditions

• whether a sample of the substance spilled has been collected, and

• any additional information that relates to the spill.

The vessel traffic services centre will complete the necessary form based on the above information and fax to the relevant authorities.

5.8 Environmental Incidents

Incidents with potential to cause or which have caused ‘environmental harm’ as defined in the Environmental Protection Act 1994 within the port, including land and facilities under the control of the port authority, must be reported to the authority as soon as reasonably practicable.

Port users, owners, masters and organisations are reminded it is their responsibility to notify the Department of Environment and Resource Protection (DERM) and/or Gladstone Regional Council where the incident is of the nature that requires notification under the Environmental Protection Act and environmental protection policies.

5.9 Dangerous Goods Transportation

Division 13 of the Transport Operations (Marine Safety) Regulation 2004 outlines the duties of owners and masters of vessels in relation to the carriage of dangerous goods. The Regulation requires that ships carrying dangerous goods and bulk liquids must comply with the appropriate directions of the IMDG Code and AS3846 and are to notify the port authority and the Regional Harbour Master of the intent to carry dangerous cargo in a pilotage area.

A person who is the owner or master of a ship operating on a local marine service must lodge a Dangerous Cargo Report at least 48 hours prior to the start of the service which is to be accompanied by a list of dangerous cargo to be carried (See Appendix 8.1). Acknowledgement will be issued via by the harbour master’s office.

5.10 Floating Infrastructure

5.10.1 Buoy and Pipeline Lighting

All floating pipelines are to be lit with yellow flashing lights set on one metre poles on the pipeline at 100 metre intervals, so it is evident that there is no safe passage between successive lights located on the pipeline.

Where sinker pipelines pose a hazard to surface navigation they are to be marked by yellow buoys fitted with yellow flashing lights, with the interval between successive buoys such that the location of the pipeline is readily apparent to the mariner.

Individual buoys that have been laid in preparation for the deployment of cyclone moorings are to be lit with yellow flashing lights on a pile at lease one metre high with 360 degree visibility and are not to encroach into the marked navigation channel.

5.10.2 Buoy Moorings

All buoy moorings within Gladstone harbour are now subject to Quarterly Reporting to the RHM’s office. This report is due on 01 January, 01 April, 01 July and 01 October each year from each Proponent.

� All buoys currently in Category One Buoy Mooring Areas and any other buoy located within Gladstone harbour are to be included in the report.


� Updates must be provided outside of quarterly reporting periods, any time moorings are moved, removed or established.

Details to be included in this report are:

a. Name (if Any)

b. Type or Shape (eg can drum sphere etc)

c. Position (Lat and Long please)

d. Colour, Daymarks, Reflective Tape or other devices to enhance visibility

e. Lights and their Characteristics

5.10.3 Manning

Due to proximity of valuable Port infrastructure and the possible severity of the sea and weather conditions in these locations, all construction vessels berthed at Port Central or behind the Clinton Coal Berth are to be fully manned at all times. This includes when remaining alongside a berth overnight.

The manning required for construction vessels at other locations in the harbour will be determined by the RHM on a case by case basis as part of the MEP approval process.


Section 6 Marine Execution Plans

6.1 Operational Aspects

All commercial operators must submit a marine execution plan at least 30 days prior to commencement of operations.

The purpose of the marine execution plan is:

• to provide an overview for the Port of Gladstone on the way vessels are intended to be operated when in the harbour,

• the nature and scope of operations to be undertaken

• to provide an indication of requirements for local bunkering and waste facilities

• to demonstrate the understanding of the operator of local conditions

• to demonstrate understating of regulatory requirements for operating in the port of Gladstone

• to demonstrate or reference the vessels safety management system and method and handling emergencies.

The Standard for Marine Construction Activities within Gladstone Harbour describes specific information that must be included in the MEP. Further information on intended vessel activities may be covered under the following headings. It should be noted that this is a guide that covers many types of vessels. It is not intended that every vessel will need to include every heading.

6.2 Example Marine Execution Plan Contents

A. Introduction

Brief on type of vessel, chartered by whom, and operational purpose.

B. Adherence to Government Documents

State, federal and international legislation as applicable

C. Operational Plan

• Intended start date • Operational activity and duration • Number of persons involved • Departure and arrival points • Public facilities utilised • Navigation equipment on board as required • Passenger counting procedure

D. Vessel Specifications

Tugs must include load test results for the tow hook/ winch quick release proving this will operate under all towing conditions and undertaken with an MSQ or Class Surveyor.

E. Crew Qualifications

E.1 Tug and barge combination E.2 Passenger vessels E.3 Ropax

F. Manoeuvring Plan

F.1 General including scheduling F.2 Tides and prevailing weather conditions F.3 Curtis Island effects


G. Communications

All operators are to provide details of their means of communication and understanding of requirements within Gladstone Harbour.

G.1 Harbour control communications G.2 Ship to Shore/ Shore to ship G.3 Intra-ship communications As outlined in section 5.1.

H. Waste Management/ Ship-Sourced Pollution Management

All operators must provide a plan on how all waste is to be disposed of, what type of system or shore facility will be used.

H.1 Bilge/engine waste H.2 Garbage H.3 Sewage As outlined in section 5.5

I. Incident Reporting

All operators must provide a plan on internal reporting responsibilities to demonstrate reporting requirements will be met in the event of an incident as outlined in section 5.6.

I.1 Marine incident I.2 Marine pollution

J. Bunkering Plan

J.1 A description of the pollution plan that will be in place prior to any commencement of activities

J.2 A description of the emergency pollution equipment that will be readily available As outline in section 5.5.2

K. Maintenance Plan

Brief summary of the vessels maintenance plan is to be included.

L Evacuation Procedure

This is to cover the evacuation procedure, any interaction with port services, facilities or emergency services s outlined in section 5.3.

M. Cyclone Contingency Procedure

All Construction vessels operating in the port are required to have cyclone contingency procedures endorsed by the regional harbour master (RHM). Construction traffic will enact their individual cyclone contingency plans when the port cyclone contingency plan is activated. It is recognised that most vessels less than 17 metres in the Gladstone regional harbour master's jurisdiction will be moored in the marina and owners may not wish to move them from there. Vessels greater than 17 metres in Gladstone marina must comply with directions from the RHM and will be required to evacuate the marina and inner anchorages and proceed to their nominated safe havens. Nominated safe havens can be any of the following: a. The streams and creeks in the upper reaches of the harbour such as The Narrows. b. Creeks that enter the Port Limits to the South of the harbour such as Colosseum Inlet

and Rodd’s Harbour. c. Anchor and ballast down in more sheltered waters in the far western or northern parts of

the harbour. d. Departing Gladstone for waters to the south in Bundaberg, Hervey Bay or Brisbane. The following points are to be noted by all port users: a. Graham’s Creek is reserved for local recreational, charter and commercial vessels and

is not available to construction traffic.


b. Moorings located in the GPC buoy mooring areas and laid by GPC at Fisherman’s Landing, Quoin Channel and Facing Channel are not cyclone rated and should not be relied for use as part of cyclone contingency plans.

N. Health, Safety and Environment and Emergency Response

Where this information already exists in another document, for example vessel safe ship management plan, this should be referenced rather than re-created. A brief summary including drills, training frequency and emergency response is required.

Emergency contacts must be readily available to the master on board the vessel in the event of an emergency.


Section 7 Construction Traffic Rules

7.1 Introduction

The port development in Gladstone has seen a dramatic increase in the number of construction craft and vessel movements. To ensure the safety of vessel movements, in May 2011 MSQ in partnership with LNG proponents and GPC established the Maritime Scheduling Committee.

At recent meetings of the group it was agreed that in areas of congestion and interaction that the establishment of on water rules would be the most efficient way of regulating the movement a vessels so to reduce the risk of an incident.

In order to indentify risks and to develop an agreed set of rules and procedures MSQ held a risk workshop in August 2011. A number of port stakeholders were invited to the workshop including several of the contractors currently on the water, the GPC, restricted pilots, MSQ marine pilots, and MSQ regulatory officers. The results of this workshop are contained in the MSQ report LNG Construction Traffic, Risk Analysis and Rule Development Workshop, Gladstone 23 August 2011.

There were a number of proposed interventions raised at the workshop that could not be readily translated into on water rules. These will be addressed by MSQ separately.

This report details the on water rules that MSQ proposes to impose primarily as a result of the findings of the workshop, but also due to recent marine incidents, compliance activities and internal deliberations.

These rules will be reviewed from time to time as changes occur to construction and development activities in the port.

Nothing in this publication is intended to relieve any vessel, owner, operator, charterer, master, or person directing the movement of a vessel from the consequences of any failure to comply with any applicable law or regulation or of any neglect of precaution which may be required by the ordinary practice of seamanship, or by the special circumstances of the case. In particular the International Regulations for Preventing Collisions at Sea 1972 (COLREGS) must continue to be obeyed.

7.2 Rules

The philosophy used when developing the rules was for them to be simple, easy to understand, based primarily on water and effective in reducing the identified risk in the area.

The rules fall into two broad categories, on water and onboard.

The on water rules are in addition to the existing rules found in the Port Procedures Manual and Information for Shipping and the Standard for Marine Construction Activities in Gladstone Harbour that the relevant vessels must obey.

The onboard rules are additional best practices that the master of the vessel is to carry out as part of safe vessel operations.

7.3 On water rules

Location Rule

All departing vessels to contact VTS before letting lines go. Port Central

Only one construction vessel moving at any one time in the area south from a line between Barney Point Wharf and Auckland 4 Wharf.

See chartlet page 36

Marina Departing construction vessels greater than 17 m have right of way over inbound construction vessels. All vessels are to make an ‘All Ships’ call on VHF15 when exiting and entering.


Only one tug/barge combination or RORO vessel moving at any one time in the area behind Clinton Coal Terminal.

See chartlet page 37

Back of RG Tanna

All departing vessels to contact VTS before letting lines go.

Fishermans Landing Only one construction vessel moving at any one time in the area South of a line from the Western Dolphin of Fishermans Landing No 5 Berth to the beacon off the Ro/Ro ramp at Fishermans landing (FL Y 3sec) in approximate position Lat 23°47.14’S; Long 151°10.2’E. See chartlet page 40

Narrows Crossing and Laird Point traffic to transit via the mainland side of North Passage Island.

All APLNG construction vessels from Fisherman’s Landing will transit via the mainland side of North Passage Island.

Passage Island Channel

APLNG construction vessels from other locations will preferentially transit via the mainland side of North Passage Island unless there are navigational considerations that would make the transit along the Curtis Island side of North Passage Island safer.

Auckland inlet LNG construction traffic to keep a minimum clearance of 0.5 nautical miles (nm) from all small sail vessels undertaking club races.

Construction passenger and personnel ferries to display yellow flashing light

9

Speed limit ferries to 25 knots.

All areas

All LNG construction traffic to remain outside of the shipping channel when a trade ship is in, or approaching, that channel.

In addition to the above rules, it was identified that additional on water rules are required to reduce the risk of a collision or close quarters situation in the Clinton Channel, Clinton Bypass Channel and the Clinton Channel Swing basin. Due to the large variables affecting ship interaction in this area it is difficult to set a simple rule that is safe but fair to all operators. The following is mandated.

Location Rule

Clinton Channel Swing Basin No LNG construction vessels to be in the Clinton Channel swing basin when a trade ship is in or entering the swing basin.

Clinton Channels No tug or barge operations to be in the Clinton Channels when a trade ship is due to be in that same area.

The following guidance is provided to assist masters with their decision making.

Location Rule

General Where safe to do so vessels are to transit outside of the main shipping channel.

All LNG tug and barge operations west of T2 to stop and hold at Hamilton Point until the coal ship has completed swing.

Clinton Channels

Inbound ship for Clinton Coal Facility passes A5 All LNG tug and barge operations at berth east of Clinton Coal

Facility to remain at berth until the coal ship has completed swing.

9 The yellow flashing light is to be in accordance with the specifications prescribed by Rule 21 of the International Regulations

for the prevention of Collisions at Sea and must: (a) Satisfy the colour and intensity specifications of Sections 7 and 8 of Annex 1; (b) Be installed so as to provide 360° arc of visibility; (c) Only be displayed when the vessel is underway.


All LNG tug and barge operations west of T2 to stop and hold at T2 until the coal ship has passed A7.

Outbound ship from Clinton Coal Facility

All LNG tug and barge operations at berth east of Clinton Coal Facility to remain at berth until the coal ship has passed.

All LNG tug and barge operations west of T2 to stop and hold at Hamilton Point until the trade ship has passed.

Inbound ship for Fishermans Landing passes A5

All LNG tug and barge operations at berth east of Clinton Coal Facility to remain at berth until the trade ship has passed.

All LNG tug and barge operations west of T2 to stop and hold at Hamilton Point until the trade ship has passed

Outbound ship from Fishermans Landing passes T10

All LNG tug and barge operations at berth east of Clinton Coal Facility to remain at berth until the trade ship has passed.

7.4 Onboard rules

Location Rule

At berths All departing vessels to use all available means including the AIS display to check for potential traffic conflicts before letting lines go.

If in doubt that there is enough time to make a safe transit before trade ship requires a clear channel then the vessel is not to leave the berth

Marina All inbound vessels to check AIS display for potential traffic conflicts coming out of the marina before they commit to entering Auckland Inlet.

All vessels to use all available means including the AIS display to check for potential traffic conflicts during transits.

Bright deck lights on construction craft to be shielded to sea.

Non-essential deck lights on construction craft to be turned off when underway.

All construction craft to use bypass channels as preferred routes.

Do not communicate on the VHF radio channels used for tug communication – channels 8 and 12.

All areas

Vessels are only to display warning flags/shapes when operations require them and to remove them when not necessary.

All swing basins Do not call up the ship/pilot on VHF radio when a ship is swinging – they are busy concentrating on the manoeuvre.


7.5 Chartlets




Section 8 Appendices

8.1 Dangerous Cargo Report form



8.2 Marine Incident Report (form F3071)





8.3 Automatic Identification System (AIS) Class B fact sheet




8.4 Procedure for Issuing Pilotage Exemption Qualifications

This section applies to marine construction vessels operating in the Port of Gladstone.

8.4.1 Introduction

All ships or combination of ships that are 50 metres or more operating within a Queensland compulsory pilotage area must either carry a licensed marine pilot or be under the command of a master who holds a Pilotage Exemption Certificate (PEC) for the ship or an area endorsement for the relevant pilotage area. Maritime Safety Queensland (MSQ) may grant a PEC or an area endorsement, whichever is more appropriate, within a Queensland compulsory pilotage area. A PEC or area endorsement (collectively referred to as pilotage exemptions) will only be issued for Australian registered ships, which includes Queensland registered ships. Port operational requirements and the estimated volume of construction ships 50 metres or more in length operating in the Port of Gladstone, mean it may not always be feasible to engage the services of a MSQ employed marine pilot. Due to the unique operating conditions in the Port of Gladstone, MSQ has introduced a training and assessment process for obtaining a pilotage exemption for marine construction activities. A key feature of the revised process is the use of specialist mariners (restricted pilots) who have expert local knowledge of the Gladstone pilotage area. The restricted pilots are restrictively licensed to have the conduct of vessels directly engaged in the marine construction activities only. The restricted pilots may only have the conduct of a vessel for the purpose of allowing the master to gain the requisite experience to obtain a pilotage exemption. Restricted pilots will satisfy the requirements of the Transport Operations (Marine Safety) Regulation 2004 by having the conduct of the vessel until the master has obtained the requisite pilotage exemption. The restricted pilot will provide pilotage services to the ship owner (proponent) pursuant to a separate agreement. The master applying for an exemption may be employee or contractor of the ship owner. First mates that hold a valid masters ticket for the vessel they are operating are also eligible to apply for a PEC.

8.4.2 Restricted Pilots

MSQ has facilitated a restricted pilot resource to permit PEC applicants wishing to operate construction vessels 50 metres or more in length in the Port of Gladstone to gain the necessary practical competence and local knowledge experience. The restricted pilots will:

• have pilotage conduct of marine construction vessels in the Gladstone pilotage area to meet the regulatory requirements of the Transport Operations (Marine Safety) Act 1994

• provide the opportunity for masters to gain and demonstrate the practical ship handling skills and local knowledge expertise to obtain a pilotage exemption for marine construction vessels in the Gladstone pilotage area

• provide advice to the regional harbour master (RHM) (Gladstone) about the pilotage exemption applicants’ competence in ship handling and local knowledge to support the RHM decision for pilotage exemption for marine construction vessels in the Gladstone pilotage area.

• will not be permitted to have conduct of the marine construction vessel unless the master of the vessel is gaining local knowledge expertise and demonstrating practical ship handling competence for the purpose of obtaining a pilotage exemption for marine construction vessels in the Gladstone pilotage area.

• have the skills and experience to train, mentor, and assess in the areas of:

1. local knowledge of the Port of Gladstone


2. ship handling skills of vessels for which the exemption will be sought.

• hold a restricted pilot’s licence and is bound by the terms and conditions of a written agreement with MSQ pursuant to s102A of the Transport Operations (Marine Safety) Act 1994.

The restricted pilot must: • act reasonably and fairly; • exercise professional skill and judgment in the conduct of marine construction vessels in the

Gladstone pilotage area • provide prompt and accurate advice to pilotage exemption qualification applicants and MSQ; • act in accordance with a written agreement between MSQ and the restricted pilot • hold a valid restricted authority to conduct pilotage in the Gladstone pilotage area. A restricted pilot may levy fees on applicants or proponents on a commercial fee for service basis. The applicant for a pilotage exemption or the proponent may contract the restricted pilot to provide all or a proportion of the specified services related specified here. MSQ is not responsible for negotiating, recovering or paying any fees related to the restricted pilot. Restricted pilots are not agents, employees or sub-contractors of MSQ. Theoretical testing of all applicants will be undertaken by the Regional Harbour Master (Gladstone). Decisions about the issue of pilotage exemptions will be made solely by the Regional Harbour Master (Gladstone) and will be made in accordance with the Transport Operations (Marine Safety) Act 1994.

8.4.3 Senior Masters

Proponents are encouraged to identify senior masters who, subject to Regional Harbour Master (Gladstone) approval, will act as the ‘exempt master’ supervising the navigation of applicants. Senior masters must be appropriately licensed and hold a current pilotage exemption. The senior master will only be permitted to supervise the navigation of applicants on vessels declared suitable by the Regional Harbour Master (Gladstone). The senior master will not be permitted to set or assess practical examinations for the applicant.

8.5 PEC Procedure

Applicants for a pilotage exemption to operate marine construction vessels in the Port of Gladstone are required to:

1. Attend an Introduction to Gladstone Harbour Workshop.

2. Undertake local knowledge training on water for 40 hours, including 16 hours at night (20 hours [including eight hours at night] of which must be on vessels that master is to command).

3. Successfully complete a local knowledge exam and receive a local knowledge qualification.

4. Apply to MSQ for pilotage exemption by submitting the following:

o application for marine pilotage qualification

o current medical

o original qualifications (Qld MC4/MC5 or PEC)/copy of interstate MC4/MC5 and so on.

o copy of local knowledge qualification

o passport photos

o fees.

5. Obtain an MSQ-issued temporary authority to enable applicant to complete supervised mentor trips.

6. Successfully complete mentor trips (minimum of six trips on passage and vessel for which exemption is sought – in and out = one trip). Mentor trips must be undertaken under the supervision of an MSQ pilot, restricted pilot or senior master approved in writing by the RHM.


7. Successfully complete MSQ issued written exam, including chart.

8. Successfully complete check pilot assessment with restricted pilot or MSQ pilot.

9. Submit the following to MSQ:

o completed check pilot assessment

o completed exam and chart

o letter of recommendation from check master.

10. Obtain MSQ-issued temporary authority for pilotage exemption until original certificate is issued.

On providing MSQ with a correctly completed and endorsed application for marine pilotage qualification form, including a restricted pilot assessment report indicating that the restricted pilot’s opinion that the applicant is competent, and payment of the prescribed fee, a pilotage exemption for the Port of Gladstone may be issued. The decision whether to issue a pilotage exemption, and if any conditions are imposed, will be made by the Regional Harbour Master (Gladstone). Endorsements are valid for a period of two years and are subject to a minimum number of voyages specified by the RHM being undertaken in that period.

8.5.1 Auditing

Holders of pilotage exemptions granted by MSQ will be subject to audits conducted by MSQ personnel. These audits may include verification of records of service and check pilot observational assessments conducted onboard routine movements to verify the holders’ practical ship handling ability and local knowledge. A check pilot refers to a person who is licensed under a regulation as a pilot and who is authorised by the RHM to assess an applicant’s competence. MSQ officers or delegate will also perform ‘check pilot’ audits onboard observation, supervisor trips, and practical examination trips to verify the performance of restricted pilots.

8.5.2 Alternative Procedures

The use of the procedure described here is recommended but voluntary. The demand for pilotage to support existing trade vessel operations in the port will restrict MSQ's ability to provide pilotage services to construction craft or provide training and assessment of pilotage exemption. Applicants who do not wish to employ a restricted pilot may apply for pilotage exemption using the existing MSQ procedure. This procedure is subject to the availability of licensed pilots and delays in movements and the obtaining of the necessary experience may occur.

Standard for Marine Construction Activities within Gladstone Harbour, Maritime Safety Queensland, June 2012 53

8.6 Registration Guidelines

For commercial ships from other jurisdictions operating on Queensland intrastate voyages

Scenario

Is the ship registered under the Shipping Registration Act (ASR)?

Is there a current survey certificate issued by AMSA or by a class society on behalf of AMSA?

Is it a declared ship under section 8AA of Navigation Act (Cwth)?

Commercial ship registration requirement

Notes

1 Yes – ship is over 24 m tonnage length and must be on the ASR

Yes (If ‘no’ then scenario 3 or 5 applies)

No (If ‘yes’ then scenario 5 applies)

Exempt from Queensland registration – see note (e) below.

a. TOMSA applies b. GSOs apply c. No mandatory role for

accredited persons d. No RUF required to operate

2 No, or Yes but ship is under 24 m tonnage length and is not compelled to be on the ASR

Yes No Requires Queensland registration

a. TOMSA applies b. normal registration

requirements apply

3 Yes No No Requires Queensland registration


requirements apply

4 No Yes or no Not relevant either way

No Requires Queensland registration


requirements apply

5 Yes or no Not relevant either way

Yes or no Not relevant either way

Yes Ship not subject to TOMSA – Queensland registration and licensing are not required.

a. Ship is covered by Nav Act (Cwth)

b. Refer survey enquiries to AMSA

c. TOMSA still applies in areas not covered by Nav Act, such as pilotage requirements, PEC, area endorsements and harbour master directions.

Standard for Marine Construction Activities within Gladstone Harbour, Maritime Safety Queensland, June 2012 54

Notes The following comments apply to the table above.

a) Ships 35 m or more in measured length must be classed and maintained in class by an AMSA recognised classification society. b) The parts of a ship (hull, machinery, stability, freeboard assignment and so on) covered by class are deemed acceptable for Queensland registration but any

parts not covered require a certificate of compliance for those parts to comply with s.65(7) of TOMSR. c) Ship safety certificates issued under SOLAS are deemed acceptable for Queensland registration with one proviso. SOLAS safety equipment certificates require a

statement on the Queensland registration certificate to comply with s.26B of TOMSR. d) Safety certificates for non-SOLAS ships issued by a recognised classification society/flag administration, based on a foreign country’s own rules are not

automatically accepted for Queensland registration. These require consideration on a case by case basis and are to be referred to the Senior Naval Architect for advice.

e) Ships to which scenario one applies are not subject to TOMSR registration, operating documents, SMS, or safety equipment requirements. However, TOMSR commercial licensing requirements, general safety obligations and any harbour master directions still apply.