Safety and Training Information

WAFIC believes every professional fisher has a right to operate in as safe a workplace as possible given the inherent nature of working at sea in unpredictable weather conditions.

This is why we have established a dedicated Safety and Training page on our website.

If fishing vessels cannot go to sea, fishermen cannot ‘access the resource’. There are many marine safety and workplace safety reasons why vessels may not be able to go to sea:

• Vessels may not meet government marine safety regulations and authorities stop vessels for going to sea;
• Skippers and crew may not be properly qualified to work your vessel;
• Workplace health and safety arrangements are inadequate and authorities have shut down your fishing operation.

This section of the WAFIC website is designed to direct you to:

• Assist you to develop a safe system of work on your vessel;
• The current government regulations for marine safety;
• The current government regulations for workplace safety (Note: Workplace safety comes under separate legislation to marine safety in WA – see below);
• Important matters on upcoming changes to safety and training that may impact your fishing or aquaculture business;
• Latest news in safety and training affecting the fishing and aquaculture industry.

Marine Safety – relates to vessel construction, vessel survey specifications, skippers tickets, engineers tickets, life-saving equipment, radios, navigation, safety management systems, vessel operating limitations and emergency procedures.

For more information go to: Australian Maritime Safety Authority (AMSA) 

AMSA Connect                    1800 627 484 – Monday to Friday 8am to 5pm (across Australia)
AMSA website                      amsa.gov.au/transition-national-system-domestic-commercial-vessel
Email                                       [email protected]
Follow us                                Facebook.com/AustralianMaritimeSafetyAuthority

Workplace Safety – relates to how the owner, skipper and crew of any vessel manage health and safety in the workplace including safety management systems, training, on-board safety drills and emergency procedures. (Note: A fishing vessel is regarded as a ‘workplace’)

For more information go to: Worksafe WA – http://www.commerce.wa.gov.au/worksafe

The cost of safety and training can represent a significant investment for fishing or aquaculture operations but failure to plan ahead and manage safety-at-sea can have an even greater impact on your crew’s well-being or even their life.

It is important that the commercial fishing and aquaculture industry understands:

• how to access information on the marine safety and workplace safety rules relevant to an individual or a vessel;
• how industry can provide input to make sure the rules, and any proposed changes, are practical to implement; and,
• the processes used by government to introduce or change the marine and workplace safety rules.

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Are you Doing Everything to Make Sure You and Your Crew Come Home?

 If you are reading this you are probably an owner, skipper or deckie on a fishing vessel or you have a partner, child or grandchild working on a fishing vessel. Fishing is the last of the ‘hunter-gatherer’ industries, man vs the sea, long traditions and embedded culture.

But ask yourself – are you doing everything in your power to make sure you and your crew come home?

Watch this video before reading on: https://vimeo.com/264380465

Rules and regulations set minimum standards but only the people who own, skipper and work on a fishing vessel can make sure everything has been done to be safe while at sea.

Do you think that your mates on-board the vessel with you know how to save you in an emergency? What happens if they don’t?

Ask your self these simple questions.

• Does your vessel have a documented safety management system (SMS)?
• Have you trained your crew in how that SMS works on your vessel?
• Does your vessel practice emergency procedures on a regular basis, especially when a new crew member joins the vessel? Does everyone on board know exactly what to do if a man goes overboard or there is a fire or the vessel starts to sink or a hand goes into a winch or net drum? Do you know what to do?
• Do you have a problem wearing a personal flotation device (PFD) while working? If so, ask yourself why is this a problem – then ask yourself if it would be a bigger problem being tossed overboard without a PFD (fitted with a strobe light and a personal EPIRB) in the middle of the night or in rough weather conditions?

Ask your loved ones if they think it is a problem with you wearing a PFD while at sea or whether they think that it is a waste of time doing regular training drills in emergency procedures?

Now go back and watch the video again and listen to the crab fishermen who after 25 years fishing still ran into a dangerous situation he never expected. Are you like him and think you’ve got it all under control – then ask yourself if you really do have it all under control?

The AMSA and Worksafe authorities will be visiting every vessel in WA in the near future and they will be asking you how your vessel is dealing with all the basic safety things raised in the questions above. Where a deficiency exists the owner may be asked to show cause as to why their vessel should not be prohibited from going to sea until the deficiencies are rectified.

Why not get on the front foot, develop your safe system of working on your vessel, train your crew in how to work safely on your vessel, regularly practice emergency procedures while at sea and encourage your crew to wear personal safety equipment when appropriate.

Keep asking yourself the question – Am I doing everything to make sure my crew and I come home?

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Safety Checklist

1. Develop a Safety Management System for your Vessel

Safety Management Systems (SMS) ensure commercial vessels are maintained and operated safely.

If you own or operate a commercial fishing vessel (including those under the AMSA ‘grandfathered’ arrangements) you are required by law to implement and maintain an SMS for your specific vessel. This includes vessels that are exempt from needing a certificate of operation.

For more information: https://www.amsa.gov.au/vessels-operators/domestic-commercial-vessels/safety-management-systems

2. Carryout Regular Emergency Procedures Drills with your Crew

Your Safety Management System (SMS) should describe how to manage all these emergency situations BUT you must practice the emergency procedures to help train you and your crew to become ‘drilled’ in what to do if a real emergency arises.

Don’t leave things to chance. Practice every three months or whenever a new crew member comes aboard. Log these practice sessions in your vessel log.

3. Electrical Safety – Install Residual Currency Devices

The State’s energy safety regulator is urging business owners to do a simple check of their residual current devices (RCDs) – the compulsory life-saving switches that protect against electrocution.

4. Cyclone contingency plans must be in place

Business owners and operators must ensure that contingency plans have been established and are in operation for cyclones.

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Make sure you Chat with your Crew About Safety – It’s Law!

 Having conversations with your crew lets you gain first-hand knowledge and experience that will help build a healthy and safe workplace on your vessel.

Your crew will be much more engaged in the process if they understand the safety objectives and their ability to have input and their role in achieving these objectives.  This makes everyone safer and can also foster trust in management and lead to improved productivity.

Consulting with workers and their representatives on health and safety matters is also a legal requirement under work health and safety laws. Given the importance of consultation in contributing to work health and safety, the Work Health and Safety Act 2020 (WHS Act) prescribes a general duty on PCBUs to consult.

Consultation can occur in different ways depending on what suits your workplace and your workers. The best way to consult with your workers will depend on:

• the size of the business and how it is structured – a single vessel or fleet operation
• the way work is arranged and where your workers are located – home port each day or away in remote areas for multiple days
• what best suits your workers – ask how they would like to be consulted
• the complexity, frequency and urgency of the issues that require consultation.

Consultation is a collaborative process between the vessel owner or person conducting a business and undertaking (PCBU) and the master and crew. It involves allowing crew to raise issues, sharing information about work health and safety and ensuring that views of workers are considered when making decisions about health and safety for the vessel.

More info: https://www.worksafe.wa.gov.au/consultation-and-worker-representation

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Inductions for Crew a Must Under New Worksafe (WA) Regulations

Inductions (training) are an important information sharing session that helps to familiarise people with the locations, equipment, materials, processes and tasks they may encounter while working on a fishing vessel or aquaculture site for the first time.

To achieve the best results, inductions need to be tailored and targeted. They should accommodate all workers involved (i.e. employees, contractors, trainees).

The topics covered typically include:

• hazards and associated risks
• safe work procedures and practices
• communication protocols
• emergency procedures
• workplace facilities.

Workers may require a refresher if:

• they have been absent for some time
• there have been site changes (e.g. modified traffic system)
• the work environment is different to that normally encountered (e.g. switching to night shift for first time).

Site inductions should ensure workers receive appropriate safety information and, before commencing work, can recognise the hazards on site that can harm them. Workers should also understand the control measures in place to protect them from those hazards.

All site inductions should contain an assessment to ensure the required knowledge has been retained by the worker. It is important to review the site’s induction regularly to determine if the content is still relevant.

Site inductions should comprise a formal program that provides workers with an understanding of:

• site layout including emergency muster points
• emergency contact numbers and emergency procedures
• the duty-of-care obligations of the owner, master and workers
• common hazards and risks on the site and their control measures
• basic risk management principles and tools used on site
• reporting processes including hazards, incidents, injuries and faults
• the standard of behaviour expected of workers
• communication and reporting procedures
• the roles and function of health and safety representatives and the health and safety committee.

Area-specific inductions are conducted to inform the worker of specific hazards they may encounter in their work area, and the controls that should be in place before starting tasks.

Items to cover in an area-specific induction can include:

• layout of fishing vessel or aquaculture site (including plant)
• emergency muster points and evacuation procedures
• personal protective equipment and facilities
• first aid facilities
• firefighting equipment for the area
• area hazards and controls.

Visitor inductions are conducted to inform visitors about what is expected of them while on site. The induction may include limitations and the rules for tasks being performed, and requirements for a site escort.

Visitor inductions should also describe the procedure in the event of an emergency and the location of emergency muster points.

Checklist for new workers https://www.commerce.wa.gov.au/publications/checklist-new-and-young-workers

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Steve Whitesmith is the AMSA Liaison Officer covering the Western Australia and has built a strong rapport with industry through his regular visits to regional ports and his personal approach to inquiries.

Steve has many years experience within industry as Liaison Officer in Northern Territory.

All enquiries should be directed to Steve at 0408 976 282 / [email protected]

AMSA Guidance materials

AMSA provides a range of guidance notes, advisory sheets, fact sheets and the myriad forms required to apply for various activities or services. Click Here

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Latest Safety News

Registered EPIRB Helps Bring Three Fishermen Home Safely

 The Australian Maritime Safety Authority (AMSA) is urging Australians heading out on the water to be well prepared, ensuring they have appropriate safety equipment and an emergency plan in place before setting off.

In the early hours of this morning (13 April), AMSA detected the activation of an emergency beacon linked to a life raft from a domestic commercial vessel (DCV) near Cape Flattery, approximately 56 kilometres north of Cooktown, Queensland.

AMSA contacted the vessel owner’s registered emergency contact, who confirmed the vessel was operating in the area with three people on board.

A Cairns‑based aircraft and helicopter were tasked to investigate. A nearby recreational vessel also responded and their crew, sighted a distress flare, located the three people ashore and recovered them safely. The aircraft later located the DCV, which was found to be on fire.

This outcome shows just how vital it is to carry and correctly register an EPIRB, and to have visual signalling devices like flares on board. Responders were able to act quickly and coordinate a search that led to all three people being brought home safely.

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AMSA 2026-27 Annual Regulation Review Program

AMSA is finalising the 2026/27 Annual Regulation Review Program.

Many projects are currently underway and will be carried over into the 2026-27 program.

Key proposed regulatory projects	Description of Action
1. Alternative approval process for novel technologies (Project is underway and will continue in FY26-27)	Introducing a risk-based alternative approval process into the Novel Vessel Policy Statement for emerging technologies.
2. Guidelines for battery electric propulsion on vessels (Project is underway and will continue in FY26-27)	Establishing guidelines that outline acceptable standards, usage categories, and operational areas for battery electric DCVs.
3. Marine Order 503 – Certificates of survey (MO503) and associated general exemptions (Project is underway and will continue in FY26-27)	Review current Certificate of Survey requirements to address workability issues, clarify requirements for novel vessels and reduce red tape in some areas.
4. Construction and equipment standards for non-survey vessels (NSCV Part G)	Reviewing and updating design, construction and equipment standards for non-survey vessels.
5. Review of standards for communications and navigation equipment (NSCV Part C7B and C7C)	Review of required outcomes and prescribed standards for communications and to modernise navigation equipment requirements for new and existing DCVs.
6. Review of fire safety requirements for DCVs in survey (NSCV Part C4) (Project is underway and will continue in FY26-27)	Address priority policy issues for fire safety design and equipment standards, including introducing fire safety measures for smaller lithium-ion battery installations.
7. Review of safety equipment carriage standards for DCVs in survey (NSCV Part C7A) (Project is underway and will continue in FY26-27)	Review to ensure requirements are contemporary, risk based and appropriate for the size of vessel. Includes revision of standards for lifejackets and life rafts.

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Project to Improve Coordination of Qualifying Sea Time

Limited, fragmented and inconsistent access to qualifying sea time is a critical challenge to Australia’s maritime training system.

Qualifying sea time is mandatory for certification by the Australian Maritime Safety Authority (AMSA) under the International Shipping and Domestic Commercial Vessel (DCV) frameworks.

However, inconsistent access to training berths has long constrained workforce entry, progression and retention across maritime roles.

Industry Skills Australia has secured funding through the Australian Government’s Support the Maritime Workforce initiative to respond to directly to longstanding industry concerns.

The project will nationally coordinate a single, industry-preferred approach to sea time access and, subject to feasibility and approvals, design a pilot to test practical, scalable solutions.

Access to qualifying sea time is one of the most significant constraints and even where training demand exists, limited training berth availability slows certification, delays workforce entry and progression, and reduces the return on investment in training.

For industry, this project aims to shift sea time access from an ad hoc, employer by employer challenge to a more coordinated, transparent and scalable system. By identifying a nationally viable coordination model and testing it through a pilot, the project seeks to make it easier for employers to support trainees and strengthen workforce pipelines, while maintaining safety and regulatory standards.

Key outputs will include:

• A business case assessing options for nationally coordinated access to sea time
• Mapping of existing and potential training berths across Australian and internationally operating fleets
• Analysis of alignment with AMSA certification requirements
• Commercial, workforce and cost impact analysis of an industry-preferred coordination model
• A pilot implementation plan, including governance, compliance and evaluation arrangements
• Evidence based recommendations for scalable, long-term national coordination of sea time
• Design of a controlled pilot for future implementation in the final phase to test a selected coordination approach, including monitoring and evaluation of pilot outcomes to inform advice to government.

The project is scheduled for full completion by December 2026 for pilot implementation in 2027, with findings and recommendations provided to government.

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Accelerating Qualifying Sea Time through Maritime Simulation

Australia’s maritime workforce faces significant delays in accessing vessels to accumulate the qualifying sea time required for Australian Maritime Safety Authority (AMSA) certification.

Industry Skills Australia is running a project to explore how simulation can be used to safely accelerate ‘qualifying sea time’ for Australia’s maritime workforce.

It will examine where high quality, regulator-aligned simulation can complement traditional sea time pathways and improve training access and consistency.

 Simulation technology is used globally to build advanced seafaring skills, increase safety and reduce training bottlenecks. In Australia, simulation is already used for workforce training, but its potential to accelerate qualifying sea time remains unexplored. Industry, trainers and regulators have expressed strong interest in expanding the use of simulation, provided that, safety and compliance with AMSA and International Maritime Organisation standards are maintained.

This project will:

• Assess where simulation can safely replace or supplement physical sea time for high demand roles for international and domestic vessels.
• Improve training accessibility for regional, remote and equity cohorts.
• Aim to reduce reliance on limited sea berths and alleviate certification delays.
• Support a resilient, future ready maritime workforce trained to consistent national standards.
• Trial how simulation can be integrated into maritime certification pathways in a safe, credible and evidence-based way.
• Provide evidence-based advice on the viability of simulation for certification, supported by a model suitable for consideration by regulators and industry.

The project will be fully completed by June 2027, following completion of feasibility, regulatory approvals, simulation trial implementation, and final reporting to the Federal Department of Transport and AMSA.

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Stay Afloat returns to support Western Australia

The WA Stay Afloat team, made up of Mel and Steve, is back on deck and working with WAFIC and industry members to help support those who may be struggling with balancing their mental health and wellness in the current operating environment.

If you would like support or information, Mel and Steve can be reached at [email protected] or visit stayafloat.com.au.

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Focus on Stability: Ways to Manage a Vessel’s Stability and Prevent Capsize

 Stability refers to the ability of a vessel to return to its upright position after being heeled over by wind, waves or other forces. Stability isn’t just about design — it’s also about how you operate.

Overloading, poor stowage, fishing gear hook-ups on underwater objects and movement of people on board all increase the risk of instability.

AMSA has introduced the requirement for vessel operators to identify risks to vessel stability in their safety risk assessment and include management arrangements in their safety management system (SMS).

Competent persons, such as accredited marine surveyors and naval architects are best placed to assess vessel stability.

The presence of stability documents on their own does not ensure that the vessel will be stable in all operational scenarios.

The best way to verify if a risk to stability has been appropriately considered is to assess the vessel against the applicable stability criteria in the National Standard for Commercial Vessels (NSCV), or if applicable, the Uniform Shipping Laws Code (USL Code).

Learn about stability risks for fishing vessels at https://www.amsa.gov.au/vessels-operators/domestic-commercial-vessels/domestic-commercial-vessel-requirements/fishing-vessel.

This guide sets out:

• The basics of stability: buoyancy and gravity
• How the forces of buoyancy and weight are simplified
• How the centre of gravity moves
• How the centre of buoyancy moves
• How stability changes as a vessel rolls over

Stability hazards to look out for:

• Modifying a vessel or installing new fishing gear
• Overloading leading to capsize
• Swamping of the deck and ‘free-surface effects’
• Water ingress and downflooding
• Shifting catch or fishing gear Stabilisers Trawling, dredging and towing
• Fouling or snagging of fishing gear
• Lifting, pulling on board or splitting the catch
• Lifting the catch at the stern with an A-frame
• Lifting or winching at the side Risks from heavy seas, breaking waves and broaching
• Planning your stability for the whole trip
• Inclinometers and how they help

AMSA also requires operators to record modifications to the structure or equipment of a vessel that may change its stability. This change was introduced so that owners, masters and crew are aware of any modifications made to the vessel that may impact stability.

Go to: https://www.amsa.gov.au/changes-marine-order-504/new-sms-requirements/record-vessel-modifications

Note: The requirement to identify stability risks in the risk assessment does not apply to vessels eligible for a simplified SMS, however, owners of these vessels should identify and manage any stability risks, such as vessel loading, through the risk assessment process.

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Stability Issues Contribute to Fishing Trawler Capsize

In 2024, a range of vessel stability issues caused a fishing trawler to roll over.

A trawler with two crew was heading ashore to repair generators that were shutting off while at sea. While in calm waters close to the shore, the vessel capsized and rolled on its side.

The master suffered a head injury and was taken to hospital.

The master had not followed the vessel’s stability book properly. The investigation also found that the stability book didn’t meet relevant standards.

The stability book did not consider relevant standards because it had:

• no catch conditions included
• fuel tank assumptions that were inconsistent with the National Standard for Commercial Vessels (NSCV).

In addition, the master did not maintain the vessel’s stability according to the stability book. For example, he had ignored documented fuel tank management requirements.

Other issues:

• the lightship declaration was inaccurate – the owner failed to report modifications that exceeded 3.4 tonnes
• the risk assessment failed to identify or control risks associated with fuel and ballast management
• the deckhand wasn’t qualified for the duties he was assigned to undertake.

Under the AMSA National Law, owners of vessels with a stability book must:

• base lightship assessments and declarations on accurate information
• conduct a risk assessment of vessel stability in the vessel’s SMS
• keep a record of modifications affecting vessel stability in the vessel’s SMS

• make sure the master is instructed and trained to operate the vessel according to the stability book.

Find out more information:

• Vessel stability
• Intact stability requirements – C6A (NSCV)
• Buoyancy and stability after flooding – C6B (NSCV)
• Stability tests and stability information – C6C (NSCV)

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Webinar Recording: Risk Assessments That Work for Your Team

Harriet Fowler from The Sydney Fish Market led an interactive session and shared her team-based approaches that move beyond paperwork to make risk assessments useful, relevant, and easy to apply in day-to-day operations.

The webinar covered:

• How to approach risk assessments so they reflect ‘work as done’
• Practical ways to involve your team in identifying and managing risk
• How to keep risk assessments simple, relevant and useful.

Missed the webinar? Watch here: https://www.youtube.com/watch?v=yNHBjZVo6fs

The Sea Safe national safety project is led by Seafood Industry Australia, funded by the Australian Maritime Safety Authority and the Fisheries Research and Development Corporation

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The Maritime Skills Pipeline Project

 Skilled workforce shortages pose a major challenge for Australia’s Maritime industry

This project aims to underpin the implementation and coordination of initiatives to build Australia’s maritime workforce including improving training pathways, accelerating seafarer supply, and supporting strategic workforce planning in collaboration with government and industry.

The initiative aims to strengthen Australia’s maritime workforce by:

• Establishing an agreed national framework for mapping existing and planned initiatives to build the maritime workforce.
• Driving collaboration and co-ordination between the national skills system (jurisdictions and agencies), regulators and key stakeholders to optimise investment and minimise duplication of effort.
• Working to strengthen actions and initiatives to address occupational shortages and develop a sustainable maritime workforce.

The project is being delivered in close collaboration with Commonwealth and State Government agencies, industry stakeholders, and regulators to ensure maritime training packages meet current and future needs.

The draft Maritime Industry Skills Pipeline is due to be submitted to the Federal Department of Employment and Workplace Relations in December 2026.

 More info: https://www.industryskillsaustralia.org.au/maritime-skills-pipeline-project/

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 WA Memorial for Lives Lost at Sea – A Sea Organ at Bathers Beach in Fremantle

A small group of volunteers wants to highlight the bravery of, and sacrifices made by, WA’s commercial fishing fleet.

The WA Fishers Lost at Sea Memorial Association (FlatSea) has come up with a pretty amazing idea about how to do that. They originally thought about some kind of a statue but it really didn’t feel like it was doing justice to what people went through. (Go to: https://www.flatsea.org/)

So they started investigating some more engaging and interactive options for the memorial and came upon an interesting concept in the Croatian city of Zadar where, when walking along the foreshore you will hear a gentle melody that reminds you of voices carried over water.

To watch and listen to the Zadar sea organ go to: Bing Videos

The hauntingly beautiful sounds are created by a ‘sea organ’ constructed by the water’s edge with the sounds are generated when the gentle swell pushes air through a series of pipes. It is one of the world’s biggest musical instruments and is a triumph of art and engineering.

FlatSea organisers reckon a ‘sea organ’ would be a perfect tribute to the hundreds of souls who have been lost at sea while pulling pots, lines and nets along the WA coast – a giant, naturally powered musical instrument filling the beachside air with notes from the ocean.

A site has been identified on the southern rock groyne at Bathers Beach next to the Royal Perth Yacht Club annex.

To become a member of FlatSea and support the proposal go to: https://www.flatsea.org/

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Industry Consultation – AMSA Releases Proposed Changes to Survey Rules

 Marine Order 503 (Certificates of survey – national law) 2018 (MO503) outlines certificate of survey requirements for domestic commercial vessels (DCVs).

Proposed changes are set out at Proposed changes to certificate of survey requirements | Australian Maritime Safety Authority.

Key proposed changes to existing requirements:

Clarify who is responsible for notifying AMSA of a change in vessel ownership

AMSA is proposing to require that the person receiving a vessel (e.g. a buyer) must notify AMSA of a change in vessel ownership instead of the person handing over the vessel (e.g. a seller). This change ensures that the person who is now responsible for the vessel informs AMSA of the change in ownership.

Clarify when certain existing vessels become transitional vessels – Applies to existing vessels obtaining a certificate of survey for the first time.

AMSA is proposing to clarify that existing vessels that are issued a certificate of survey for the first time will become a transitional vessel and must meet the relevant transitional standards. This only applies to existing vessels that previously did not have a certificate of survey due to operating under an exemption.

New Vessels – allow a new vessel that is less than 35m in length to meet the construction, engineering or anchoring standards in either the National Standard for Commercial Vessels (NSCV) or class rules.

AMSA is proposing that new vessels less than 35m can choose to comply with either the construction, engineering or anchoring standards in the NSCV or class rules if design approval was completed by an RO.

Transitional vessels – include the use of Clause 3.12 of USL Code 5F (1989).

AMSA is proposing to change the transitional standards for arrangement, accommodation and personal safety to include the use of Clause 3.12 of USL Code 5F (1989). This change includes escape provisions that are not covered in the NSCV Part C1.

New vessels – require new vessels entering service for the first time, or new vessels that have made a Schedule 1 change to meet the watertight & weathertight integrity standards in the NSCV Part C2.

AMSA is proposing to make it mandatory for applicable vessels to comply with the NSCV Part C2 for watertight and weathertight integrity standards. Currently, new vessels can meet either the NSCV Part C2 or the USL Code.

‘Sister vessel’ arrangements – clarify ‘sister’ vessel’ as a vessel built to the same design as another vessel. These vessels can use the original vessel’s plan approval for a certificate of survey application instead of having to apply for a full plan approval. This makes it easier to obtain a certificate of survey for a sister vessel. AMSA is proposing that the definition of sister vessel be clarified to better explain when vessels may access this arrangement.

Reduce the requirements when updating certain existing vessel components and equipment – This proposed change will enable existing vessel owners to make improvements without triggering transitional requirements for the whole vessel. Owners still need to ensure the updated components and equipment meet current standards comply with a reduced set of transitional standards for other aspects of the vessel.

AMSA is proposing to reduce the transitional standards that apply to a vessel when there is a change to any of the following aspects:

1. 1. battery type or capacity
   2. fixed fire system
   3. gas system
   4. electrical power and generators.

 Align survey timeframes with the 5 year survey cycle – this will apply to vessels relying on a previous certificate of survey to determine the standards or survey requirements that apply.

AMSA is proposing to change the timeframe from 2 years to 5 years for the maximum length of time. A new vessel can re-enter survey while still using the standards that applied to the vessel it last held a certificate of survey when applying for a renewal before a vessel with an expired certificate of survey is required to undergo an initial survey before a certificate of survey can be issued.

AMSA is also proposing to introduce a maximum five year period during which a previously permitted type of operation may be reinstated without being treated as a Schedule 1 change. These changes will align with the 5 year survey cycle.

Increase the maximum period a certificate of survey may be suspended – AMSA is proposing to increase the maximum duration a vessel can have its certificate of survey suspended for, from 6 months to 24 months. This change aligns Marine Order 503 with the suspension periods in other marine orders.

Allow more time to conduct periodic surveys – for vessels undergoing their periodic survey.

AMSA is proposing to increase the timeframe in which certain vessels have to undergo a periodic survey. The change will apply to medium-risk vessels and allow a ‘Year 3 periodic survey’ to be completed in the 15 months before, or 3 months after it is due. This change will give these operators more flexibility to complete a periodic survey.

Allow certificate of survey to be varied to reduce the number of people allowed on board – Apply to vessels seeking to reduce the number of people they are permitted to carry.

AMSA is proposing to allow a certificate of survey holder to seek a variation when reducing the number of people they are permitted to carry on board. This will reduce the costs for survey holders because they’ll no longer need to submit a full renewal application when making this change.

Note: Minimum and appropriate crewing requirements under Marine Order 504 will still apply.

Clarify the conditions where AMSA may revoke a certificate of survey – this focus is on vessels involved in marine incidents or vessels that are no longer domestic commercial vessels.

AMSA is proposing to clarify that AMSA may revoke a certificate of survey if a vessel is involved in a serious incident, such as sinking or being significantly damaged. This change will ensure vessels are suitably repaired and re-certified before restarting operations after a serious incident.

 AMSA is also proposing to clarify that AMSA can revoke a certificate of survey if a vessel stops operating as a domestic commercial vessel. This could be because a vessel:

• has been decommissioned
• has become a regulated Australian vessel  
• has become a foreign-flagged vessel.  

This change will reduce the potential for confusion about the status of the vessel and ensure that we have accurate data on the domestic commercial vessel fleet.

Require vessel owners to notify AMSA if an insurance claim is made on a damaged vessel – a new requirement applying to vessels that have been damaged and an insurance claim made.

AMSA is proposing to require a vessel’s owner to notify AMSA if they make an insurance claim on a vessel that has been damaged. This ensures AMSA is aware of vessels that have been significantly damaged and that may need to be reassessed before resuming operations. 

Remove the hull material from the definition of ‘modifier’ on vessels with a hull at least 15 years old.

AMSA is proposing to stop using hull material as a criteria for deciding if an older vessel needs more frequent surveys. Age is the most significant factor for determining a vessel’s risk and all vessels with a hull at least 15 years old will be required to undergo more frequent survey.

Allow AMSA to make determinations and approvals on AMSA’s initiative – AMSA is proposing to enable AMSA to make determinations or approvals in specified circumstances without the need for an application. This will reduce administrative burden and allow vessels to use correct standards or approvals without delay.

Where to from here?

Industry comment period closed  20^th April 2026.

Please go to Proposed changes to certificate of survey requirements | Australian Maritime Safety Authority to view to proposed changes.

To see existing rules go to: Marine order 503 – Certificates of survey – national law | Australian Maritime Safety Authority

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Essential Sea Safety Drills – What Needs to be Done and How?

Essential sea safety skills must be practiced regularly to ensure crew readiness.

Pre-season, while in port, will allow for a positive start to the process. A refresher on a regular basis or whenever a new crew comes aboard is strongly recommended.

Core Emergency Drills (Monthly practice recommended or whenever new crew come aboard)

• Abandon Ship: Muster at stations with life jackets/immersion suits, issue Mayday, check communication equipment, and practice lowering survival craft.
• Fire Drill: Sound alarm, locate fire, initiate communication, isolate power/ventilation, and practice using fire-fighting equipment.
• Person Overboard (POB): Immediately yell “person/man overboard,” keep sight of the person, throw a flotation device, and turn the vessel in line with emergency procedures (eg Wlliamson Turn).
• Flooding/Damage Control: Locate leaks, activate bilge pumps, and close watertight doors.

Actionable Safety Procedures

• Initial Response: Stop activities, assess danger and sound the general alarm.
• Communication: Immediately notify the master/bridge.
• Life Jackets: Put on life jackets immediately during any major emergency.
• Documentation: Debiref and record all drills, including times and participants, for compliance.

Key Safety Principles

• No Panic: Maintain calm, authoritative communication.
• Safety First: Do not risk crew safety during rescue attempts.
• Training: Regularly train on equipment and procedures on how to use equipment including Emergency Position Indicating Radio Beacons (EPIRBs), likejackets and flares.

Best Practices for Effective Drills

• Regular review of vessel SMS: All crew should be trained in the contents of the vessels Safety Management System as soon as they are employed. Monthly refreshers on various sections of the SMS is recommended.
• Realism: Conduct drills as if they were actual emergencies, simulating unexpected difficulties like restricted access or failed equipment when safe to do so.
• Frequency: Fire and abandon ship drills are typically required at least monthly, with specific drills like the operation of watertight doors daily or weekly.

• Hands-on Learning: Encourage crew members to physically touch and use the equipment. Hands-on learning leads to much higher retention than simply watching a video.
• Documentation: Record all drills in the vessel’s official logbook, noting the date, type, participants, and any observations for improvement.
• Debriefing: Hold a post-drill discussion to evaluate performance, identify weaknesses, and implement corrective measures in the vessel SMS.

Go to: https://www.amsa.gov.au/qualifications-training/safety-and-navigation-training/emergency-procedures-flipchart

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First Aid in the Workplace – Responsibilities, Planning, Action and Training

First aid is the immediate treatment or care given to someone suffering from an injury or illness. The initial treatment a person receives directly after an injury, accident or when a person becomes ill at work is extremely important in achieving the aims of first aid.

Providing immediate and effective first aid to workers or others who have been injured or become ill at the workplace may reduce the severity of the injury or illness.

In some cases, it could mean the difference between life and death.

1. Health and safety responsibilities/duties: 

• persons conducting a business or undertaking (PCBUs)
• designers, manufacturers, importers, suppliers and installers of plant, substances or structures
• workers and other persons at the workplace also have the duty to take reasonable care for their own health and safety at the workplace.

A person can have more than one duty responsibility – more than one person can have the same duty at the same time. Clear demarcation in safety management plans, early consultation and identification of risks can allow for more options to eliminate or minimise risks and reduce the associated costs.

1. Planning

First aid requirements will vary from one workplace to the next, depending on the nature of the work, the types of hazards, the workplace size and location, as well as the number of people at the workplace. These factors must be taken into account when deciding what first aid arrangements are provided.

In selecting and determining the number of first aiders needed at a workplace, consideration should be given to:

• the hazards identified at the workplace;
• an assessment of the risks associated with the hazards;
• the size and layout of the workplace;
• the location of the workplace including whether it is an isolated or remote workplace;
• the distance from the workplace to the nearest occupational health or medical service, or ambulance service; and
• the number and distribution of employees including those employees working shiftwork.

Medication, including analgesics should not be included in a first aid kit because of their potential to cause adverse effects in some people, including pregnant women and people with medical conditions such as asthma.

Workers requiring prescribed or over the counter medication should carry their own, however, for the treatment of severe allergies or anaphylaxis, workplaces may consider keeping an asthma-relieving inhaler and a spacer to treat severe asthma attacks and an epinephrine auto-injector (e.g. an EpiPen) for anaphylaxis. These should be stored in accordance with the manufacturer’s instructions.

Where required, first aiders or co-workers should have knowledge of the co-worker’s Action Plan for Asthma or Anaphylaxis and be provided with appropriate training.

2. Action

First aid may be administered by the first person ‘on the spot’. It is generally recognised, however, that a first aider is a person who has had some level of formal training. First aiders may have skills that range from basic expired air resuscitation (EAR) or cardio-pulmonary resuscitation (CPR) to being able to provide more complex treatment.

3. Training

Selection and training of first aid personnel is most important.  First aiders should be familiar with the specific conditions and hazards at the workplace and the types of injuries likely to require treatment. The level of training that is needed should be determined according to the hazards identified at the workplace and the assessed risks.

Worksafe provides a guide (First aid in the workplace: Code of practice) which provides information on using a risk management approach to tailor first aid to suit the circumstances of your workplace, while also providing guidance on the number of first aid kits, their contents and the number of trained first aiders appropriate for some types of workplaces.

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Personal Protective Equipment (PPE)

Personal protective equipment (PPE) is anything used or worn by a worker to assist to reduce health and safety risks.

PPE limits exposure to the harmful effects of a hazard but only if workers wear and use them.

A person conducting a business or undertaking (PCBU) must put control measures in place to protect workers’ health and safety. That includes giving workers PPE, if required, to minimise a risk.

PPE can include:

• wet weather gear

• lifejacket
• hard hats
• sun hats
• earplugs or earmuffs
• gloves
• protective eye wear
• respirators
• sunscreen
• safety harnesses
• safety boots
• coveralls
• high-visibility clothing, or clothing designed to protect against UV or other hazards.

Workers and other people visiting the workplace also have responsibilities for PPE.

It’s the duty of the PCBU to:

• select suitable PPE for the worker and the task, including that it is reasonably comfortable and is of a suitable size and fit for each worker
• consult with their workers about selecting the most suitable PPE
• provide information, training and instructions to workers and people visiting your workplace about how to use PPE
• guide workers and others to use PPE properly
• ensure that the PPE is used or worn by the worker properly as far as they reasonably can
• periodically assess whether the PPE is and continues to be effective

• put up signs about using PPE
• make sure PPE remains in good working order and instruct workers on how to do this

• PPE selected is compatible with other PPE worn (eg. a combination of wet weather gear, lifejacket and personal EPIRB).

Workers issued PPE must:

• wear and use it properly as instructed
• take care not to misuse or damage it
• report any faults, damage, or need for cleaning or decontamination.

Refusing to use PPE, or intentionally misusing or damaging it, could result in disciplinary action or prosecution.

Read How to manage work health and safety risks: Code of practice for more information.

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AMSA Guide to Routine Service of Fire Protection Systems and Equipment

AMSA encourages frequent inspection of fire equipment.

Routine service of fire protection systems and equipment requires six monthly inspections of portable fire extinguishers (Australian Standard 1851-2012).

This guidance applies to owners of DCVs who are required to comply with the National Standard for Commercial Vessels, Part C Section 4 – Fire Safety (NSCV Part C4).

The purpose of this guidance is to clarify the requirements for the inspection of water, foam, and dry chemical (stored pressure) portable fire extinguishers onboard domestic commercial vessels.

Fire equipment/appliances such as water, foam and dry chemical stored pressure portable fire extinguishers should be in good order at all times and readily available for use.

An Accredited Marine Surveyor or Marine Safety Inspector may in the course of their duties conduct safety equipment checks on a vessel to ascertain the status and condition of fire equipment/appliances.  The onus is on the owner/ operator to ensure that they maintain fire equipment/ appliances in accordance with their statutory obligations.

Water, foam and dry chemical stored pressure portable fire extinguishers are fitted with a pressure gauge to indicate the operable range.

 In accordance with the standards AMSA accepts that the six monthly checks of water, foam, and dry chemical (stored pressure) portable fire extinguishers (as required by AS 1851) may be conducted by a member of the vessel crew who has a current Certificate of Competency (other than General Purpose Hand).

Note: This does not apply to other extinguisher types, including wheeled extinguishers, which will require servicing by accredited or licensed persons.

 The six monthly inspection of water, foam, and dry chemical stored pressure portable fire extinguishers by a crew member should be documented, preferably in the vessel log/record book with the date of the inspection and the name and qualification of the crew member who undertook the inspection, as evidence of compliance.

If a vessel record book/log book is not required (by survey), then a signed and dated maintenance record should be kept.

The applicable checks are shown in Attachment 1 (Inspection and Records) of the guide.

Alternately, the owner/operator of a vessel may choose to engage an accredited or licensed service provider to service fire equipment/appliances.  The service provider will supply a service certificate stating compliance with AS 1851. The owner/operator should retain this service document as evidence of compliance.

An accredited or licensed service provider is required to complete the service and inspection for fire equipment/appliances that require 12 monthly and five yearly service and inspection under AS1851.  Accredited Marine Surveyors or Marine Safety Inspectors will have need to sight a service certificate from a service provider stating that the fire extinguishers/appliances have been serviced in accordance with AS 1851.

Full guide go to: https://www.amsa.gov.au/sites/default/files/2023-11/amsa707_inspection_of_portable_fire_extinguishers.pdf

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WorkSafe WA Announces New Cyclone Warnings System

Given the uncertainty and unpredictability of damage created by individual cyclones, persons conducting a business or undertaking (PCBUs) in cyclone sensitive regions are urged to apply extreme caution with regard to exposing workers to the dangers associated with cyclone risks, particularly along the northwest coast.

A cyclone contingency plan should form an integral part of a vessel’s safety management system.

Operators of a fishing business should ensure their workers understand the procedures to follow if a cyclone threatens, while emergency plans should include advice from DFES and relevant regional emergency planning groups for each site locations.

For more information: https://www.worksafe.wa.gov.au/cyclone-emergency-preparation-planning-and-preparedness

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Your float-free EPIRB could save lives – but only if it works when it matters most.

Float-free EPIRBs are water-activated distress beacons fitted in a float-free bracket. They are designed to activate when a vessel capsizes to a depth of 1–4 metres. They use a hydrostatic release unit (HRU) which opens when submerged. The EPIRB floats to the surface of the water and transmits a distress signal.

Regularly check your HRU and EPIRB battery to ensure your float-free EPIRB will activate properly in an emergency and stays compliant with safety regulations.

• Check the EPIRB battery: Ensure it’s in date and functional. An EPIRB battery has a fixed lifetime and should be regularly checked to ensure it transmits properly in an emergency situation. Generally, a battery will last from 5-10 years.
• Replace the HRU: Every 2 years (or as per manufacturer’s instructions).
• Failure to replace the HRU and release rod after two years may result in the EPIRB not deploying correctly in an emergency. Each brand of float-free EPIRB has a specific EPIRB HRU model and replacement kit approved for installation, refer to the manufacturer instructions.
• A liferaft HRU or reusable HRU are not approved to be installed in a float free EPIRB.
• Once a float-free EPIRB has been activated, the release rod is cut in half in order to release the EPIRB to float free. It is important to ensure you replace the HRU and release rods after it has been used.

For detailed information go to: Float-free EPIRBs – Beacons

All Australian EPIRBs must be registered with AMSA. Registration is valid for two years after date of issue and must be renewed before its expiry date. Read more about why it is important to register your beacon.

Don’t wait until it’s too late – inspect your float-free EPIRB today.

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Have You Got the Right Safety Equipment On-Board?

Having the right safety equipment on board gives you and your crew the best chance of survival if something goes wrong.

Before heading out, check that you have everything you need on your vessel, that it’s easily accessible, and has been well maintained.   

The safety equipment you need depends on your class of vessel, and how you operate.

AMSA provides safety equipment lists for:

• Class 1, 2 and 3 surveyed vessels
• Non-survey vessels
• Non-survey fishing vessels operating in warm waters and within 2 nautical miles of land
• Non-survey beach fishery vessels operating anywhere in Australia
• Tenders.

Go AMSA safety equipment lists: Your safety equipment | Australian Maritime Safety Authority

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Marine incident reporting is a shared responsibility between vessel owners, operators and crew.

Marine incident reporting plays a vital role in providing information to make all vessels safer places.

Reporting is essential to maritime safety as it helps paint a more informed picture of the risks affecting the industry. By reporting, you assist to develop more effective safety strategies and advice for regulators, owners, operators, and crew to avoid similar events in the future.

By sharing incident details, you help everyone to:

• respond quickly and efficiently to incidents when they happen
• understand the risks affecting vessel operations
• build a reliable safety database to inform better safety guidance materials.

Every report matters. Not just serious injuries or accidents but near misses as well.

Even if in doubt, report it.

Your experiences help shape safer practices across the industry. Together, we can strengthen safety culture and prevent future incidents.
Learn more about what to report and how to do so. Your time and effort make a real difference and can save lives.

Order your sticker 

To assist owners and operators, a new sticker is available to display on your vessel to encourage reporting and increase awareness about the importance of incident reporting.

You can order a free ‘Don’t ignore it, report it’ sticker for your vessel using this order form.

AMSA also distributes regular newsletters and alerts that address safety issues related to the outcomes of incident reports. Subscribe now to access these publications.

• Maritime safety awareness bulletin
• Safety alerts

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Bureau of Meteorology Changes to Issue of Weather Forecasts.

The Bureau of Meteorology has changed how often they issue weather forecasts from September 2025.

What are the changes?

• Increasing the number of routine public weather forecast issuances from current advice 2 x daily out to 4 x times daily
• Issuing routine public weather forecasts nationally at the same time – forecasts will be issued at UTC (Coordinated Universal Time) times nationwide instead of being staggered across Australian time zones based on local times.

These changes will ensure that the Bureau’s latest forecasts are informed by the most recent numerical weather predictions and observations in each state and territory.

These changes will enable the community, industry, and emergency services to make more timely and informed decisions. The additional updates will better align the current day’s forecast with actual conditions. Synchronizing issue times across states and territories will provide a consistent national forecast product for customers looking at forecasts across multiple jurisdictions.

The Bureau understands that forecast issue times have remained unchanged for a long period.

They are asking for advice of any potential impacts these changes may have on your operation.

While some states and territories will receive updates earlier, no area will receive updates later than the current issue times.

Which forecasts would change?

• Text forecasts:
• These products are currently issued approximately every 12 hours, at 5:00 am and 4:00 pm local time.
• Under the planned changes, they would be issued around 17:00 UTC and 05:00 UTC – which is approximately 3:00 am and 3:00 pm AEST, or 1:00 am and 1:00 pm AWST.
• There will be additional updates at 11:00 UTC and 23:00 UTC.
• Products affected are:
  • Land-based forecasts including district, town, city, state & territory, and precis forecasts
  • Coastal waters and local waters forecasts, and marine wind warning summaries
• Australian Digital Forecast Database (ADFD) forecasts:
  • ADFD grids are currently routinely issued 2 x daily.
  • Routine updates would be increased to 4 x daily: 17:00 UTC, 23:00 UTC, 05:00 UTC and 11:00 UTC for all states and territories.

What wouldn’t change?

• The format, content, product codes, and the delivery channels we use to deliver routine weather forecast products
• Issue times and update frequency for fire weather forecasts, fire danger ratings, fire weather warnings, preliminary fire weather forecasts, and fire weather gridded products
• Issue times and update frequency for warnings other than coastal waters wind warnings (which are issued at routine times)

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New AMSA Online Portal for Applications for Near Coastal Tickets.

The Australian Maritime Safety Authority (AMSA) has extended an early invitation to WAFIC members to use myAMSA – the new online application portal for Near Coastal certificates of competency.

You can access myAMSA via this link from midday on Wednesday, 25^th June 2025 at which point it will be live on AMSA’s website.

AMSA has been developing this online application portal for Near Coastal certificates of competency with the goal of saving seafarers time by enabling seafarers to apply online for their tickets – instead of having to travel to an Australia Post outlet to apply in person.

myAMSA uses the Australian Government’s Digital Identity verification app, myID, to allow seafarers to securely log into their myAMSA account. If seafarers don’t have a myID app, they can go to the myID website to get set-up. It’s quick and easy.

While myAMSA is currently a beta (test) product, all transactions in the portal are legitimate. All applications received through myAMSA (beta) will be processed. If approved, a Near Coastal certificate of competency will be issued in the mail.

As a beta product, AMSA is eager to hear what Near Coastal seafarers think of myAMSA.

Eligibility:

• Seafarers need to be ready with all their documentation to submit a Near Coastal certificate of competency application through myAMSA beta from Wednesday 25^th
• They’ll also need a myID which is the Australian Government’s Digital Identity app that will securely verify their identity upon logging them into myAMSA for the first time.
• If they are an existing seafarer with an AMSA record, they’ll also need their AMSA ID on hand (displayed on the back of a certificate of competency card).

Feedback is crucial to refining the portal, and the experience of Near Coastal seafarers will help shape future updates and improvements to myAMSA which will be fully released later this year.

Contact for feedback: Chris Battel, AMSA on [email protected]

For further information go to: myAMSA help and feedback | Australian Maritime Safety Authority

Read more about myAMSA beta on AMSA’s website.

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New Worksafe WA Diving Webpage and Checklist Published

Businesses carrying out diving operations must comply with the listed duties contained within the new Work Health and Safety Act 2020 and Work Health and Safety (General) Regulations 2022.

Owners, directors, managers and divers must ensure:

• the fitness and competence of persons who carry out diving work;
• the health and safety of persons who carry out diving work; and,
• the health and safety of other persons at workplaces where diving work is carried out.

Since the release of the new WA work health and safety regulations in March 2022, Worksafe has been developing general guidance material for those carrying out diving operations.

WAFIC has assisted the dive sectors involved with the fishing and aquaculture industry to consult with Worksafe on the drafting of these materials.

Worksafe WA published a new ‘general diving webpage’ and ‘checklist’ in June 2025.

Go to: https://www.worksafe.wa.gov.au/general-diving-work/general-diving-work

Go to: https://www.worksafe.wa.gov.au/publications/general-diving-work-checklist

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AMSA National Compliance Plan – 2025-26

Every year AMSA undertakes a range of compliance activities with focus areas informed by the analysis of marine incidents, inspections, deficiency data and subject matter expert input, to address emerging risks to personnel and vessels safety and the environment.

The 2025-26 National Compliance Plan is currently being finalised and will outline AMSA’s intended compliance focus areas for the next financial year.

This gives stakeholders insight into the compliance areas AMSA will focus their efforts.

Key areas of interest in 25/26 will be:

• Safety management system implementation – especially onboard inductions and emergency drills training
• Safe vessel operations, with continued focus on MO504 phase 2 implementation – focus will be education not enforcement.
• Lithium ion-battery installations as a fire/explosion hazard.
• Hazardous gases national safety campaign – education and focused inspections.
• Person overboard safety education.
• Joint inspections with Workplace Health and Safety jurisdictions – developing approaches.
• The 2025-26 National Compliance Plan is planned to be published on the AMSA website in July 2025 with communications planned to support stakeholder awareness.

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Federal Government to Consult on Findings of Independent Reviews of AMSA

The Albanese government advised in November 2025 that they have now considered the findings from the two (2) independent reviews of AMSA carried out in 2021 and 2023 respectively.

Post the May 2025 federal election, Seafood Industry Australia met with the Department of Infrastructure and Transport and was informed that the review findings were under consideration by the Minister. However, the renewable energy transition and Maritime Emissions Reduction National Action Plan (MERNAP) took priority on the Albanese Government agenda at the time.

The government now advises it will be releasing their responses to the report findings and recommendations for public consultation in 2026.

The first independent review commenced in 2021 into whether the AMSA legislation is fit-for-purpose and was completed and submitted to the Minister in September 2023.

A second independent review into the financial sustainability of safety agencies, including AMSA, was completed and submitted to government in November 2023.

These reviews deal with many issues including the policies supporting ‘grandfathered vessels’ and the future of ‘cost recovery’ of AMSA services.

The major issue of interest to the commercial fishing industry was the ‘grandfathering provisions’ applying to vessels constructed prior to July 2013. The Independent Review panel findings and recommendations were:

Finding 3: The current grandfathering arrangements and how the transitional standards framework is perceived to operate, act as a disincentive to safety improvements.

 Recommendation 2: Safety improvements should be introduced to the current grandfathering arrangements in accordance with a phased risk-based program.

•  DCVs that would be required to be surveyed under the risk-based regulatory regime proposed under Recommendation 1, and that are subject to grandfathered survey requirements, should undergo survey inspection to assess gaps and requirements to minimum design and construction standards and comply with baseline requirements for stability, fire safety and electrical safety.
• These inspections should occur over a two-to-five-year period, with higher risk vessels/operations given greater priority for early inspection
•  Owners should be required to rectify inspection findings within two years of inspection, except where the vessel poses a major and imminent safety risk.
• ‘Survey type’ vessels that operate to grandfathered design and construction standards and that are within survey, should continue to meet the standard that applied to the vessel as at 30 June 2013 subject to also complying with baseline requirements for stability, fire safety and electrical safety.
•  Grandfathered crewing arrangements should be allowed to continue, subject to the vessel not changing its area of operation, nature of operation or being modified. AMSA should develop an evidence base on the incidence of serious injuries and fatalities associated with these arrangements, and it should draw any new evidence to the attention of the Australian Government.
•  Grandfathered Certificates of Competency should be improved by:
• Requiring the registration of Perpetual Certificates with AMSA. Upon registration, these certifications should be recognized by AMSA and reissued subject to Certificate holders being assessed against contemporary health and fitness standards and
• Providing logbook evidence of a minimum number of hours applied each year. The minimum number of hours should be determined by AMSA in consultation with industry.
• The Australian Government should consider establishing a Safety Improvements Package with a suite of time limited incentives to assist with inspections and attaining appropriate standards, from a sustainable funding source.
•  The Australian Government could consider funding arrangements from a sustainable funding source to assist state and territory governments to manage higher numbers of abandoned or derelict vessels due to changes in grandfathering, if this issue arises.

In July 2013 Mr Albanese (as federal Transport minister) and State Transport Ministers committed to introducing the ‘grandfathering provisions’ when transitioning maritime safety management responsibility from the states to a national system (under AMSA).

This decision recognised that many in the Australian commercial vessel fleet (including fishing vessels) were operating quite safely under their existing vessel standards, applying existing management systems and within their existing area of operation and thus should not be forced into major cost imposts to meet the various new vessel standards across jurisdictions for no measurable change in safety benefit.

At the time, June 2013, the Commonwealth and State governments agreed these arrangements should continue unless incident evidence and data dictated the need to adopt an alternative approach.

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How does ‘Grandfathering’ Work for your Vessel?

AMSA released a Fact Sheet to guide vessel owners on the survey arrangements for vessels that have received ‘grandfather’ status from the time the National Marine Safety System was introduced in 2013. Click Here

Grandfathering arrangements allow existing vessels to continue operating under the survey requirements that existed before the introduction of the National System ONLY WHERE the vessel has not been significantly modified or stability affected by equipment additions.

If this is the case the standards that applied to the vessel when the WA Certificate of Survey (CoS) was last issued prior to 2013 will continue to apply. The vessel owner does not have to upgrade the vessel or its equipment to meet the ‘new National System standards’ and the vessel is able to continue being surveyed in accordance with the survey requirements that applied under the WA Certificate of Survey.

If a ‘grandfathered’ vessel is due for a new CoS issued under the new national Marine Safety System he owner will need to contact an accredited marine surveyor to assess whether the vessel still meets the requirements that applied to it before 1 July 2013.

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Changes to Safety Management System Requirements – Commenced 1^st June 2025

AMSA Marine Order 504 contains all the regulatory requirements for commercial vessel operational requirements for marine safety including safety management systems (SMS).

In 2024, Marine Order 504 underwent a public review process aimed at improving the safety outcomes of the SMS requirements and making them easier to understand, fit for purpose and practical for the diverse range of commercial vessels across Australia.

These changes came into effect on 1^st June 2025.

 In-depth information, guidance and resources to help navigate and apply the following changes is available on the AMSA website at: https://www.amsa.gov.au/changes-safety-management-system-requirements-1-june-2025

 The key changes to be introduced include:

• Introduction of a Simplified SMS — Owners of some vessels less than 7.5 metres will be eligible for a simplified SMS. Use the AMSA online simplified SMS tool to find out if the simplified SMS applies to you.
• Fatigue management — Vessel owners will need to identify and address the risk of master and crew fatigue in the vessel’s safety management system. This does not apply to Class 4 vessels (see articles on page 3 & 4)
• Drug and alcohol policy — Vessel owners will need to have a drug and alcohol policy in the vessel’s SMS to manage the risks associated with drug and alcohol use. (see articles on page 4 & 5)
• Key operational procedures to be covered in SMS — Class 1, 2 and 3 vessel owners will need to have procedures covering the key vessel operations in their SMS, if relevant.
• Vessel emergency plans — Loss of propulsion and oil or fuel spills will need to be covered in the vessel’s emergency plan, if relevant.
• Master and designated person responsibility statement — The master’s responsibility and authority statement has been clarified to better outline their authority and there is now a requirement to set out a designated person’s responsibility statement. Different rules may apply to vessels eligible to operate under a simplified SMS in certain circumstances.
• Assembly station requirements — Alternative assembly stations will only be required if reasonably practicable based on the vessel’s layout, characteristics and risk assessment. Different rules may apply to vessels eligible to operate under a simplified SMS.
• Record of vessel modifications — Vessel owners will need to identify risks to vessel stability in the vessel’s risk assessment and will need to maintain a record of vessel modifications impacting stability. This does not apply to Class 4 vessels and different rules may apply to vessels eligible to operate under a simplified SMS.

A range of guidance, tools and other resources are available to help implement the changes:

• Online simplified SMS tool — use this simplified SMS tool to check if you are eligible for the simplified SMS.
• Simplified SMS flowchart — download our printable flowchart to determine your eligibility for the simplified SMS.
• Guidance for developing:
  • Fatigue risk management plan
  • Drug and alcohol policy
  • Stability risk assessment and recording vessel modifications.

Go to: https://www.amsa.gov.au/changes-safety-management-system-requirements-1-june-2025

AMSA Vessel Fatigue Management Webinar Available Online – You can watch the 30 minute webinar held in February 2025 at: https://www.youtube.com/watch?v=DeDZQDevo4M

What should people do to prepare? 

Stakeholders should take the time to understand the changes and use the guidance and tools provided to prepare.

They can start updating their SMSs to include new requirements for fatigue, drug and alcohol policies, dangerous goods, and emergency plans now.

NOTE: See more articles below to assist with guidance on the new rules.

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New AMSA Rules to Simplify SMS Requirements – Watch Webinar!

AMSA has simplified safety management system (SMS) requirements for smaller, less complex DCVs and operations to:

• uphold or improve safety outcomes
• align better with operational needs
• reduce administrative burden.

 Note: If you are eligible for simplified SMS and you already have a full SMS, you can choose to change to simplified SMS or keep your full SMS.

 Watch information webinar at:

https://email.amsa.gov.au/pub/pubType/EO/pubID/zzzz67da3179c8617110/?vid=t-8Fg8B7v_I

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Safety Management System – You Must Have One – By Law!

1. AMSA Marine Order 504 requires all domestic commercial vessels must have a safety management system (SMS).
2. Worksafe (WA) legislation requires all domestic commercial vessels must have a safety management system (SMS).

An SMS will demonstrate and document how you have prepared your vessel and crew to meet the ‘mandatory’ general safety duties contained in both sets of legislation.

Your vessel’s SMS should be based on a risk assessment of your operations. It should describe how safety, maintenance and operation is managed on your vessel.

A safety management system is not just a document – you must put it into practice, Train your employees, do practical emergency drills and document that you have done so.

The owner, operator, master, and crew of each vessel must be involved in developing and reviewing the risk assessment.

AMSA has a range of tools and resources to help you develop and assess the health of your safety management system (clicks links underlined):

• Guidelines for a safety management system – this guide provides information, checklists and templates that can guide you through developing or revising your own SMS.
• How to develop a safety management system – an online step by step guide through the process of developing your SMS.
• Templates for a safety management system – useful templates are available for you to download.
• Risk management in the national system – a practical guide on identifying hazards, conducting a risk assessment, implementing control measures and reviewing risks as part of your safety management system.
• Emergency procedures flipchart – ideas for developing and writing emergency procedures.
• Crewing guidelines – appropriate crewing must be determined by the owner as a part of their general safety duties and should be documented as a part of the vessels SMS.
• Fishing for safety video – watch this 16 minute video for easy to understand steps, real-world stories and experiences of why an effective SMS is essential.
• Planned maintenance – learn about the importance of maintenance plans and what to include in yours.

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 Vessel Fatigue Management – AMSA Webinar Available Online

 A survey of more than 1,000 crew working across a wide range of commercial vessels in Australia found a concerning knowledge gap when it came to identifying and managing fatigue.

Of the 1,000 survey participants:

• One in three began work on a vessel already in a fatigued state
• 40% had less than six hours of sleep in any given 24-hour period
• Survey participants struggled to identify lesser-known behavioural signs of fatigue like slurred speech and risk taking
• 50% had not received any fatigue management training or guidance

This led to recent changes to AMSA regulations placing far greater emphasis on vessels having a management plan for the fatigue of their crew. These changes have been set out in Marine Order 505 and to assist with understanding the requirements for managing fatigue AMSA recently held a webinar. You can watch the 30 minute webinar at: https://www.youtube.com/watch?v=DeDZQDevo4M

Educating yourself, your master and crew on the impacts of fatigue, identifying fatigue and how you will manage fatigue on your vessel is of paramount importance. Including your fatigue management approach in your vessel ‘safety management system’ is also required. Make sure you involve your master and crew in this fatigue management system development, trial the planned approach and include crew when reviewing the system.

Particular attention needs to be paid to working at night. See some summaries of incidents due to fatigue at:

• https://www.amsa.gov.au/vessels-operators/incident-reporting/safety-lessons-marine-incident-investigation-amsa-report-no29
• https://www.amsa.gov.au/vessels-operators/incident-reporting/safety-lessons-marine-incident-investigation-amsa-report-no8

For other assistance and guides go to: https://www.amsa.gov.au/smschanges

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Fatigue Management – Its More Than Feeling Tired and Drowsy.

In a work context, fatigue is a state of mental and/or physical exhaustion which reduces a person’s ability to perform work safely and effectively. It can occur because of prolonged mental or physical activity, sleep loss and/or disruption of the internal body clock.

Fatigue can be caused by factors which may be work related, non-work related or a combination of both and can accumulate over time.

Everyone in the workplace has a work health and safety duty and can help to ensure fatigue does not create a risk to health and safety at work.

Fatigue can adversely affect safety at the workplace. Fatigue reduces alertness which may lead to errors and an increase in incidents and injuries, particularly when:

• operating fixed or mobile plant, including driving vehicles
• undertaking critical tasks that require a high level of concentration
• undertaking night or shift work when a person would ordinarily be sleeping.

The longer term health effects of fatigue can include:

• heart disease
• diabetes
• high blood pressure
• gastrointestinal disorders
• lower fertility
• anxiety

SafeWork Australia has created a Guide to provide practical assistance for persons in charge of a business or undertaking on how to manage fatigue to ensure it does not contribute to health and safety risks in the workplace and workplaces covered by most Work Health and Safety Acts.

It is not designed to provide information on managing fatigue in specific industries and does not replace requirements related to fatigue under other laws.

Go to: https://www.safeworkaustralia.gov.au/doc/guide-managing-risk-fatigue-work

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 Drug & Alcohol Policy Required on All Vessels from 1^st June 2025

 From 1 June 2025, all domestic commercial vessel (DCV) operators must have a drug and alcohol policy as part of their safety management system (SMS).

This new requirement, introduced by AMSA, aims to address the safety risks associated with drug and alcohol use in the maritime industry.

What you need to do is ensure all masters, crew, and any special personnel are:

• made aware of your drug and alcohol policy,
• are assessed as fit to undertake their duties,
• are not impaired by drugs or alcohol.

Use the guidance material below to update your SMS to include a drug and alcohol policy. Developing a drug and alcohol policy is essential for compliance and safety.  Make sure all personnel understand their responsibilities before 1 June 2025 to ensure a safe and responsible maritime environment.

View the guidance online: Drug and alcohol policy – Class 1, 2 and 3

Print or download the guidance: How to develop a drug and alcohol policy – Class 1, 2 and 3 vessels PDF251.25 KB

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Everyone Has a Legal Duty of Care relating to Drugs and Alcohol

Everyone in the workplace has work health and safety duties under the Work Health and Safety Act 2020.

A person conducting a business or undertaking (PCBU) has a duty to protect workers from the risks associated with the use of alcohol and drugs.

As a PCBU, you must manage all health and safety risks and this might include setting specific policies for the use of drugs and alcohol.

So far as is reasonably practicable an owner must:

• ensure the health and safety of workers and others at your workplace;
• consult with workers who carry out work for the business or undertaking and who are (or are likely to be) directly affected by a health and safety matter; and,
• consult cooperate and coordinate activities with all other relevant duty holders.

All workers have a legal duty to take reasonable care for their own health and safety and not adversely affect the safety of others.

• Workers must ensure they arrive at work:
• fit and well enough to do their job; and,
• not be under the influence of alcohol or drugs

There are a number of reasons why it is appropriate to develop a workplace policy on alcohol and other drugs:

• A PCBU could be found in breach of the general duty to provide a healthy and safe workplace that is free from hazards if injury or harm is suffered as a result of alcohol or other drug use.
• Having and applying an alcohol and drug policy demonstrates management commitment to a healthy and safe workplace.
• Having a clearly defined policy, with supporting procedures in place, will assist the PCBU to provide a safe workplace and manage drug and alcohol related issues in the workplace.
• The existence of a policy also provides a means of informing employees and other people at the workplace about what behaviour is acceptable in relation to alcohol and other drugs in your workplace.

If a person appears affected or impaired by alcohol or drugs, the PCBU has an obligation to make sure the person or any one else at the workplace is not put at risk.

• If a policy exists for this situation, it should be followed.  In the absence of a policy, the PCBU should determine the most appropriate course of action, which may include making arrangements for the person to get home safely.
• It should not be assumed that any observed impairment is caused by alcohol and/or other drug use. Other impairment factors may include fatigue, medical conditions, chemicals, heat, noise and symptoms of work-related stress.

More information go to: https://www.worksafe.wa.gov.au/duties-relating-drugs-and-alcohol

For info on vaping in the workplace go to: https://www.worksafe.wa.gov.au/vaping

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Medicinal Cannabis – Is it OK in the Workplace?

Drug and alcohol management is an active requirement of any safety management system for a workplace – including a commercial fishing vessel.

The Chamber of Commerce and Industry (WA) provides a useful outline of what is the current law on medicinal cannabis. https://cciwa.com/business-toolbox/employees/managing-medicinal-cannabis-in-the-workplace/

Medicinal cannabis was legalised for prescribed medical uses in 2015 and its rate of use continues to grow. The fastest growth is among 18 to 30 year olds. The split on use is 50-50 for males and females.

But what are the workplace health and safety implications of these new laws?

In addition to the new cannabis laws, businesses, including fishing vessel operations must also factor in their obligations under the Work Health and Safety Act to protect employees against risks or potential risks.

Medicinal cannabis refers to a broad range of pharmaceutical cannabis preparations, including tablets, oils, tinctures, and extracts, which must be prescribed by a doctor to treat medical conditions or side effects of treatment.

The Therapeutic Goods Administration in Australia has approved five categories of medicinal cannabis products, including those with varying percentages of CBD (cannabidiol) and       THC (tetrahydrocannabinol), under a special access scheme.

Depending on the medical condition, a person may be prescribed a CBD, THC or CBD/THC combination medication.

While they are both structurally similar, they have different effects on the brain. THC has a psychoactive effect. THC is responsible for the effects of cannabis that gets people ‘high’ (intoxicating).

CBD is non-intoxicating and may moderate the ‘high’ caused by THC. However, this doesn’t mean that CBD reduces the impairing effects of THC.

Unlike alcohol, it’s not known what dose of THC causes impairment. It’s different between most people.

In WA it is illegal to drive a motor vehicle with any detectable THC in your system.

High-risk workers may require zero tolerance drug testing, including for CBD, due to safety concerns. This may also then extend to staff who make safety decisions such as people working as masters and engineers on your vessel. It may also extend to anyone going to sea on a fishing vessel.

In developing a drug and alcohol policy, employers should consider a consultative approach to managing worker impairment, including providing equal opportunities for all workers regarding prescribed medications.

The latest changes to AMSA regulations (Marine Order 504) are expected to be applied in early 2025 and will require a vessel to have a drug and alcohol policy. The decision on medical marijuana use on your vessel is the responsibility of you and the other persons’ in charge of the fishing business you operate.

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Who is Responsible for Emergency Procedures Planning and Testing Procedures on Your Vessel?

Under WA work health and safety legislation, the person conducting a business or undertaking must ensure that there is an emergency plan in place to protect anyone on the premises in the event of an emergency.

Emergency plans procedures must be developed in consultation with workers – master, crew and shore based support.

In developing a plan, consideration should be given to the range of potential emergencies that could plausibly affect the workplace.

The following is a brief checklist of the requirements for the person who has control of a vessel or control of the access to or egress from a vessel:

• An emergency plan for a vessel should be in your safety management system and include:
  • a risk assessment and development of agreed emergency procedures,
  • testing of the emergency procedures with all crew
  • information, training and instruction to relevant workers in implementing emergency procedures, including use of emergency equipment.
• Procedures to cover locating persons on the vessel during emergency procedures, notifying emergency services, medical treatment and effective communication.
• Ensure emergency procedures are practised on the vessel at reasonable intervals during a season, especially when new crew join the vessel.
• The procedures should allow people to safely move within the vessel and passages for the purposes of movement are always kept free of obstructions.
• Lifejackets are provided, maintained and crew trained in their use.
• Fire extinguishers should be located and distributed in accordance with Australian Standard, AS 2444-2001: Portable fire extinguishers and fire blankets in galleys.
• Training is provided on all emergency procedures and safety equipment to all people who will be required to help manage the emergency – on the vessel and onshore.

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Starlink Does Not Meet National Remote Vessels Communication Laws

 AMSA has advised that ‘Starlink’ does not meet the National Standard for Commercial Vessels (NSCV) communication requirements for vessels operating in remote areas, or beyond VHF Limited Coast Station areas of coverage.

AMSA says satellite GMDSS systems have greater functionality and reliability.

Starlink does not meet the requirements of NSCV Part C7B for GMDSS systems or Satellite Telephones.

There are requirements in Part C7B for mounting, source of charging, lighting & handsfree operation that rely on dash mounted equipment – not mobile phones linked to Wi-Fi.

AMSA will be reviewing NSCV Part C7B as part of the 2025/26 Regulatory Program. During this process the consideration of HF radio alternatives will be considered and consulted on through Technical Advisory Groups and public consultation.

Many in industry have shared positive experiences with Starlink. AMSA acknowledges that developments in this space are ongoing and affirmed that any alternatives to HF radio will continue to be explored through Technical Advisory Groups and broader public consultation.

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 What Lifejacket is Right for Your Vessel?

 No-one can predict what is going to happen at sea. Lifejackets are one of the most crucial pieces of equipment onboard any vessel.

Do you know what types of lifejackets are available and how they work (self-inflating, manual inflating or foam buoyancy lifejackets)?

Do you know the requirements by law for your vessel? What are the lifejacket requirements for your vessel class and operational area? If you operate in multiple operational areas, did you know you need to carry lifejackets required for your highest category of operation.

Have you done a risk assessment for lifejacket use on your vessel – what type to use, where they are stored, when will they be used. Have you trained your crew on these procedures and how to use a lifejacket. Go to: https://www.amsa.gov.au/lifejacketriskassess

How to maintain your lifejackets (especially re-gassing self-inflating models) and how to store lifejackets (for ease of access)?

AMSA has developed a one-stop shop for all this information on the website.

Go to: https://www.amsa.gov.au/safety-navigation/safety-equipment/what-lifejacket-do-i-need?utm_source=amsa-update&utm_medium=email&utm_campaign=lifejacketsafety

AMSA has worked with commercial fishers operating to develop examples to assist operators to update their risk assessment and develop a lifejacket wear procedure that suits their operation.

These examples have been developed for each specific fishery sectors (eg trawl, pot, net).

The details provided are for general information, and on the understanding that AMSA is not providing specific advice on a particular matter. All risk assessments and lifejacket wear procedures must be tailored to vessels, taking into consideration their specific operation.

To access the examples go to: https://www.amsa.gov.au/vessels-operators/domestic-commercial-vessels/lifejackets-fishing-vessels

Two videos to assist with the messaging to industry have been developed along this theme:

https://www.youtube.com/watch?v=sVx03ZmDTfU

https://www.youtube.com/watch?v=JgwrrKEwqNs

This lifejacket safety campaign is the beginning of a multi-year sustained safety initiative by AMSA to improve attitudes and safety practices around lifejacket wearing on the water.

Further information contact Steve Whitesmith, [email protected], 0408 976 282.

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Seafood Industry Australia – Safety & Wellbeing Committee

The Australian peak seafood industry body, Seafood Industry Australia, has established a national Safety & Wellbeing Committee (SWC) to provide strategic direction and leadership to pursue a safer wild-catch, aquaculture and post-harvest seafood industry.

Several WA industry representatives, including WAFIC, have been appointed to the Safety & Wellbeing Committee together with representatives from the Australian Maritime Safety Authority (AMSA) and the Fisheries Research and Development Corporation (FRDC).

SWC will consider safety, training, wellbeing and workforce issues impacting the Australian seafood industry and advise the SIA board and CEO on appropriate actions.

The SWC is aiming at continuous improvement towards zero fatalities and reduction in workplace safety incidences through continuous cultural improvements in the use of workplace safety management systems, an increase in uptake of workplace safety and training programs and education tools. Importantly SWC will establish broad industry stakeholder engagement and best practice to inform and lead industry input to decision-making at government regulatory level.

The Safety and Wellbeing committee will work towards minimization of harm both physically and psychosocially in the wild-catch, aquaculture and post-harvest sectors. This will be measured through increased roll out and uptake of Sea Safe, ongoing engagement in consultations of any proposed regulatory changes, engaging in discussions around compliance and educational tools for industry support and progressing recommendations where required.

SWC has recognised the complex environment incorporating safety and wellbeing regulation across the seafood industry and aims to disseminate information within existing industry

The SWC will actively develop and make recommendations on commercial impacts for policy developments in terms of safety and wellbeing related to international conventions and domestic Governments.

Contact – [email protected]

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Risk Assessments Critical for Successful Lifejacket Safety Management

AMSA has especially emphasised the need to make sure vessel operators’ carryout a risk assessment to work out when to use lifejackets in their fishing operation.

Risk assessments help identify why, when and where lifejackets need to be worn during vessel operations. The four main issues to consider are:

• Crew tasks and weather conditions will determine an specific operation’s risks.
• Different types of lifejackets may be better suited to different situations (eg .
• If lifejackets are not worn, they should be easy to access when needed.
• The right equipment and training of crew will help retrieve someone who goes overboard.

AMSA has worked with commercial fishers operating to develop examples to assist operators to update their risk assessment and develop a lifejacket wear procedure that suits their operation.

These examples have been developed for each specific fishery sectors (eg trawl, pot, net).

The details provided are for general information, and on the understanding that AMSA is not providing specific advice on a particular matter. All risk assessments and lifejacket wear procedures must be tailored to vessels, taking into consideration their specific operation.

To access the examples go to: https://www.amsa.gov.au/vessels-operators/domestic-commercial-vessels/lifejackets-fishing-vessels

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New WA workers compensation laws may impact fishing crew payment arrangements

The WA Government has amended the Western Australian workers compensation laws effective 1 July 2024.

The rationale was to modernise the laws to provide clarity and certainty for everyone within the workers compensation system – employers, workers and insurers.

Background

Section 17 of the previous Act (Workers’ Compensation and Injury Management Act 1981) exempted crew members working aboard fishing vessels under sharefishing agreements (SFAs) from the operation of the Act, where crew contributed to the cost of working the vessel AND were remunerated by a share in the profits, or gross earnings of the working of the vessel. In this situation, employers were not required to arrange workers compensation insurance.

The sharefishing system for remunerating crew working aboard fishing vessels has been used by many in the fishing industry since 1981.

The exemption according to section 17 of the previous Act had two parts to its operation and you had to have both parts of the equation in place to ‘trigger’ the exemption – (1) contribution to the vessel’s working costs + (2) paid by shares in the profits or gross earnings of the working of the vessel. Not one or the other, but both parts had to be satisfied for the exemption to operate.

Court decisions as to the operation of section 17 of the previous Act also determined that for crew to be found to have contributed to the cost of working the vessel, the crew had to have a liability to pay costs, and not just pay costs because of calculations in working out the share of profits or gross earnings amount.

However, despite the exemption option, many WA vessel owners/employers took the view that they would still prefer the comfort that their crew members had access to the workers compensation system. Thus, they simply amended their SFAs so that the crew would not be required to contribute to the costs of working the vessel, and the exemption according to section 17 of the previous Act was not triggered and/or relied upon.

What has changed?

Under section 13(3) of the new Act (Workers Compensation and Injury Management Act 2023) and regulation 17(2) of the new Regulations (Workers Compensation and Injury Management Regulations 2023), the trigger for the exemption has only one part and crew members working aboard fishing vessels under SFAs are exempted from the operation of the Act simply if remunerated wholly or mainly by way of a share of profits or gross earnings of the working of the vessel.

There is now only one part of the requirements under the previous Act required to trigger the exemption.

The requirement for the crew member to contribute to the costs of working the vessel is no longer required.

Despite the changes, it is still the case that owners/operators of fishing vessels must  be careful to ensure that the terms and definitions of SFAs are clear as to remuneration being by a share of profits, or gross earnings of the working of the vessel, and that this is supported by the vessel records.

What does this mean?

This means that, for those vessels where SFAs are used, any workers compensation policy that owners/employers have taken out in good faith to benefit their crew may not be a required or effective insurance policy to cover an injured crew member with workers compensation benefits or, for hospital or medical expenses, because the exemption is now triggered or satisfied according to the new Act and new Regulations. This applies to policies taken out since 1 July 2024.

For those fishing operations whose crew are engaged under Limited Partnership/Joint Venture Agreements rather than SFAs, there should be no impact.

Similarly, any vessel owner/employer who engage their crew under wages (PAYG) should not be impacted.

Given the potential gravity of this change, WAFIC recommends that anyone engaging crew under SFAs and holding a workers compensation insurance policy effective from 1 July 2024 should contact their insurers, accountants or legal advisors to determine the way moving forward.

WA workers compensation legislation (2023):
WALW – WORKERS COMPENSATION AND INJURY MANAGEMENT ACT 2023 – HOME PAGE (LEGISLATION.WA.GOV.AU)

WALW – WORKERS COMPENSATION AND INJURY MANAGEMENT AMENDMENT REGULATIONS 2024 – HOME PAGE (LEGISLATION.WA.GOV.AU)

Disclaimer: WAFIC assumes no responsibility or liability for any errors or omissions in the content of this information. The information is not and is not intended to be legal or other professional advice and cannot be relied upon as such. The information is provided on an “as is

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What Happens with an AMSA Vessel Inspection?

AMSA Proposes Mandatory Marking of Fishing Gear and Reporting Losses

Australia is a signatory to the IMO Convention for Pollution implements Annex V through the Protection of the Sea (Prevention of Pollution from Ships) Act 1983, the Navigation Act 2012 and Marine Order 95. In addition, most state-territory jurisdictions have given effect to MARPOL Annex V in their legislation.

MARPOL Annex V applies to all vessels and covers all garbage generated during normal operations, such as plastics, fishing gear, food, and cargo residues. Annex V currently prohibits the discharge of plastics from ships into the sea and includes mandatory reporting requirements for lost and discharged fishing gear that pose a significant threat to the marine environment or navigation.

Proposed Changes

The IMO is introducing mandatory marking and reporting of all fishing gear worldwide and is expanding existing reporting requirements for lost and discharged fishing gear.

The IMO will consider the responses from member countries (eg Australia) on the scope of gear and vessels that will be included under the new mandatory marking requirement at a meeting in April 2023.

Consultation Process

AMSA launched consultation on the proposed marking of fishing gear requirements.

For full details: https://www.amsa.gov.au/international-requirements-fishing-gear-marking-and-reporting

WAFIC assisted industry members (state and Commonwealth fishers) to co-ordinate a written response to AMSA: https://www.wafic.org.au/wp-content/uploads/2023/02/WAFIC-Submission-AMSA-Marking-of-Fishing-Gear-January-2023-FINAL.pdf

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Outcomes from Review of AMSA Certificates of Competency (Marine Order 505)

All fishing vessels require masters and engineers to hold tickets (certificates of competency) to meet the type of vessel they are working on. Under the new AMSA legislative framework for these certificates are now found under Marine Order 505 (previously NSCV Part 7).

A review has just been completed to ensure that the tickets are relevant to a wide range of roles and vessel marine operations, while maintaining safety standards. The review was part of the AMSA focus to develop a nationally consistent and simplified qualifications framework.

AMSA has finalised the revised Marine Order 505 and this will into effect on 1 January 2023.

The new marine Order includes all the previous content contained in NSCV Part D and makes no changes to the popular certificates Master 24 NC, Coxswain 1 and 2.

The following key changes have been made to the certificates:

1. Coxswain Grade 3 – is a new near coastal certificate of competency which replaces the current Exemption 38 arrangements;

• The Cox 3 ticket provides basic seamanship knowledge and skills, and it replaces the current Exemption 38 (Low complexity duties) arrangements.
• A Cox 3 holder may operate small domestic commercial vessels in smooth waters or close to shore.
• Cox 3 certificate holders are required to acquire job specific training and skills in accordance with their organisation’s Safety Management Systems (SMS), in addition to meeting the eligibility criteria for the certificate.
• Importantly, a person who meets the eligibility criteria for the Coxswain Grade 3 the person can operate without having to apply for a certificate of competency.
• Once the eligibility criteria have been satisfied, applying for a Coxswain Grade 3 certificate is optional.

2. General Purpose Hand Certificate – is required for deck crew who are under ‘general supervision’. No requirement for a GPH ticket for crew under ‘direct supervision’.

• direct supervision – means that the person being supervised is frequently within sight and hearing of the supervisor. (most fishing vessels)
• general supervision – means that the person being supervised receives instruction and direction on tasks, and recurrent personal contact from the supervisor, but is not frequently attended by the supervisor.

There were also some changes to the sea time requirements, endorsements and restrictions for the certificates of competency.

The standard for the assessment of medical fitness for masters and crew of domestic commercial vessels has been modified under the new Marine Order 505, and a medical certificate is now required for the ‘first issue’ of all certificates of competency, and the validity duration of the certificate varies depending on age.

Finally, the new Marine Order 505 incorporated the provisions for the approval of registered training organisations to conduct mandated practical assessments, and the conditions of the approval, with only minor changes to the previous arrangements.

The full Marine Order 505 and explanatory documents can be found at: https://www.amsa.gov.au/about/regulations-and-standards/new-marine-order-505-certificates-competency-commencing-1-january

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You Must Have Your Vessel’s Stability Documentation – What Happens If NOT!!

From July 2017, marine safety services are to be delivered across the nation by the Australian Maritime Safety Authority (AMSA). The WA Department of Transport DoT(WA) will no longer be conducting vessel surveys.

Under the new national marine safety laws – National Standard for Commercial Vessels (NSCV) – it is a requirement that stability documentation is on-board a vessel.

The stability documentation must reflect the current configuration of the vessel and be consistent with the class and operation of the vessel.

Survey checklists to be used by official vessel surveyors will contain a specific requirement to check if appropriate vessel stability documentation is on-board.

DoT(WA) has identified that there may be issues in the future that where stability data is not available on-board, the accredited marine surveyor may not be in a position to finalise a periodic survey and this may stop a vessel going to sea.

So what to do if you do not have stability documentation on-board your vessel?

• Check your records ashore for the vessel’s stability documentation
• Check with any previous owners to obtain a copy of the stability documentation
• Check with the vessel’s builder/designer for a copy of the stability documentation

If the owner is able to obtain the documentation this way the owner must check that the stability documentation fits the vessel’s current configuration – layout, loading and fishing operations. If the stability documentation is correct the owner must ensure that the documentation is retained on-board.

If you are unable to obtain stability documentation for your vessel, DoT(WA) has agreed to provide vessel owners with stability documentation for their vessel between now and 1^st July 2017. After this date access to vessel files and historical data will not be as easily accessible by authorities. It is important to stress that any information provided by DoT WA would only represent the stability information as of the date of any approval held on file.

It is the responsibility of the owner/operator to ensure that approved stability information is carried on-board and is relevant for the vessel’s configuration.

During annual surveys from now until July 2017, vessels will be checked for current stability documentation. Where no documentation is provided DoT(WA) will offer advice to owners/skippers on how to go about obtaining the required data as follows:

• Owners should contact DoT WA Commercial Vessel Safety Branch for assistance. DoT WA will check the vessel files for any stability documentation.
• If a copy is held on file, which is often the case, DoT WA will advise the owner and:
  • If the documentation is subject to Intellectual Property (IP) restrictions (e.g. the documentation has been produced by an existing shipbuilder, designer or marine consultant) the owner will be advised of the contact details;
  • The vessel owner will need to obtain written confirmation from the IP holder to allow release of the documentation by DoT(WA);
  • Once DoT(WA) receive a release authorisation from the IP holder, an electronic copy of the documentation will be made available to the vessel owner; and
  • If the documentation is not subject to Intellectual Property restrictions an electronic copy of the documentation will be made available to the owner.

DoT(WA) will not charge a fee for the provision of an electronic copy of your vessel’s stability documentation.

There will be cases where DoT WA does not have stability documentation on file, such as in the case of a vessel that has transferred to WA from other States. The vessel owner will need to obtain the required stability documentation from the relevant IP holder or state marine authority.

Where stability documentation for the vessel cannot be acquired at all, or the stability information obtained no longer reflects the vessels current arrangement, layout, loading and operations, the owner will be required to have appropriate stability documentation prepared and approved by an AMSA accredited marine surveyor.

Note: In the past in WA, certain types of Class 3 commercial fishing vessels were exempt from requiring stability documentation. The exemption from having to hold stability documentation for these commercial vessels will continue so long as they still meet the conditions of the exemption.

For further assistance please contact:

Commercial Vessel Safety Branch, Department of Transport (WA), Address: 1 Essex Street, Fremantle, WA, 6160

Tel: 1300 723 226 / (08) 9435 7601  Email: [email protected]

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Focus on the Importance of Marine Incident Reporting  

AMSA will be focusing attention on the importance of marine incident reporting.

Reporting is essential to maritime safety as it helps paint a more informed picture of the risks affecting the industry.

By reporting, you can help us develop more effective safety strategies and advice for owners, operators, and crew to avoid similar occurrences in the future.

Incident reporting is a collective effort by crew, vessel operators and vessel owners to make the industry and vessels safer places to work.

Reporting incidents also helps AMSA to respond quickly and efficiently to an incident when it occurs.

If in doubt, report the incident anyway. Your experiences helps develop improved safety understanding and education.

How to report an incident: https://www.amsa.gov.au/marine-incident-reporting/how-report-incident

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IMPORTANT: New WA Workplace Safety Laws Commence 31^st March 2022

The WA Minister for Industrial Relations announced recently that the new WA Work Health and Safety Act 2020 and Work Health and Safety (General) Regulations 2022 would commence on 31 March 2022. Go to: https://www.dmirs.wa.gov.au/safety-regulation/introduction-whs-laws

Previous editions of the WAFIC Newsletter have extensively outlined the content and impacts on your industry from the introduction of the new WA Work Health & Safety Act and regulations.

The new WHS laws impose a primary duty of care on persons conducting a business or undertaking to reasonably ensure the health and safety of workers.

It is important that vessels owners (including all directors and partners) are actively involved in ensuring safe systems of work are in place on your vessel, crews are trained (especially in emergency procedures) and you can demonstrate regular review of the safety systems, training and having carried out emergency procedure drills.

The new laws include ‘industrial manslaughter’ options that carry a maximum penalty of between 5 and 20 years imprisonment for an individual and a maximum $10 million fine for a body corporate. Other new aspects include increased penalties, prohibiting insurance coverage for WHS penalties and the introduction of enforceable undertakings as an alternative penalty.

Small businesses, including family fishing operations, all company directors and operators could face serious penalties for something they did not deliberately or knowingly intend. Employers and company directors could be jailed and/ or face bankruptcy for an offence that they had not anticipated an accident could occur.

Transitional arrangements to provide sufficient time for duty holders to adapt their safe systems of work have been agreed but only for new laws which did not exist in the old legislation.

The government has taken the view that laws which are the same as those that existed under the old legislation will apply immediately the new Act commences in March 2022.

That means inspectors will be making sure workplaces align with most of the legislation immediately – ie from 31^stMarch 2022.

Worksafe WA has released the following explanatory documents:

1. Overview documentation – the Act and accompanying WHS (General) Regulations.

       Go to: https://www.dmirs.wa.gov.au/safety-regulation/whs-publications-and-resources

2. Legislation Implementation Statement.

       Go to: https://www.wa.gov.au/system/files/2022-03/WHSWA_StatementRegIntent.pdf

3.  Compliance and Enforcement Policy.

       Go to: https://www.wa.gov.au/government/publications/worksafe-prosecution-policy

4. Prosecution Policy.

Go to: https://www.wa.gov.au/government/publications/worksafe-prosecution-policy

These guidance documents provides an overview of the structure of the WHS general regulations and aims to help business owners and operators identify what duties or rights are contained in each Part of the regulations.

A new concept in the legislation is ‘person conducting a business or undertaking (PCBU)’.

A PCBU owes a primary duty of care to workers in a business or undertaking if it:

• engages or causes the engagement of workers to carry out work, or
• directs or influences workers carrying out work

A ‘PCBU’ can include:

– a body corporate (company) including directors and shareholders both individually, and collectively;

– an unincorporated body or association;

– a sole trader or self-employed person;

– individuals who are in a partnership both individually, and collectively.

Importantly all PCBU duty-holders must ensure, so far as is reasonably practicable, that the environment at a workplace is without risks to health and safety.

It requires provision of suitable and adequate information, training, and instruction to workers and imposes duties regarding the general working environment and facilities for workers, first aid, emergency plans, storage of flammable or combustible substances, falling objects and confined, remote or isolated work.

For the full Worksafe overview document go to:https://www.dmirs.wa.gov.au/sites/default/files/atoms/files/overview_general_regulations.pdf

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Why Do You Need to Do Safety Training on a Fishing Vessel?

Recent changes to marine safety and workplace safety rules place a greater focus on owners of fishing vessels to develop safety management plans for the vessel operations.

These new rules also require owners to demonstrate that they have trained their skippers and crew to understand and implement that safety management plan on the fishing vessel.

To learn all about the changes read the other articles on this WAFIC Safety and Training website page.

This page has links below to the two government agencies that cover fishing vessels:

• Marine vessel safety – Australian Maritime Safety Authority
• Workplace safety – Worksafe WA

Under both sets of rules there is a list of actions an owner must do before a vessel goes to sea:

• Ensure vessel meets survey requirements and the skipper has the correct tickets to drive that vessel.
• Go around the vessel and spot all the hazards of the fishing operation (eg. winches, ropes, hooks, netdrums, confined spaces, working heights, man overboard, fire, sinking vessel, poor ocean conditions, knives, coming alongside, refuelling and using chemicals).
• Work out the level of risk associated with each hazard – high, medium or low.
• Work out how best to minimise the risk of that hazard impacting the crew (eg. covers on winches, rope coil bins, harness when working at heights, lifejackets and harness in poor weather, buddy system when entering confined spaces, agreed action plan for man overboard.
• You should document each hazard, the assessed risk level and the process you have developed to manage that hazard. This is your safety management system. For help go to: http://fishsafeaustralia.com.au/sms-templates
• Assess the compliance of your safety management system (plan).

Go to link: http://fishsafeaustralia.com.au/sms-compliance

• Train your crew on how each hazard will be managed – especially emergency procedures for man overboard, fire or abandon ship.
• Carryout regular practice drills during the season on emergency procedures for man overboard, fire or abandon ship.
• Carryout practice drills for emergency procedures as soon as a new crew member joins the vessel (no matter how experienced they might be).
• You should document all training and practice drills and require skippers and crew to sign off that they have completed all the training and practice drills.

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What is Safety Training for a Fishing Vessel?

 Training your crew in the safety procedures on your vessel is no different to how you train them to retrieve and set a pot or trap, handle a lobster to maximise quality, prepare the trawl net for fishing or fillet a fish to maximise recovery.

Safety training requires you to work with your crew to help them:

• to understand the fishing operations on your vessel,
• to accept that there are hazards that are around them while working on the boat,
• to acknowledge there is a range of risks in what they are doing at any time, and
• to train (through demonstration and practice) in the way you want them to work in each situation aboard your vessel.

In most cases safety training is common sense and most vessel owners have been doing this training for many crew over many years.

What is important now is for you to take a little more time to formalise your training:

• document what specific approach you have decided upon to manage a hazardous activity (eg. how will crew operate the pot winch)
• document how you are going to train your crew to do that activity safely (demonstrate preferred operation, start with slow winch speed, stop and explain at critical moments to elaborate on important points, oversee practice)
• document when you have trained them and get them to sign off they have done it (enter in vessel log and crew sign as well/provide crew a safety training book)

Formal pre-sea training is also available at Registered Training Organisations (RTOs) such as TAFE or an independent training or work health and safety business. For example:

• Elements of Shipboard Safety
• General Purpose Hand (Deckhand).

Some RTOs may provide vessel specific or group training in regional ports.

Online courses are also available: SeSafe – http://fishsafeaustralia.com.au/safety-training.

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MARINE SAFETY REGULATIONS

National Marine Safety Management  – Australian Marine Safety Authority (AMSA)

From 1^stJuly 2018, the Australian Marine Safety Management Authority (AMSA) tookover sole responsibility for marine management of commercial vessels in Australia, including all fishing vessels.

AMSA has several communications options for vessel owners, skipper or crew.

Access services online – www.amsa.gov.au  has a variety of new features and information. Since July 2018 you can transact online at a time that suits you. Find self-service tools and resources to help keep you up to date with your safety obligations.

Talk to a Person – AMSA Connect (1800 627 484)– operators will be available from
8am to 5pm (Western Standard Time) so you can talk to one of their highly skilled customer service team when you need to. They will answer most of your
questions on the spot or refer you to AMSA’s technical operators for more complex questions.

They will also guide you through application processes, take payments, and book assessments for tickets.

Visit in person – Regional services will be available from one of 19 AMSA offices around Australia. Staff will be on hand to give you technical advice and assist you with your safety management systems. They’ll also conduct higher-level assessments and perform compliance and enforcement activities.

 WA:  Steve Whitesmith (WA Liaison Officer)

Tel 08 9430 2100 / Email: [email protected]  / Mob: 0408 976 282

Level 3, No.3 Cantonment Street, Fremantle WA 6959

 To understand how to access your historical records from the WA Department of Transport (Marine) go to: https://www.amsa.gov.au/vessels-operators/transition-national-system/western-australia-changes-domestic-commercial-vessel

Guidance materials and fact sheets on what you need to do for your vessels CLICK HERE

AMSA is responsible the safety of vessels and the seafarers operating in the domestic commercial industry. State and Territory marine safety agencies act as delegates of AMSA and are responsible for the face-to-face operations of the National System. Click here for more information.

What are the laws governing all Australia commercial fishing vessels? Click here.

AMSA Connect                       1800 627 484 – Monday to Friday 8am to 5pm (across Australia)
AMSA website                        amsa.gov.au/transition-national-system-domestic-commercial-vessel
Email                                       [email protected]
Follow us                                Facebook.com/AustralianMaritimeSafetyAuthority
Subscribe for updates           Subscribe to our mailing list

2. Australian Marine Safety Authority – Communication with Industry

AMSA have several information publications available for industry. For more information.

3. Guidance Notices for Owners and Skippers

AMSA has developed a range of guidance notices for owners and skippers to better understand how to implement the new national maritime safety regulations.

These can be found here

4. Useful Links on AMSA Website

Domestic Commercial Vessel Section – http://www.amsa.gov.au/domestic

Consultation with Industry – http://www.amsa.gov.au/community/consultation

AMSA Twitter – @AMSA_News

AMSA Facebook Page – http://www.facebook.com/AustralianMaritimeSafetyAuthority

5. Useful Contacts at AMSA

AMSA WA Liaison Officer – Steve Whitesmith

Email: [email protected]  Mob: 0408 976 282

AMSA Contact Centre – (02) 6279 5000 (Canberra)

Feedback to AMSA on National System – Email

WORKPLACE SAFETY REGULATIONS

 1. Worksafe WA manages Workplace Safety in WA

WorkSafe is a division of the Department of Commerce and its role is regulation of workplace safety and health in accordance with the Occupational Safety and Health Act 1984 (the OSH Act). The principal objective of OSH laws is to promote and secure the safety and health of people in the workplace. Click here for details.

2. WA Workplace Legislation and Regulations

Workplace safety in WA is regulated by the Occupational Safety and Health Act 1984. Click here.

Please note: A new  Work Health and Safety (WHS) Bill passed the WA Legislative Assembly on November 3, 2020 and will become law once the supporting regulations are finalised in 2021.

3. Man Overboard Code of Practice

The code is a guideline outlining ways in which to address the risks associated with accidental falls from commercial fishing vessels, and covers both the prevention of falls and the emergency responses if a man overboard incident occurs. Details can be found here.

4. Safe Work Australia

The Commonwealth and all State governments have agreed to enter a collaborative and consultative process for developing greater consistency in work health and safety regulations (known as ‘harmonization’). Details here.

SafeWork Australia was established to lead the development of this national policy to improve work health and safety and workers’ compensation arrangements across Australia.

SafeWork Australia has primary responsibility to lead the development of policy and ‘model laws’ to improve work health and safety and workers’ compensation arrangements across Australia.

As a national policy body Safe Work Australia does not regulate work health and safety laws. Individual State governments retain responsibility for regulating and enforcing work health and safety laws in their jurisdiction.