Cargo Operation Book 2

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Cargo Operations
Book 2
RESOURCE BOOK
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First published 2003
ISBN 0 7307 9142 4
© WestOne Services 2003
All rights reserved. No part of this publication may be reproduced,

stored in a retrieval system or transmitted in any form or by any
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The Open Training and Education Network of the NSW

Department of Education and Training participated in developing
this product. (Prepared by Manjur Khan, Joe Sauzier, Ian Gray
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Contents: List of Appendices
1. Draft Survey Papers
2. Ballast Water Management
3. Container Stowage plans
4. Code of safe practice for timber deck cargo
5. Marine notices on Fumigation
6. General Index, IMDG code
7. Segregation Tables for IMO Dangerous Goods
8. IMO Labels for Dangerous Goods
9. Extracts from IMDG code on Calcium Phosphide
10. Numerical index, IMDG code
11. Container Packing Certificate
12. Documents relating to carriage of Dangerous Goods
13. Independent Cargo Surveyor report
14. Documentations relating to shipping and general stow plans
15. AMSA – Australian manual of Safe Loading, Ocean Transport and

Discharge Practices for Dry bulk Commodities
16. AMSA – Disposal of Dry bulk Cargo Residues in Australian Waters
17. International Trade terms, Shipping Terms and Charter Party Terms
ACKNOWLEDGEMENTS
This core maritime subject has been extensively revised and adapted
through numerous editions and it is now difficult to identify copyright
material. Wherever possible, copyright releases have been negotiated and
we apologise for any errors or omissions in acknowledgements. Please
advise us of any.
APPENDIX 1
Draft Survey Papers
• Draft Statement
DOCUMENTATION
U.N. • ECE • DRAUGHT SURVEY CODE
DRAUGHT SURVEY REPORT OF CARGO IN BULK F LOADED
F UNLOADED FORM 'C'
Corporate identification:
Vessel M/V: Survey No:
DRAUGHT STATEMENT
DRAUGHT READINGS HOURS: STARTING SURVEY FINISHING SURVEY
FROM: TO: FROM: TO:
Meters meters
Draught forward port 4.92 10.08 From observation
Draught forward starboard 4.93 10.08 From observation
Draught forward mean 4.925 10.080 (Line 1 + line 2) / 2
From ship's particulars
Stem correction –0.057527 –0.00236 Line 3 + line 4
Draught forward (corrected to fore pp.) 4.867473 10.077639
Draught after port 7.24 10.17 From observation

Draught after starboard 7.24 10.18 From observation
Draught after mean 7.240 10.175 (Line 6 + line 7) / 2
Stem correction 0.089100 0.00366 From ship's particulars

Draught after (corrected to after pp.) 7.329100 10.178660 Line 8 + line 9
Draught fore and after mean 6.098287 10.128150 (Line 5 + line 10) / 2
Draught midship port

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5.88 10.10 From observation
Draught midship starboard 5.90 10.12 From observation
Draught midship mean 5.890 10.110 (Line 12 + line 13) / 2
Midship correction 0.013378 0.000549 From ship's particulars
Draught midship (corrected to midship pp) 5.903378 10.110549 Line 14 + line 15
Sag (+) Hog (-) –0.194908 –0.01760 Line 16 – line 11
Mean of means 6.0008323 10.119349 (Line 11 +Line 16) / 2
Draught extreme corrected for hog/sag 5.9521051 10.114949 (Line 16x6 + Line 5 + line 10) /8. Rename this line as mean
of mean of means – more usual terminology on Aust ships.
Correction (-) for keel thickness if applicable 0 0 From ship's particulars
Draught moulded corrected for hog/sag 5.9521051 10.114949 Line 19 – line 20
Trim: fwd (-) aft (+) 246.2 10.1 Line 10 – line 5. Note: this figure in cms.
Kg/m3 Kg/m3
Observed density 1012 1009 From observation

Ship's tables density Kg/m3
Hydrometer No.
Metric tonnes Metric tonnes
Displacement at Kg/m3 18,306.00 32,162.00 From ship's particulars

First trim correction 130.27 2.12 Trim (cm) x TPC X LCF/LBP. From ship's particulars
2
Second trim correction 18.61 0.02 Trim (m) x 50 x MTC diff/LBP. From ship's particulars
Total trim correction 148.88 2.14 Line 25 + line 26
Displacement corrected for trim 18,454.88 32,164.14 Line 24 + line 27

Correction for density average –234.06 –502.07 (1025 – line 23) / 1025 x line 28 (negative if density less
than 1025)
Displacement corrected for density 18,220.82 31,662.07 Line 28 + line 29
Total deductibles 9,831.20 989.00 From ship's figures
Displacement corrected for deductibles 8,389.62 30,673.07 Line 30 – line 31
TOTAL CARGO tonnes Line 32 finishing – line 32 starting
Draughts, desnsities, fresh water and ballast soundings witnessed and agreed to by the Chief Officer. Fuel oil soundings witnessed and agreed
to by the Chief Engineer unless otherwise stated in form 'A'.
CARGO SUMMARY – LOADING
SHIP : IRON NEWCASTLE BERTH : KOORAGANG 4

CARGO : KOORAGANG COALS
PORT : NEWCASTLE Commencing 2324 hours on 8 Jan
For a JAPANESE PORT Completed 1114 hours on 10 Jan
MASTER : CHIEF OFFICER :
DENSITIES Commencing Completion
Observed density 1019.0 1022.5
Tempr Correction .0 .0
Corrected density 1019 1022.5
DRAFTS Port Starboard Port Starboard
Forward 6.70 6.70 15.07 15.08

Aft 9.86 9.86 15.27 15.28
Mean 8.280 15.175
Midship 8.04 8.08 15.21 15.26

Mean of Midship 8.060 15.235
Mean of Means 8.170 15.205
Mean of Mean of Means 8.115 15.220
Displacement (Tabulated) 81986 162128

Trim Correction –1550 –18
-------- ----------
Subtotal 80436 162110

Density Correction –471 -395
-------- ----------
Displacement (Corrected) 79965 161715
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DISPLACEMENT (TONNES)
======================
COMMENCING COMPLETION
79965 161715
Fuel Oil 1025 1015
Diesel Oil 101 94
Fresh Water (Domestic) 328 306
Fresh Water (Cargo)
Ballast 55807 51
Cargo
Other
-------- --------
Total Variables 57261 1466
DISPLACEMENTS: Corrected Light 22704 Corr Loaded 160249

Tabulated Light 22250 Corr Light –22704
-------- ----------
Vessel Constant 'K' 454 CARGO LOADED 137545
Tropical Loading Allowance : cms tonnes
REMARKS
========
VSL LOADED FOR 1.60m TIDE – ALL HOLDS FILLED TO CAPACITY EXCEPT #7 AS
TIDAL DRAFT OF 15.29m HAD BEEN REACHED AFT
SHORE TONNAGE – 137412 tonnes
SHIP TONNAGE – 137545 tonnes
MAX S/F 35% AT FR. No. 319
MAX B/M 54% AT FR. No. 305
STRESSES WELL WITHIN ALLOWABLE THROUGHOUT LOADING
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LOADING SEQUENCE & QUANTITIES

==============================
HATCH DESCRIPTION R/TONNES R/TONNES R/TONNES RUN TOTAL
1. BAYSWATER 3/8000 11/5000 23000
2. BIG BEN 8/16400 16400
3. HOWICK 6/17300 17300
4. HUNTER VALLEY 2/10141 13/6200 16341
5. BAYSWATER 4/10000 10/5700 15700
6. BIG BEN 9/16300 16300
7. HUNTER VALLEY 1/10000 12/5000 14/400 15400
8. PEKO 5/15571 15571
9. HUNTER VALLEY 7/11400 11400
10.
11.
12.
TOTALS SHIP 137545 SHORE 137412

SHIP/SHORE = 100 %
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APPENDIX 2
Ballast Water Management
• Quarantine Pre-Arrival Report for Vessels (Pratique)

• AQIS Approved Ballast Water Management Options
• Australian Ballast Water Management Requirements
• Ballast Water Uptake/Discharge Log
• New arrangements for ballast water management by
international shipping – Regulation Impact Statement
Quarantine Pre-Arrival Report for Vessels (Pratique)
COMMONWEALTH OF AUSTRALIA QUARANTINE ACT 1908 section 27A
This form must be provided to AQIS no more than 48 hours and no less than 12 hours prior to the vessel’s arrival at the first Australian
port. AQIS must be notified immediately if the current status of the vessel (relating to questions on this form) changes at any time.
Giving false or misleading information is a serious offence.
Ship’s particulars for vessels first port of call in Australia
1. Vessel Name: __________________________________ 9. ETD First Port of Call: ____:____ Hrs ____/____/____
(advise AQIS as to any amended change to the original
2. Voyage Number: _______________________________ departure time)
3. _ IMO/Lloyd’s Number: ____________________________ 10. Next Port of Call: _____________________________
4. Radio Call Sign: ________________________________ 11. Net Tonnage: _______________________________
5. Last Port of Call: ________________________________ 12. Number of Cargo Holds/Tanks/Decks: ____________
6. ETA First Port of Call: ____:___ Hrs _____/_____/_____ 13. Vessel Type: ________________________________
(Pilot Time or at Berth - delete whichever not applicable)
14. Country of Registry: __________________________
7 First Australian Port: _____________________________
15. Deratting/Deratting Exemption Certificate Issued:
8. Berth: _________________________________________
Date: _______/_______/_______
Uncontrolled copy 16. Port of Issue: ________________________________
Quarantine Pre-Arrival Information (in the spaces provided below answer the following questions and ;)
17. Have there been any deaths amongst the crew or passengers during the current voyage? YES NO
If YES, please state number of deaths ( ) and cause:__________________________________________________
18. Is there any person on the vessel during the voyage suffering from an illness that may have been caused by an infectious
disease? YES NO
If YES, please state number of people with illness ( ) and cause:________________________________________
19. Are there any animals on board the vessel? (including birds & fish) YES NO
If YES, please give a description of the animal/s: ______________________________________________________
20. In the past 2 years has your vessel been in any Russian Far East Port/s between 40° N and 60° N during any period between July
and September? YES NO
21. If YES, since your last visit to the port/s, has your vessel been inspected and cleared as being free of ASIAN GYPSY MOTH by
agricultural authorities in Australia, Canada, New Zealand or the USA? YES NO
(If YES, please forward relevant certificate to AQIS)
22. If NO, do you have a certificate on board the vessel issued by Russian Agricultural Authorities during your last visit to a Russian
Far East Port, certifying that they had inspected the vessel and found it free of ASIAN GYPSY MOTH egg masses? (If YES, please
forward relevant certificate to AQIS) YES NO
23. Have you carried livestock or grain in the last 6 CARGOES? YES NO
If YES, list below the type of cargoes, the loading port/s and discharge port/s and cleaning performed since the livestock or grain
was discharged. Livestock/Grain (Delete which ever inapplicable):
_____________________________________________________________________________________________
_____________________________________________________________________________________________
24. After the examination of the vessel and its cargo since leaving the last port of call, did you discover any BEES on board? YES
NO
25. Will there be any crew changes while the vessel is in any Australian port of call? YES NO
26. If YES, specify the port/s and number of crew that will be signing off: _______________________________________
Quarantine Pre-Arrival Report (continued)
Name of Vessel: ______________________________ IMO/Lloyd’s No: ______________________
Ballast Water Management (; whichever is applicable) YES NO
27. Do you intend discharging any ballast water in Australian ports or waters? (If NO, go to Declaration). Y N
28. If YES, indicate below all ports/locations of intended ballast water discharge in Australia.
st nd rd
1 port 2 port 3 port
th th th
4 port 5 port 6 port Y N
29. Have you undertaken a full ballast water exchange at sea (independent of an AQIS DSS report) in a manner consistent with the Y N
IMO guidelines, before arrival in Australian ports or waters? (If YES, go to question 35).
30. Does your vessel have a current Compliance Agreement with AQIS? (If NO, go to question 32). Y N
31. If YES, are you operating in accordance with this Compliance Agreement during the current voyage to Australia? (If YES, go to
Declaration). Y N
32. Uncontrolled copy

Have you entered ballast tank information into the AQIS DSS to have a risk assessment performed on the ballast water currently
in those tanks to be discharged in Australian ports or waters? (If NO, go to Declaration).
33. If YES, what is the Risk Assessment Number assigned to your vessel by the AQIS DSS?
RAN: Y N
34. If your AQIS DSS result was HIGH have you undertaken a ballast water treatment/exchange at sea before arrival in Australian
ports or waters?
35. If YES, indicate below what ballast water treatment/exchange method you used?
Sequential (empty/refill) Flow Through Dilution Method Other
If Other please specify: ______________________________________________________________
36. If treatment was not conducted fully in any of the tanks/holds intended for discharge in Australian ports or waters, please state
reason:
_________________________________________________________________________________
Note: Ship and crew safety are of paramount importance when undertaking ballasting operations, therefore, Masters should
undertake ballasting operations in accordance with the International Maritime Organisation guidelines.
Declaration: I declare that the Master of the above-mentioned vessel has provided the information within this AQIS form. Declarations are to
be held on board the ship for a minimum of 2 years and must be presented for inspection by a Quarantine Officer at any Australian port.
Declaration made by: Shipping Agency Name: _______________________________
Printed Name: __________________________________________ Shipping Agency Phone No: ____________________________
Signature: ______________________________________________ Shipping Agency Fax No: ______________________________
Rank/Position: __________________________________________ Shipping Agency E-mail Address: (if applicable)
Date: __________/__________/__________ ____________________________________________________
Note: The granting of quarantine clearance to a vessel does not release its cargo from being subject to quarantine. Goods require separate
clearance - AQIS may reply by facsimile unless you state otherwise. (Electronic Transactions Act 1999).
Form 006 - Date of Effect 1 July 2001

AQIS Approved Ballast Water
Management Options
for ships entering Australia from 1 July 2001
The vessel Master will be required to undertake one of the following ballast water management
options or combination of options prior to arrival in Australian ports or waters for all high-risk ballast
water intended for discharge. Following completion the Master must notify AQIS of the action taken
by means of the 'Quarantine Pre-Arrival Report for Vessels (Pratique) (QPAR) which must be sent to
the vessels agent 12 – 48 hours prior to arrival at the first Australian port of call. No ballast water can
be discharged in Australian ports or waters without written permission from AQIS.
The following management options are approved by AQIS:
• No discharge of high risk ballast water
All high risk ballast water must remain on board the vessel.
• Ballast water exchange
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Exchange of ballast water at sea prior to arrival at Australia's 12 nautical mile limit and where possible in a
depth of water that is at least 200 metres or greater. Ballast water uptake and discharge is to be conducted in
a manner consistent with the International Maritime Organisation (IMO) guidelines. The IMO standard for full
ballast water exchange is a 95% volumetric exchange or better. Approved methods for ballast water exchange
are:
• Sequential method (empty / refill)
• Flow through method
• Dilution method.
• Tank to tank transfer
Ballast water may be moved from tank to tank to avoid discharge of high risk ballast water.
• Other treatment options
AQIS will assess other ballast water treatment methods on a case by case basis. Approval for alternative
treatment options must be obtained prior to any discharge in Australian ports or waters.
Verification inspections
Verification inspections of vessels ballast water documentation (including vessel logbooks) will be
undertaken by AQIS to determine that an approved management option was performed on all high risk
ballast water intended for discharge in Australian ports or waters.
Compliance
Where a vessel arrives in Australian ports or waters with high risk ballast water intended for discharge and
an approved treatment has not been performed, the vessel may be required to return to sea to perform an
approved treatment prior to ballast water discharge.
AGRICULTURE FISHERIES AND FORESTRY - AUSTRALIA
Date of Effect 1 July 2001

AQIS
AUSTRALIAN QUARANTINE
AND INSPECTION SERVICE
Australian
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Ballast Water
Management
Requirements
AGRI CUL T URE F I S HE RI E S AND F ORE S T RY - AUST RAL I A

Introduction
The reason for the introduction of the mandatory Australian ballast water management
arrangements is to help minimise the risk of the introduction of harmful aquatic organisms
into Australia’s marine environment through ship’s ballast water.
Background
The Australian Quarantine and Inspection Service (AQIS) is the lead agency for the
management of international vessels ballast water. Australia was the first country in the
world to introduce voluntary ballast water management guidelines for international shipping,
which have been in use by since 1991.
In September 1999, the Australian Government announced that mandatory ballast water
management arrangements would be introduced for all international vessels arriving in
Australian ports or waters from 1 July 2001.
Since that announcement, AQIS, in consultation with State / Territory Governments and the
shipping industry, has developed new ballast water management arrangements which help
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minimise the introduction of harmful aquatic organisms into Australia’s marine environment.
The new arrangements will incorporate a Decision Support System (DSS), which will
provide vessels with a risk assessment of the ballast water as to the likelihood of
introducing exotic species into Australian ports or waters. A revised ballast water reporting
system and verification inspections will also be an integral part of the new arrangements.
The mandatory Australian ballast water management requirements have been developed to
be consistent with the International Maritime Organisation (IMO) Guidelines for minimising
the uptake of harmful aquatic species when vessels are performing ballasting operations.
Australia’s new ballast water management requirements have legislative backing and will
be enforced under the Quarantine Act 1908.
Safety of vessels and crew are of paramount importance, therefore vessels undertaking
ballasting operations to meet Australia’s ballast water management requirements must do
so in accordance with the IMO Guidelines.
What the new arrangements mean for the shipping

industry
Mandatory ballast water management requirements
From 1 July 2001, all international vessels will be required to manage their ballast water in
accordance with AQIS requirements and not discharge high risk ballast water in Australian
ports or waters.
Ballast water management options
The ballast water management options approved by AQIS that vessel Masters may
undertake to minimise the risk of introduction of harmful aquatic organisms into Australian
ports or waters are as follows.
Non-discharge of ‘high risk’ ballast tanks in Australian ports or waters
This method may be employed where the vessel does not need to discharge any ballast
water in Australian ports or waters, or where the vessel has undertaken a DSS risk
assessment and the risk assessment was ‘low’.
Tank to tank transfer
This method may be employed where the vessel is able to move high risk ballast water
from tank to tank within the vessel to avoid discharging high risk ballast water in Australian
ports or waters.
Full ballast water exchange at sea using one of the following methods
- Flow through method

- Sequential method (empty/refill)
- Dilution method.
Full ballast water exchange may be employed where the vessel has high risk ballast water
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intended for discharge in Australian ports or waters. Vessels should conduct full ballast
water exchange in deep mid ocean water, as far as possible from shore and outside the
Australian 12 nautical limit. Exchange at sea must be undertaken to a minimum 95%
volumetric exchange and should be undertaken in water greater than 200 metres in depth.
Where full ballast water exchange could not be undertaken due to safety reasons, such as
weather, sea conditions or operational impracticability, the Master should report this to
AQIS on the Quarantine Pre-Arrival Report (QPAR) as soon as possible and prior to
entering Australian waters.
Other comparable treatment methods will be considered by AQIS on a case by case basis.
You should contact AQIS prior to undertaking any treatment methods other than those
specified above.
The AQIS Decision Support System
The Australian Ballast Water Decision Support System (DSS) is a computer software
application developed by AQIS in consultation with industry. The DSS undertakes a
biological risk assessment that predicts the likelihood of entry of harmful aquatic organisms
and pathogens on a tank by tank basis based on uptake and discharge information entered
by the vessels Master or agent. Information maybe lodged with the DSS at the last port of
call or as early as possible prior to entering Australian waters (12 nautical mile limit). After
submitting information into the DSS, you will receive a risk assessment number (RAN)
which must be entered on the vessel’s QPAR. This will allow AQIS officers to search the
DSS for the risk assessment when undertaking a verification inspection of the vessel.
Masters are encouraged to use the DSS for ‘scenario testing’ to allow the best possible
ballast water management option for the vessel. Low risk ballast water will not require any
treatment prior to discharging in Australian ports or waters.
Entering information as early as possible into the DSS will allow Masters more time to
perform an AQIS approved treatment prior to arrival in Australia saving time, money and
inconvenience.
Access to the DSS can be through either of the following methods:

• Internet
• Inmarsat-C / Email
Ballast water reporting
All vessels arriving in Australia from international waters are required to submit a QPAR to
AQIS. The QPAR details the condition of the vessel including human health, cargoes and
ballast water management.
Vessel Masters / agents are required to send the QPAR to AQIS between 12 – 48 hours
prior to arrival in Australia. This will allow efficient processing of the QPAR and avoid any
disruption to the vessels arrival.
Vessel Masters / agents that do not submit the QPAR to AQIS will not be given formal
quarantine clearance to enter port. This will cause delays to the vessel and will incur
additional AQIS charges.
Vessels will require written permission to discharge any ballast water in Australian ports or
waters which may be given following lodgement of the QPAR with AQIS. If the vessels
ballast water details change, a revised QPAR must be sent to AQIS prior to discharging any
ballast water.
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Vessel Masters will be required to complete 2 other AQIS forms:
• The AQIS Ballast Water Uptake/Discharge Log. This log can also be used to provide
the shipping agent with uptake and discharge information for entry into the DSS.
• The AQIS Ballast Water Treatment/Exchange Log. This log must be used to record all
ballast water treatment / exchanges at sea.
These forms should not be sent to AQIS, however, they must be held on the vessel for a
period of 2 years and produced to AQIS on request.
Verification Inspections
AQIS Officers will conduct ballast water verification inspections on-board vessels to ensure
compliance with Australia’s ballast water management requirements.
AQIS Officers will use the QPAR/DSS results, the AQIS ballast water logs and the vessels
deck and engineering logs to verify the information supplied to AQIS is correct.
The verification inspection will take around 30 minutes to complete and in most cases will
be conducted at the same time as a routine vessel inspection.
Vessels that have a poor quarantine history or have not previously complied with AQIS
requirements will be inspected on each visit to Australia.
Co-regulation
AQIS Ballast Water Compliance Agreements will be available to vessels who regularly visit
Australian ports and who have demonstrated a good quarantine compliance history.
The Agreement sets out the details of the activities, how they will be conducted and who
has responsibility for ensuring they comply with AQIS requirements.
Ballast Water Compliance Agreements are subject to formal audit by AQIS on a regular
basis.
Tank stripping
The discharge of ballast tank sediment must not occur in Australian waters.
Ballast tank stripping must not occur where this operation involves the discharge of
sediment in Australian waters. Written approval from AQIS must be obtained prior to
performing ballast tank stripping or sediment removal.
Access to sampling points
The AQIS sampling program is currently being reviewed, however, there will still be a
requirement for vessel Masters to provide access to safe ballast water sampling points
within the vessel.
Ballast water samples may be required to ensure compliance with Australia’s ballast water
management requirements or for further ballast water research.
Where a ballast water sample is required, AQIS Officers will avoid delays to vessels
wherever possible.
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Further Advice & Information
Further information can be obtained by contacting AQIS.
Log on to our web site
Home page address: www.aqis.gov.au/shipping
AQIS Seaports Program address: seaports@aqis.gov.au

dss@aqis.gov.au
dssadmin@aqis.gov.au
Contact us by phone or fax
Calling within Australia Phone: (02) 6272 3933

Fax: (02) 6272 3276
Overseas enquires: Phone: +61 2 6272 3933

Fax: +61 2 6272 3276
Disclaimer
By accessing the information presented through this media, each user waives and releases the
Commonwealth of Australia to the full extent permitted by law from any and all claims relating to the
usage of material or information made available through the system. In no event shall the
Commonwealth of Australia be liable for any incidental or consequential damages resulting from use
of the material. In particular and without limit to the generality of the above, information provided in
publications of the Commonwealth Government is considered to be true and correct at the time of
publication. Changes in circumstances after time of publication may impact on the accuracy of this
information and the Commonwealth Government gives no assurance as to the accuracy of any
information or advice contained.
BALLAST WATER UPTAKE / DISCHARGE LOG
Commonwealth of Australia Quarantine Act 1908 Section 27A
's Name: ______________________________ IMO/Lloyd’s No: _______________________ Call Sign: _____________
Master's Signature: ___________________________________ Date: _________/_________/_________ PAGE ________ of ________
BALLAST WATER SOURCE BALLAST WATER SEA SUCTION STRAINERS BALLAST WATER DISCHARGE
Ballast Provide the date when the BW sea suction If ports of call change or information details for the
Water Each tank will require If the ballast water uptake was strainers were last inspected voyage have altered, please submit an amended form to
Tanks or the ballast water uptake not conducted in a port, it must Record the dates and times of _______/_______/_______ your agent for a further AQIS DSS risk assessment –
Cargo Holds port to be recorded be recorded as latitude & ballast water uptake below Are the BW sea suction strainers used in the mark it ‘AMENDED’ and include the revision date
below longitude in the table below ballasting operation in good order and repair? Y (Quarantine Act 1908 Section 29)
N CONTAINER SHIPS SEE SPECIAL INSTRUCTIONS
BW uptake start Estimated
BW discharge Was a sea suction strainer used
List multiple Date/s BW times using local time BW
Name of BW uptake Give latitude and longitude in - circle partial during uptake? circle Y or N Australian port/s of Date/s of BW
tanks / sources was taken time discharge
Port (degrees and minutes) or full (optional) 0 (eg. S1 or PS1) discharge discharge
separately on board (24 hour clock) will finish
discharge
(optional) YES or NO Strainer ID (optional)
1 Lat Partial
/ /
Long / / S : Full YES NO F :
2 Lat
Partial
Long Full YES NO / /
/ / S : F :
3 Lat
Long Uncontrolled copy / / S :
Partial
Full YES NO / /
F :
4 Lat
Partial
/ / S : F :
5 Lat
Partial
/ / S : F :
6 Lat Partial YES NO / /
Full
Lat / / S : YES NO F :
Partial / /
7 Lat
Partial
/ / S : F :
8 Lat
Partial
/ / S : F :
9 Lat
Partial
/ / S : F :
BALLAST WATER TANK CODES: Forepeak = FPT Aftpeak = APT Double bottom = DB Bottom tank = BT Bottom side tank = BST Deep tank = DT Wing tank = WT Top side tank = TST Cargo hold = CH
Heeling tank = HT Water ballast tank = WBT Port = P Starboard = S Centre = C Bilge = BGT Other = O (specify) Form 026A - Date of Effect 1 July 2001
Ships completing this AQIS BW Uptake/Discharge log must also enter the ballast water information into the ship's deck and engineering log books. A ship's log book must be made available for inspection by a Quarantine Officer at
any Australian port or any location within the Australian 12nm limit.
New arrangements for ballast water management by international
shipping
Regulation Impact Statement
1. INTRODUCTION
This Regulation Impact Statement relates to recent amendments to the Quarantine Act 1908 (the Act)
through the Quarantine Amendment Act 1999, as well as proposed amendments to the Quarantine
Regulations 2000 (the Regulations). The amendments to the Act were made in anticipation of the new
mandatory ballast water management arrangements for the international shipping industry due to be
introduced in July 2001. Proposed amendments to the Regulations will support the new arrangements.
These changes have not altered the intent of the Act and the associated regulations - they have merely
clarified what the Australian Quarantine and Inspection Service’s (AQIS) powers are in relation to
The decision to introduce the new mandatory arrangements was announced by the Minister for
Agriculture, Fisheries and Forestry, the Hon Warren Truss MP, on 15 September 1999. The new
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framework will build upon the current Australian Ballast Water Guidelines and is consistent with
Australia’s efforts to prevent exotic marine pests from invading its unique marine environment. A
summary of the events leading up to this decision as well as those that followed is set out below.
1990 Australian Ballast Water Management Guidelines for the international shipping industry
introduced by AQIS.
1991 The United Nations International Maritime Organisation (IMO) adopts international
guidelines based on the Australian model.
1994 At the National Symposium on Ballast Water (convened by AQIS) it was agreed that a
coordinated national approach to ballast water management was required.
1995 Interim Australian Ballast Water Management Advisory Council (ABWMAC) formed.
Australian Ballast Water Management Strategy approved.
Formation of the Research Advisory Group (RAG) of ABWMAC.
1996 Coastal Voyage Ballast Water Management Guidelines developed.
1997 The Prime Minister announced in the Australian Oceans Policy Statement that the
Government would provide $1 million ‘to design and implement a cost-effective system for
managing ships’ ballast water based on risk assessment’.
The Australian Ballast Water Management Guidelines were revised to contain three
mandatory elements:
▪ reporting by vessels as to whether or not they undertook voluntary ballast water exchange
at sea;
▪ providing access to safe on board sampling points; and
▪ the requirement to discharge sediment only on land.
Ballast Water Research and Development Levy introduced (AQIS).
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Trial of Coastal Voyage Ballast Management Guidelines (Three port trial).
1998 The Commonwealth Government committed in Australia’s Oceans Policy to ‘continue to
introduce mandatory ballast water management arrangements in accordance with agreed IMO
measures’.
1999 Minister for Agriculture, Fisheries and Forestry announces the new ballast water arrangements
for international shipping will apply from mid-2001.
Interim Australian Strategy to Prevent Marine Pest Incursions adopted.
Launch of the Maritime Awareness Campaign for international vessels (AQIS).
Development of the Australian Ballast Water Decision Support System commences (AQIS).
The Joint Standing Committee on Conservation (SCC)/Standing Committee on Fisheries and

Aquaculture (SCFA) National Taskforce on the Prevention and Management of Marine Pest
Incursions was formed (August 1999) and recommended a National System approach for
invasive marine species.
The DSS Business Case was finalised, outlining the proposal and seeking stakeholder
endorsement for the development of a DSS for the management of ballast water.
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Action Plan for minimising the risks to Australia from the introduction and translocation of
marine pests by vessels (December 1999).
2000 Australian Ballast Water Exchange Verification Method (also called the ‘Newcastle
Verification Method’) implemented nationally in order to trial its effectiveness and usefulness
as a verification tool (AQIS).
The Australian Ballast Water Management Advisory Council (ABWMAC) was replaced by
the Australian Introduced Marine Pests Advisory Council (AIMPAC).
The decision received widespread support from stakeholders in the shipping industry and the State,
Territory and Commonwealth Governments. Australia is continuing to work with other nations
through the International Maritime Organisation (IMO) to progress ballast water management issues.
2. PROBLEM
Australia is reliant on the shipping industry for trade both internationally and domestically, with
approximately 95% of Australia’s commodities being transported by sea. Each year around 150
million tonnes of ships’ ballast water is discharged into Australia’s 64 entry ports by 11,000 vessels
from some 600 overseas ports. Most ballast water is brought into Australia from the northern pacific
area, with the greatest volume usually being discharged by bulk carriers.
The environmental and economic impacts due to the introduction of exotic marine pests via ships’
ballast water have been recognised and are significant. A marine pest, once established, is almost
impossible to eradicate and can have serious and permanent consequences for the marine environment,
marine productivity and public health. This factor sets the issue apart from other threats posed by
general marine pollution and land based invasions by pests and diseases.
More than 200 introduced marine species have been detected in Australian coastal waters to date and
statistically approximately one new introduction occurs every 20 weeks. Not all introductions have
harmful consequences for the environment, but significant proportions do. Examples of marine pest
incursions in Australia include:
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▪ The Northern Pacific Seastar (Asterias amurensis) is a voracious predator that has severely
impacted the biodiversity of marine life and fisheries in the Derwent Estuary at Hobart (where the
number of seastars is estimated at 28 million) and Port Phillip Bay in Victoria;
▪ The Black-Striped Mussel has resulted in the fouling of boats, moorings and substrates in Darwin
with an estimated eradication cost of $2 million in 1999. It is also a potential threat to the pearl
industry;
▪ The European Shore Crab (Carcinus maenas) has spread throughout south-eastern Australia and
has had a devastating impact on native Australian bivalves and crabs;
▪ The Giant European Fan Worm (Sabella spallanzanii) is now present in many southern Australian
ports. It disrupts the nutrient cycle, inhibits the settlement of other invertebrate species and causes
the displacement of species in the benthic community; and
▪ Toxic dinoflagellates can cause algal blooms and pose a significant threat to shellfish industries, as
they become part of the seafood chain. These organisms have the potential to cause the disease
Paralytic Shellfish Poisoning which can cause death in humans. Dinoflagellate cysts are often
transported both in ballast water and in the sediment found in ballast water tanks.
The implications of a do-nothing approach include the following:

▪ Australia’s coastal environment and fisheries resources would continue to be vulnerable to invasion
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by introduced marine pests as international trade continues to increase;
▪ Could be catastrophic to the marine environment and future generations;
▪ Research shows that these invasions have a permanent effect on the marine environment;
▪ Potential for significant economic losses due to the effects on fisheries, industry and recreation;
▪ Huge cost involved in the eradication of an invasion (eg. Black-Striped Mussel); and
▪ Cumulative effects on the environment with the rate of invasions appearing to increase.
Government action is needed to address the issue of preventing the introduction and spread of marine
pests and pathogens through making ballast water management mandatory for all vessels operating in
Australian waters because:
▪ The current voluntary arrangements for international vessels do not reduce the risk of marine pest
incursions sufficiently (with an unnecessary burden on low-risk vessels);
▪ Based on records held by AQIS, indications are that, under the current ballast water management
arrangements, a number of vessels have not complied with the mandatory requirements of true and
accurate reporting (the Newcastle Verification Method trial);
▪ Although the problem has been recognised internationally, the slow rate of progress within the
IMO means that mandatory international ballast water arrangements will not be considered for
several years; and
▪ The potential environmental and economic consequences for Australia are too significant to do
nothing.
Currently, exchange of ballast water at sea is the only treatment method endorsed by the IMO. Other
treatment options are being actively considered, however it will be some time before their
effectiveness can be fully assessed. It is acknowledged that IMO guidelines specify that vessel safety
is always paramount particularly when undertaking a treatment procedure and it is the responsibility of
the ships Master to ensure the safety of the vessel and crew.
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3. OBJECTIVES
The main objective of the proposed ballast water management arrangements is to avoid any adverse
economic, environmental and public health impacts of unwanted marine organisms by reducing the
risk of their introduction, establishment and spread in the Australian marine environment from
international ships’ ballast water, whilst not unduly impeding trade or compromising ship safety.
4. OPTIONS
Several approaches to address the issue of ballast water management have been considered.
(a) An education program. Although an essential component of any effective regulatory approach, an
education program alone is unlikely to achieve the desired objectives.
(b) Self-regulation. This approach is currently being used (Australian Ballast Water Management
Guidelines), but does not appear to have sufficiently reduced the risk of a marine pest incursion.
(c) No regulation. This would pose an unacceptable risk to industry, the environment and the
community. It is not considered a viable option.
(d) Co-regulation. The planned approach to the implementation of Australia’s national arrangements
for ballast water management will balance regulatory, co-regulatory and educational strategies.
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Co-regulatory arrangements in general are used quite widely across AQIS’ regulatory functions
and a number of co-regulatory arrangements addressing ballast water management have been in
place for several years, in the form of Compliance Agreements with individual ships and shipping
companies on a voluntary basis. The number of Compliance Agreements with industry is expected
to increase, permitting AQIS to focus inspection efforts primarily on situations where there is a
potential for discharge of ballast water that has been assessed as posing a high risk to the
environment. Under the AQIS co-regulatory framework, greater emphasis is given to formal
commitments by ships’ Masters and shipping companies to consistently meet quarantine
objectives under Compliance Agreements. AQIS will maintain an auditing and compliance
monitoring responsibility.
The mandatory aspects of the new co regulatory arrangements will include:

▪ Accurate reporting to AQIS regarding ballast water arrangements (mandatory requirement under
the Quarantine Act 1908). Vessels that do not carry ballast water will still be required to undertake
mandatory reporting to AQIS.
▪ If required, undertaking exchange and/or other treatment/management option/s as directed by
AQIS, prior to discharge of ballast water in Australian waters (including non-proclaimed ports).
▪ Re-submission and/or updating of ballast water information provided, when ballast water details
for the voyage have altered.
▪ Mandatory access to safe on board ballast sampling points.
▪ Disposal of sediment only on land resulting from ballast tank and/or hold cleaning (in accordance
with AQIS requirements).
▪ No discharge of ballast water within Australian waters without prior written permission from a
Quarantine Officer.
The Australian Ballast Water Decision Support System (DSS) is a computer based system that will be
used to process information and assess the quarantine risk of ballast water. After implementation of
the new arrangements in July 2001, international vessels intending to discharge ballast water in
Australian waters will be able to manage their ballast water en-route by:
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▪ accessing the DSS by lodging ballast water information at the ‘last port of call’ or en-route and
managing tanks posing a high risk to intended ports of discharge; and/or alternatively,
▪ undertaking an independent treatment procedure of their ballast water (exchange or other
comparable method accepted by AQIS) prior to entering Australian waters.
It is the responsibility of the ships’ Master to ensure the safety of the vessel and crew at all times.
The DSS performs a risk assessment on a tank-by-tank basis (based on ballast water information
supplied by the vessel). It will allow international vessels to determine en-route if their ballast water
poses a risk of introducing exotic marine pests. Those tanks identified by the DSS as carrying high risk
ballast water will require treatment/management by a method acceptable to AQIS. Current
treatment/management options include:
▪ Exchange of ballast water at sea, through sequential exchange (empty/refill), flow through (3x the
ballast tank’s volume), or the dilution method.
▪ Non-discharge of high risk ballast tanks.
▪ Tank to tank transfer, preventing discharge of high-risk tanks’ ballast water.
Comparable treatment options may be considered for acceptance by AQIS as they are developed.
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The DSS provides benefits to the shipping industry as well as providing protection to Australia’s
marine environment. The DSS will provide timely advice to vessels whilst en-route on the risks posed
by ballast water intended for discharge in Australian water, allowing maximum flexibility regarding
management options. This will enable vessels, if identified as high risk, to act accordingly and
treat/manage their ballast water before arrival in Australia. Upon confirmation of low risk ballast
water, vessels will benefit by not being required to carry out exchange or other comparable treatments.
To ensure accurate reporting by ships’ Masters of their uptake and en-route ballast water management
arrangements, AQIS will be verifying information provided using a verification test. All records and
logbooks needed to verify information provided by a ship’s Master on ballast water management, must
be made available to an AQIS Officer upon request. AQIS will provide advice to ships’ Masters
regarding the ballast water records required to be maintained (in ship’s logbooks). There will be
penalties for false reporting.
Under AQIS’ co-regulatory approach it will be possible to operate under a Compliance Agreement for
5. IMPACT ANALYSIS
Who is affected by the problem?

▪ Community (eg. health issues);
▪ Fishing (including aquaculture) industry;
▪ Tourism industry; and
▪ Environmental agencies.
Who is affected by the solution?

▪ All vessels arriving in Australia from overseas including those moving international ballast water
between Australian ports;
▪ Vessel Owners/Operators;
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▪ Shipping Agents;
▪ Port Authorities and private port authorities;
▪ AQIS; and
▪ State and Territory Governments.
The effect of the proposal on the role of AQIS:

▪ The changes to the legislation have clarified AQIS’ ballast water reporting, management and
treatment requirements.
5.1 Benefits of the proposal
Common
▪ Reducing the risks of the introduction of harmful aquatic species, thereby protecting Australia’s
marine environment, fishing and aquaculture industries and human health.
Industry
▪ The Australian Ballast Water Decision Support System (DSS) will be able to give international
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vessels sufficient time to initiate a treatment option for high risk ballast water before entering
Australian waters to ensure they can carry out the requirements with minimal cost and delay;
▪ Vessels with low risk ballast water will benefit by not being required to carry out unnecessary
treatments (and potential financial savings);
▪ Increased protection of the aquaculture, fishing and other marine industries; and
▪ Increased flexibility for vessels in terms of ballast water management options including
Compliance Agreements between AQIS and the shipping industry.
Government
▪ More effective, targeted deployment of inspection and sampling resources based on scientifically
rigorous risk assessments (time not wasted on low risk vessels and better allocation of resources to
manage vessels with ballast water that is high risk);
▪ Fulfilling the publicly stated commitment of the Commonwealth Government to manage the
discharge of ballast water;
▪ Compliance Agreements between AQIS and the shipping industry will be possible; and
▪ The proposal will assist in achieving one of AQIS’ key outcomes, that of the ‘protection of
Australia’s animal, plant and human health, and the environment’ and will address
recommendation 48 of the report, Australian Quarantine: a shared responsibility.
5.2 Costs of the proposal
Industry
▪ It may take industry time to adjust to new arrangements. However, AQIS has prepared a range of
material as part of a Maritime Awareness campaign to prepare industry for the changes, including
pamphlets, a new Maritime Awareness kit, comprehensive briefing and awareness sessions, articles
for the AQIS Bulletin, Ballast Water Newsletters and AQIS website updates (refer to Attachment
1- Communication Strategy);
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▪ The Ballast Water Research and Development Levy on shipping has collected approximately $2
million to target specific research and development activities related to ballast water management,
including the development of the DSS (the levy ceased on 30 June 2000); and
▪ The new system will require an increase in the AQIS Seaports Program revenue of approximately
9% from the shipping industry in order to cover the operating costs of the DSS and the additional
activities performed by the Seaports Program under the new regime.
▪ The compliance costs of the new arrangements include both direct and indirect costs. Some of
these costs are more easily quantifiable than others.
- Direct costs involve capital and operating costs (including fuel, consumables, labour, ballast
water management supervision, transaction costs and AQIS charges). In addition, there are
direct costs associated with any extended duration in the length of the voyage. There would
also be costs involved if a vessel is required to leave port to comply with the new requirements
(additional costs would include port charges, running costs, daily charter rate costs, pilotage,
etc.).
The additional direct cost associated with the extra supervision required for ballasting
operations will be significant in some cases particularly on short voyages of four days or less.
The additional direct transaction costs relate to new paperwork requirements and additional
ship-to-shore communication.
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An assessment of the major direct costs involved has recently been undertaken by Rigby and
Taylor (2001)1. The report stated:
The cost effectiveness of various treatment options has been based on an assessment
of the capital and operating cost components associated with the use of the particular
treatment techniques. The estimated costs are based on the volume of ballast water on
board the ship, except in the case of the container vessel where a cost is indicated for
the quantity of ballast water actually replaced or treated, as container ships do not
usually completely discharge their ballast water in port.
Exchange of ocean water in its simplest form (with no additional equipment) provides
the most cost effective option (2.46-3.74c/m3). These costs are reduced by
approximately 50% (for the empty/refill option) if gravity ballasting can be
accomplished. The capital costs associated with additional equipment can result in an
increase up to approximately 31c/m3. Safety of the ship must always be ensured before
any form of ocean exchange can be undertaken.
- Indirect costs are more difficult to quantify however, include the extra wear and tear on
equipment and the vessel itself.
While difficult to quantify it is recognised that these indirect costs exist. For example, a
typical ship would be expected to utilise its pumping equipment some four times more often
where the ship elects to use the flow-through exchange method. This involves some additional
wear and tear for the ship. The additional usage of the pumps may place extra stress on the
ballast water tanks, thus necessitating additional checks for safety reasons, repair and
maintenance, and possible earlier replacement.
1
Rigby, G and Taylor, A.H. (2001). Ballast water treatment to minimise the risks of introducing non-indigenous
marine organisms into Australian ports. Report No. 13. Ballast Water Research Series. Agriculture, Fisheries and
Forestry – Australia.
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Government
▪ The one-off costs of establishing the infrastructure required to implement the proposal;
▪ The on-going costs of collecting and processing information (however these costs are recovered);
▪ AQIS bears the risk associated with the development of a new system (the DSS); and
▪ It has been estimated that the annual operating cost of the DSS will be approximately $500 000.
5.3 Identify distributional effects and attribute these to the groups affected
While implementation may result in some increased fees for international shipping, AQIS’ intended
risk-based management approach will likely exempt a proportion of vessels from the need to further
manage their ballast water on arrival in Australia (with potential savings for operators). This will occur
in circumstances where a ship’s ballast water is assessed as low risk.
6. CONSULTATION
6. 1 Who are the main affected parties?
The new arrangements are likely to affect the following individuals, groups, communities and
organisations:
▪ Federal, State and Territory Governments;
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▪ Transport - international and domestic shipping and shipper industry;
▪ Fisheries - including, aquaculture, seafood production;
▪ Port authorities and harbours;
▪ Tourism industry; and
▪ Conservation and environment groups.
6.2 What are the views of those parties?
AQIS is maintaining close cooperation with the shipping industry, State and Territory Governments,
and other key stakeholders, as AQIS progresses towards implementation, through the various
committees (refer to attachment 2 for committee membership details):
▪ Australian Ballast Water Decision Support System (DSS) Steering Committee;
▪ AQIS / Industry Cargo Consultative Committee (AICCC);
▪ Australian Ballast Water Management Advisory Council (ABWMAC) / Australian Introduced
Marine Pests Advisory Council (AIMPAC), and its advisory working group, the Research
Advisory Group (RAG); and
▪ National Introduced Marine Pests Coordination Group (NIMPCG).
The shipping industry and national port authorities, through these committees, have advised AQIS of
their support for the introduction of the new ballast water management arrangements.
There has also been regular bilateral consultation on this issue with all key stakeholders for a number
of years and this process will continue leading up to implementation on 1 July 2001. The
communication strategy (refer to Attachment 2) was launched early this year to ensure all interested
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parties and AQIS staff are kept informed. The following organisations are assisting with the
implementation of the communication strategy:
▪ Australian Shipping Federation (ASF), including Australian Chamber of Shipping (ACOS) and
Australian Shipowners’ Association (ASA);
▪ Association of Australian Ports and Marine Authorities (AAPMA);
▪ Australian Maritime Safety Authority (AMSA);
▪ Minerals Council of Australia
AMSA is assisting through dissemination of information through their formal ‘Marine Notice’
communication mechanism.
There has been continuous consultation with the States and Territories, through representation on
committees including ABWMAC, RAG, NIMPCG and also a nominated representative on the DSS
Steering Committee. The States and Territories are supportive of the new arrangements and the
Victorian Environment Protection Authority (EPA), through the National Demonstration Project is
jointly involved in a project using the DSS and corresponding arrangements, to be performed in the
Port of Hastings (Westernport), Victoria.
The States and Territories (as well as industry) are also supportive of a proposed Single National
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Management Regime (SNMR), where coastal translocation by domestic vessels and internationally
sourced ballast water are controlled by a single regulatory authority. To move towards the
development of a SNMR, resolution of a number of policy and legislation issues will need to be
achieved. The States/Territories have indicated their desire to be involved in further collaboration with
the Commonwealth to develop the arrangements necessary for application to coastal shipping. In the
meantime, collaboration with the Victorian State representative has allowed the building of the DSS to
accommodate coastal needs to the extent possible, so that future extensions can be made when full
coastal requirements are better understood. The Port of Hastings project will allow all parties to better
understand the issues involved and progress the development of a national system in the future.
7. CONCLUSIONS AND SUMMARY
In 1997 the Prime Minister announced in the Australian Oceans Policy Statement that the Government
would provide $1 million ‘to design and implement a cost-effective system for managing ships’ ballast
water based on risk assessment’.
The current Australian guidelines for international vessels were revised to contain three mandatory
elements:
▪ reporting by vessels as to whether or not they undertook voluntary ballast water exchange at sea;
▪ providing access to safe on board sampling points; and
▪ the requirement to discharge sediment only on land.
In 1998 the Commonwealth Government committed in Australia’s Oceans Policy to ‘continue to

introduce mandatory ballast water management arrangements in accordance with agreed IMO
measures’.
The Minister for Agriculture, Fisheries and Forestry set the target date of mid 2001 for the
introduction of new mandatory management arrangements. He announced this decision to act
unilaterally following continuing delays by the IMO in implementing an international agreement on
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ballast water management. The new arrangements will build on those already in place but will also use
a new tool for ballast water management, the DSS.
The DSS Business Case was released in September 1999. It outlined the proposal seeking stakeholder
endorsement for the development of a DSS to assist with the management of ballast water. The
shipping industry supported the proposal and agreed to contribute $2 million through the introduction
of a levy.
The introduction of mandatory ballast water arrangements will:
▪ Build on Australia’s current voluntary ballast water guidelines for international vessels by using
risk assessment modelling techniques to provide a more robust, transparent, workable and cost-
effective approach to managing ballast water;
▪ Address Recommendation 48 of the Australian Quarantine Review Committee report, Australian
Quarantine: a shared responsibility (1996), which suggests that AQIS ‘use risk analysis based on
comprehensive detection databases and information systems to target resource allocation to
increase the efficiency and effectiveness of border activities’.
▪ Introduce mandatory ballast water management arrangements in accordance with IMO agreed
measures, and recognising IMO safety requirements;
▪ Utilise a DSS to strategically target high risk vessels, thereby reducing the burden on vessels with
ballast water that is considered low risk; and
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▪ Provide access to the DSS to allow vessels to determine if their ballast water is high risk, taking
into account the port of uptake and discharge and assessing the risks in relation to specific
organisms of concern in Australia.
8. IMPLEMENTATION AND REVIEW
8.1 How will the preferred option be implemented?
As previously mentioned, the new arrangements will be implemented through existing legislation and
through regulations and administrative arrangements administered by AQIS.
AQIS will be the primary agency involved in the practical implementation of the new arrangements.
From 1 July 2001, the new arrangements will apply to all international vessels.
8.2 Resource requirements and costs
The shipping industry has accepted that the AQIS Seaports Program will incur additional operational
costs as a result of the implementation of the new mandatory ballast water management arrangements,
including ongoing operational costs associated with the DSS. The Seaports Program has responsibility
for operational issues relating to the quarantine clearance of international vessels and it is required by
Government to fully recover the costs of the quarantine services provided. To enable AQIS to fund the
ongoing operation of the DSS it will be necessary to increase charges for the quarantine clearance of
vessels. The Australian Shipping Federation (ASF) has written to AQIS expressing support for cost
recovery of this additional activity.
Based on estimated operating costs of the DSS, it has been determined that an approximate 9% increase
in fees will be required. The AQIS Seaports Program is undertaking a comprehensive review of its
current charges and the final cost will be considered by the DSS Steering Committee and the AQIS /
Industry Cargo Consultative Committee (AICCC), both of which have strong industry representation.
The additional costs involved with the new arrangements include hardware costs for the DSS, industry
and AQIS staff awareness and training, data consolidation and AQIS’ operational staff requirements for
monitoring compliance and to undertake any corrective action/follow up. The establishment of an
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appropriate cost recovery mechanism will be progressed through the AICCC over the coming months so
that the revised charges can be implemented from 1 July 2001.
8.3 Information required to administer the preferred option and whether they duplicate
existing requirements
There is no duplication of existing requirements as the DSS is a new system that was specifically
designed for the management of ballast water.
There are opportunities for rationalisation in the future, for example, if arrangements for the
management of ballast water from the domestic shipping industry are incorporated into the DSS and
managed by AQIS.
8.4 How is compliance checked or ensured?

Compliance under the new arrangements will be checked or ensured through a variety of methods:
▪ Ships intending to operate under a co-regulatory arrangement with AQIS will be required to have a
‘Compliance Agreement’ which is intended to assist ships to comply with the mandatory
Australian ballast water arrangements. Ships that do not abide by the agreement and are found to be
non-compliant or, if a ship’s Master or crew is not operating in a responsible manner, the
Agreement can be suspended or revoked;
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▪ All ships must make their records and logbooks available to an AQIS officer upon request in order
to verify information;
▪ AQIS will be able to verify information provided by vessels using a verification test for
documentation;
▪ Sampling of ballast water to verify information provided by vessels; and
▪ There are significant penalties under the Quarantine Act 1908 for false reporting.
8.5 Is the preferred option clear, consistent, comprehensible and accessible to users?
▪ User guides will be available to explain how to meet the requirements (including how to use the
DSS).
▪ The new arrangements are consistent with those being progressed by the Marine Environment
Protection Committee (MEPC) of IMO, in the form of an annex to MARPOL (the International
Convention for the Prevention of Pollution from Ships, 1973).
▪ Shippers will have access to the DSS via the Internet, whilst at sea via Inmarsat - C (satellite
communication), or through their shipping agent.
▪ A technical support unit will be accessible to users via phone, fax and e-mail.
8.6 Is it sufficiently flexible to adapt to various situations and circumstances?

▪ The DSS was developed in such a way as to allow additional modules to be easily integrated into
the system as data and policy circumstances change.
▪ The DSS was designed to be easily extracted from the overall AQIS working environment so that,
if required, it could be:
- maintained externally by the relevant authority under the possible Single National Management
Regime (covering both international and coastal shipping); and
- easily adopted by other countries.
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▪ There will be increased flexibility for vessels in terms of ballast water management options
available.
▪ Alternative methods of treating ballast water will be considered for acceptance by AQIS as they
are developed and endorsed by the IMO.
8.7 What is the impact on business, including small business, and how will compliance
and paper burden costs be minimised?
At present, vessels must report to AQIS on whether they exchanged ballast water en-route to Australia
and the details of any such exchange. This information is currently provided to AQIS through shipping
agents and is then entered electronically into the Vessel Monitoring System by AQIS staff.
From July 2001, ships' masters will be able to interact directly with the new DSS risk assessment tool
via the Internet or Inmarsat-C and obtain timely advice regarding risk at least five days prior to
entering Australian waters, whereby maximising their management options.
Instead of being required to submit to AQIS all details of ballast water management (eg. exchange
details currently being submitted via agents with associated costs), records will be required to be kept
on board and made available to AQIS upon request (ie. during inspection or audit). It is believed that
this, and the ability to interact directly with the DSS, will reduce the amount of paper currently
submitted to AQIS and manually processed. For safety reasons, Masters already need to keep records
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8.8 How will the effectiveness of the preferred option be assessed?
In addition to the normal program evaluation after the first three months and again within the first
twelve months, several measures for the on-going review of the new arrangements exist, including:
▪ Consultation with groups affected via the relevant committees;
▪ A generic e-mail address for queries and feedback (dss@aqis.gov.au);
▪ Other reviews such as Internal audits and those required as part of Government policy that all
programs be reviewed every three years (through the Performance Improvement Cycle);
▪ Reporting to the public through AFFA’s annual report; and
▪ Reporting to national committees such as NIMPCG and AIMPAC and to Ministerial Councils.
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ATTACHMENT 1 - Communication Strategy
Stakeholder Vehicle Information Delivery Timing
International Vessel Masters & Vessels arriving in Australia Overview Pamphlet Shipping Officers Dec 2000
Crew BW Awareness Kit Shipping Officers May 2001
Seaman’s Missions Overview Pamphlet Shipping Officers Dec 2000
Poster / Flyer Shipping Officers Dec 2000
Port Authorities Overview Pamphlet RSM’s Dec 2000
(link into their networks) Ongoing
Other Commonwealth Agencies Overview Pamphlet RSM’s Dec 2000
Relevant State Authorities Overview Pamphlet RSM’s Dec 2000
Overseas IMO Website (link to AQIS) BW Project Officer Jan 2001
Authorities BW Awareness Kit Mailout May 2001
Peak Shipping Bodies / Chambers Website (link to AQIS) BW Project Officer Jan 2001
BW Awareness Kit Mailout May 2001
International Regulatory Authorities Yet to be determined Yet to be determined TBC
Shipping Industry / Australian Peak Industry Bodies Overview Pamphlet Mailout Dec 2000
Agents BW Awareness Kit Mailout May 2001
AQIS Website Update Access to site Dec 2000
Individual Agents Overview Pamphlet Mailout Dec 2000
BW Awareness Kit Mailout May 2001
AQIS Website Update Access to site Dec 2000
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Industry Training Roadshow May 2001
Co-regulation Issues TBC July 2001
AQIS Staff Regional Managers Updates / Progress Reports RM Teleconferences Ongoing
AQIS Intranet Ongoing
Regional Co-ordinator Updates / Progress Reports AQIS Intranet Ongoing
Regional Shipping Managers Overview of Arrangements Program Conference Nov 2000
Updates / Progress Reports AQIS Intranet Ongoing
Industry Awareness Staff Briefing April 2001
Operational Overview Staff Briefing May 2001
AQIS Field Staff Overview of Arrangements Program Conference Nov 2000
Updates / Progress Reports AQIS Intranet Ongoing
Industry Awareness Staff Briefing April 2001
Operational Training Training Program May/Jun 2001
23
Stakeholder Vehicle Information Delivery Timing
Formal Committees AICCC Overview Pamphlet Tabled at meeting Dec 2000
Updates / Progress Reports Each meeting Ongoing
Approval of Charges Out-of-session March 2001
BW Awareness Kit Tabled at meeting June 2001
DSS Steering Committee Updates / Progress Reports Each meeting Ongoing
AIMPAC and NIMPCG Updates / Progress Reports Relevant meetings Ongoing
Minister / QEAC AQIS Executive Minister’s Office Updates / Progress Reports Briefings As required
Approval of Charges Minute to Minister Mar/Apr 2001
QEAC Initial Briefing Report to QEAC Nov 2000
Summary of Arrangements Report to QEAC Feb 2001
ABFC Agreement to Charges ABFC Paper April 2001
AQIS Executive Updates / Progress Reports / AQIS Mgt Meetings As required
Briefings Minutes
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24
ATTACHMENT 2 - Committee membership
Australian Ballast Water Decision Support System (DSS) Steering Committee includes
representatives from the following:
- Australian Shipping Federation;
- Australian Ports Association;
- States and Territories (represented by Victoria);
- Australian National University (expert advisor);
- AFFA (including AQIS, Internal Audit and Industry Development Division); and
- Environment Australia (observer).
Australian Ballast Water Management Advisory Council (ABWMAC) (until 8

December 2000, when this committee was renamed and re-configured as AIMPAC):
- Independent Chairperson
- Australian Shipowners’ Association (ASA)
- Australian Chamber of Shipping (ACOS)
- Bulk shipping user representative*
- Association of Australian Ports and Marine Authorities (AAPMA)
- Australian Seafood Industry Council (ASIC)
- Australian Aquaculture Association (AAA)
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- CSIRO Centre for Research into Introduced Marine Pests (CRIMP)
- Australian Maritime Safety Authority (AMSA)
- Environmental Protection Authority (EPA)
- Department of Transport and Regional Services (DTRS)
- State/Territory representatives**
- Peak conservation organisation
- Australian Quarantine and Inspection Service (AQIS)
*drawn from one of the following: Minerals Council of Australia/Australian Coal
Association/National Bulk Commodities Group, etc.
**Council should include a representative from each State, who, wherever possible, should
also represent interested Ministerial Councils and their Standing Committees.
In addition, the Council may include a representative with specific private sector technical
expertise.
Australian Introduced Marine Pests Advisory Council (AIMPAC) (as of 8 December

2000):
- Independent Chairperson
- Australian Seafood Industry Council (ASIC)
- Australian Aquaculture Association (AAA)
- Australian Maritime Safety Authority (AMSA)
- Agriculture, Fisheries and Forestry - Australia (AFFA)
- Environment Australia (EA)
- Department of Transport and Regional Services (DTRS)
- Australian Shipowners’ Association (ASA)
- Australian Chamber of Shipping (ACOS)
- bulk exporters representative (eg. Minerals Council of Australia (MCA), Australian Coal
Association (ACA) or National Bulk Commodities Group)
- Association of Australian Ports and Marine Authorities (AAPMA)
- shipping and technical expert
- a peak conservation organisation representative
25
- yachting representative
- recreational fishing representative
- State/Northern Territory representatives.
AQIS/Industry Cargo Consultative Committee (AICCC):
- AQIS Quarantine and Export Operations Division

- Industry
- Regional Cargo Facilitation Committees / Councils
- Shipping Lines
- Stevedoring / Container Terminal and Depot Operators
- Customs Brokers
- Air / Sea Freight Forwarders
- Importers / Cargo Owners
- Airlines / Cargo Terminal Operators
- Air Express Operators / Couriers
National Introduced Marine Pests Coordination Group (NIMPCG):

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The National Introduced Marine Pests Coordination Group will comprise representatives
from:
- New South Wales
- Northern Territory
- Queensland
- South Australia
- Tasmania
- Victoria
- Western Australia
- Standing Committee on Conservation/Standing Committee on Environment Protection
(ANZECC)
- Standing Committee on Fisheries and Aquaculture (MCFFA)
- Standing Committee on Transport (ATC)
- Environment Australia (EA)
- Agriculture, Fisheries and Forestry - Australia
- Fisheries and Aquaculture, (FFID)
- Australian Quarantine and Inspection Service (AQIS)
- Product Integrity (Animal and Plant Health) Consultative Committee on
Introduced Marine Pest Emergencies (CCIMPE)
- Australian Introduced Marine Pests Advisory Council (AIMPAC).
26
APPENDIX 3
Container Stowage Plans
• Stow plan by Load port

• Stow plan by Discharge port
• Stow plan showing cargo weights
• Stow plan showing reefer temperature
• Bay plan of cargo hold
APPENDIX 4
Code of Safe Practice

for Timber Deck Cargo
• Extract from the Code

SHIPS CARRYING TIMBER DECK CARGOES
1. SCOPE
1.1 The provisions given hereunder are recommended for all ships of 24 metres or more in
length engaged in the. carriage of timber deck cargoes.
1.2 Administrations are invited to adopt these recommendations unless they are satisfied that
operating experience justifies departures therefrom.
1.3 Nothing in these recommendations shall preclude the application of Regulation 44 of the
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1966 Load Line. Convention as far as ships with timber loadlines are concerned or any
national requirements.
1.4 For the purpose of these recommendations "Timber Deck Cargo" or "Cargo" means a cargo
of timber carried on an uncovered part of a freeboard or superstructure deck, which should
include logs, sawn timber whether loose or packaged.
2. STOWAGE - GENERAL
2.1 0penings in the weather deck on which cargo is stowed should be securely closed and
battened down. Ventilators and air pipes should be effectively protected from damage by
cargo and the check valves in air pipes should be examined to ascertain that they or similar
devices are effective against the entry of sea water.
2.2 The cargo should be compactly stowed and should be chocked, as necessary, for this
purpose; it should not interfere in any way with the navigation and necessary work of the
ship and should be stowed as level as practicable. Safety equipment, devices for remote
operation of valves and sounding pipes should be clearly marked and left accessible.
2.3 Steering gear components should be efficiently protected from damage and the
arrangements made for steering in the event of a breakdown in the main steering gear
should not be obstructed by deck cargo.
2.4 Safe and satisfactory access to the crew's quarters, machinery spaces and all other forward
and after parts used in the necessary working of the ship should be provided at all times.
Cargo in the vicinity of the openings which give access to such parts should be so stowed
that the openings can be properly closed and secured against the entry of water.
2.5. Uprights should be of adequate strength considering the nature of the timber and the
breadth of the ship; the strength of the uprights should not exceed the strength of the
bulwark and the spacing should be suitable for the length and character of timber carried
but should not exceed 3 metres. Strong angles or metal sockets or equally efficient means
should be provided for securing the uprights. Where suitable, permanent ship's structure
may be used as uprights.
2.5.1 The uprights should be of such height as to extend above the outboard top edge of the
cargo.
2.5.2 They should preferably be fitted with a locking pin or other arrangement to
retain the upright in its housing.
2.5.3 They may be secured by a metal bracket attaching the upright to the top of the
ship's bulwark, or a similar arrangement.
2.5.4 As far as is practicable, the stowage should be such that the cargo throughout
its full height is in solid contact with each upright.
2.5.5 Each port and starboard pair of uprights should be linked by athwartship lashings,
set up taut joining each pair as near to the top level of the cargo as possible to give
additional strength to these uprights. The lashings should be in accordance with
the recommendations of Section 4.
3. LASHINGS – GENERAL
3.1 Timber deck cargo should be efficiently secured throughout its length by independent
overall lashings. The spacing between adjacent lashings should be in accordance with sub-
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sections 5.2 and 5.3 such that each lashing should pass over the cargo and be shackled to
eye plates. Eye plates for these lashings should be efficiently attached to the sheer strake
or to the deck stringer plate. The distance from an end bulkhead of a superstructure to the
first eye plate should be not be more than 2 metres. Eye plates and lashings should be
provided 0.6 metre and 1.5 metres from the ends of timber deck cargoes where there is no
bulkhead. Stanchions and brackets or other such points of insufficient strength should not
be used for the securing of lashings.
3.2 Stretching devices or similar devices for lashing shall be either a turnbuckle or of a type that
produces tightening by a lever action having a proven mechanical arrangement whereby
tightening to the required tension and subsequent adjustments can be rapidly effected; each
specified device should be so placed in a lashing that it can be safely and efficiently operated
when required.
3.3 When such devices are of a portable type, a sufficient number should be carried on board.
3.4 A device capable of quick cargo release, if fitted, should be so designed that it cannot be
accidentally released or activated.
3.5 When other devices are substituted for splicing to form an eye in wire rope, they should be
sufficient to equal the strength of the splice.
3.6 Lashings should be inspected as required.
4. LASHINGS – TESTING AND CERTIFICATION
4.1 All testing, marking, and certification of the chains should conform with national
regulations.
4.2 In addition to the requirements stated, a visual examination at intervals not exceeding 12
months is recommended.
4.3 The lashings should be capable of withstanding an ultimate load of not less than 133 kN
(13600 kp). They should be fitted with slip hooks and tumbuckle, which should be
accessible at all times. Wire rope lashings should have a short length of long link chain to
permit the length of lashings to be regulated.
4.4 After testing there should be no treatment applied to chain which would invalidate its test
certificate, eg, galvanizing heat treatment.
Timber and cargo securing
Timber cargoes are unique, in that they are robust and they are buoyant. With these factors in mind,
consideration has been given by Statutory Authorities and Classification Societies to recognising the
cargo’s contribution to a ship’s reserve buoyancy when loaded with timber that is properly secured.
Therefore, there are two distinct aspects to timber cargoes, the first being the contribution to reserve
buoyancy by the cargo and the assignment of an alternative maximum loaded draft and secondly the
securing arrangements.
Timber deck cargoes comprise of logs, pit props or sawn. The stowage factor of timber can range from
27m3/ton to 149m3/ton. The carriage of timber on deck requires special attention for various reasons,
one of which being the timber’s ability to absorb moisture, thus affecting the vessel’s stability, and
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timber on deck provides for additional buoyancy to the vessel. Because of these factors IMO has set
out a list of recommendations applicable to vessels greater or equal to 24m in length, engaged in the
carriage of timber deck cargo. However, the IMO’s recommendations should be implemented by the
coxswains and masters of all vessels as they reflect the prudent practices of good seamen. These
recommendations are set out in the Code of Safe Practice for Ships Carrying Timber Deck Cargoes.
They cover:
1. Openings to be closed and battened down

2. Steering arrangements not obstructed
3. Cargo compactly stowed and level surface
4. Crew’s access to be safe
5. Strong uprights
6. Lashing to be in accordance to regulations
7. Quick cargo release mechanism
8. Lashing to be regularly inspected
9. Vessels to comply with stability criteria
10. Water absorption causes excessive stress on lashings
11. Entries re; lashing in logbook
12. Prudent ship-handling
13. Height of cargo on deck- limitations
14. Provisions for guard rails or lines
15. Protection of personnel
Load line. Vessels that carry timber can be assigned an alternative set of draft marks based on the
contribution of the cargo to the ship's reserve buoyancy, that is the vessel’s seaworthiness. However,
the cargo must be stowed and secured in a very specific manner. The following extract from the
International Convention on Load Lines, 1966, as corrected by the Procès-Verbal of Rectification
dated 30 January 1969 and the Procès-Verbal of Rectification dated 5 May 1969
REGULATION 44
Stowage
General
(1) Openings in the weather deck over which cargo is stowed shall be securely closed
and battened down. The ventilators shall be efficiently protected.
(2) Timber deck cargo shall extend over at least the entire available length which is
the total length of the well or wells between superstructures. Where there is no
limiting superstructure at the after end, the timber shall extend at least to the after
end of the aftermost hatchway. The timber shall be stowed as solidly as possible
to at least the standard height of the superstructure.
(3) On a ship within a seasonal winter zone in winter, the height of the deck cargo
above the weather deck shall not exceed one-third of the extreme breadth of the
ship.
(4) The timber deck cargo shall be compactly stowed, lashed and secured. It shall not
interfere in any way with the navigation and necessary work of the ship.
Uprights
(1) Uprights, when required by the nature of the timber, shall be of adequate strength
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considering the breadth of the ship; the spacing shall be suitable for the length
and character of timber carried, but shall not exceed 3 metres (9.8 feet). Strong
angles or metal sockets or equally efficient means shall be provided for securing
the uprights.
Lashings
(2) Timber deck cargo shall be efficiently secured throughout its length by
independent over-all lashings spaced not more than 3 metres (9.8 feet) apart. Eye
plates for these lashings shall be efficiently attached to the sheer strake or to the
deck stringer plate at intervals of not more than 3 metres (9.8 feet). The distance
from an end bulkhead of a superstructure to the first eye plate shall be not more
than 2 metres (6.6 feet). Eye plates and lashings shall be provided 0.6 metres
(23½ inches) and 1.5 metres (4.9 feet) from the ends of timber deck cargoes
where there is no bulkhead.
(3) Lashings shall be not less than 19 millimetres (¾ inch) close link chain or flexible
wire rope of equivalent strength, fitted with sliphooks and turnbuckles, which
shall be accessible at all times. Wire rope lashings shall have a short length of
long link chain to permit the length of lashings to be regulated.
(4) When timber is in lengths less than 3.6 metres (11.8 feet) the spacing of the
lashings shall be reduced or other suitable provisions made to suit the length of
timber.
(5) All fittings required for securing the lashings shall be of strength corresponding
to the strength of the lashings.
Stability
(6) Provision shall be made for a safe margin of stability at all stages of the voyage,
regard being given to additions of weight, such as those due to absorption of
water and icing and to losses of weight such as those due to consumption of fuel
and stores.
Protection of Crew, Access to Machinery Spaces, etc.
(7) In addition to the requirements of Regulation 25 (5) of this Annex guard rails or
life lines spaced not more than 330 millimetres (13 inches) apart vertically shall
be provided on each side of the deck cargo to a height of at least 1 metre (39½
inches) above the cargo.
Steering Arrangements
(8) Steering arrangements shall be effectively protected from damage by cargo and,
as far as practicable, shall be accessible. Efficient provision shall be made for
steering in the event of a breakdown in the main steering arrangements.
REGULATION 45
Computation for Freeboard
(1) The minimum summer freeboards shall be computed in accordance with Regulations 27 (5), 27
(6), 27 (11), 28, 29, 30, 31, 32, 37 and 38, except that Regulation 37 is modified by substituting
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the following percentages for those given in Regulation 37:
Total effective length of superstructures

0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0L
L L L L L L L L L
Percentage of deduction for 20 31 42 53 64 70 76 82 88 94 100
all types of superstructure
Percentages at intermediate lengths of superstructures shall be obtained by linear interpolation.
(1) The Winter Timber Freeboard shall be obtained by adding to the Summer Timber Freeboard one
thirty-sixth of the moulded summer timber draught.
(2) The Winter North Atlantic Timber Freeboard shall be the same as the Winter North Atlantic
Freeboard prescribed in Regulation 40 (6).
(3) The Tropical Timber Freeboard shall be obtained by deducting from the Summer Timber
Freeboard one forty-eighth of the moulded summer timber draught.
(4) The Fresh Water Timber Freeboard shall be computed in accordance with Regulation 40 (7) based
on the summer timber load waterline.
What does this all mean? In the example of a small ship (over 24.0m but under 85.0m in length) where
the superstructure is 30% of the vessel’s length, a timber deck cargo, properly loaded and secured,
would result in a reduction in the ship’s freeboard. That is the cargo is considered to contribute to the
ship’s superstructure. If the ship had a continuous superstructure it would be permitted a reduction of
350mm to its minimum freeboard (see Regulation 37). From the table above it can be seen that the
reduction would comprise of 53% of 350mm or 185.5mm. That is more cargo can be carried because
the ship’s maximum loaded draft has been increased.
Securing. Marine Orders Part 42 lays down the legislation governing the Securing of Cargo on board.
As from January 1998, all vessels must have a Cargo Securing Manual made specifically for that
vessel. The Cargo Securing Manual is made following recommendations from the Code of Safe
Practice for Cargo Stowage and Securing and the Guidelines for the Preparation of the Cargo Securing
Manual. The Cargo Securing Manual is required to contain details of the securing arrangements
available together with the equipment, the amount and location of such and the test that they have been
subject to.
Summary
• Timber cargoes contribute to a reduction in a vessels freeboard if properly loaded and secured.
• Timber cargoes are potentially hazardous in that they can cause a substantial reduction in a
vessel’s stability by uneven absorption of water.
• There are 3 sets of regulations that affect timber cargo operations directly and coxswain and
master need to be aware of.
APPENDIX 5
Fumigation / Quarantine
General Information & Marine Notices
• General information on all quarantine treatments

• Marine Notice: Hazard from Fumigation – 7/1996
• Marine Notice: Safe Use of Industrial Chemicals –
12/1979
Please note: The two Marine Notices have been withdrawn as the
principles within them are now considered to be common practice.
However, the principles are valid and current.
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7/1996
HAZARD FROM FUMIGATION

Recently four people were affected by Research Council, October 1971) barely
fumes after a ship had been fumigated mentions the hazards associated with
prior to loading grain. chloropicrin, stating:
During the investigation, it was The first effects of excessive exposure to

discovered that several similar incidents its vapour are irritation of eyes, nose and
had occurred but had gone unreported. throat with coughing and lachrymation
The non-reporting of these incidents has and later, vomiting. These effects are
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led, in this case, to a near fatality.
reversible and symptoms subside rapidly
if exposure is quickly terminated. Failure
to heed these early warning signs may
The ship had been fumigated with Methyl lead, with continued exposure, to serious
Bromide containing 2 per cent lung irritation.
Chloropicrin. After fumigation the holds
were ventilated and checked for The Code describes the use of a halide
remaining gas. A Safe for Entry lamp as a detector for the presence of
certificate was issued by the fumigator. organic halogen compounds such as
methyl bromide. It notes that the lower
Shore labour, under the direction of a detection limit for such a lamp is about 20
cleaning contractor then entered the parts per million. It does not, however,
holds and commenced cleaning out and warn that the lamp is useless for the
washing down prior to the final preloading detection of methyl bromide or
inspection. chloropicrin at the Threshold Limit
Value (TLV) of these substances, which
During the inspection, a puddle of water are 5 ppm and 0.1 ppm respectively.
was disturbed by an AMSA surveyor who
was immediately affected by gas and had It should be noted that a halide lamp is
to be assisted from the hold. In all, four only suitable for the detection of large
persons were hospitalised. The situation volume leaks from a system.
was finally stabilised through the actions
of the emergency services. The Code of Practice for the Fumigation
of Ships' Cargo Spaces with Methyl
Subsequent investigations determined Bromide (National Health and Medical
that the victims had been affected by the Research Council, October 1971) is
Chloropicrin component of the fumigant. currently under review and should no
longer be used as a reliable guide to
Chloropicrin is a major constituent of Tear fumigation operations.
Gas, and is included in the Methyl
Bromide fumigant mixture as a warning Masters should ensure that cargo owners
agent. It is, however, at least 10 times and agents only engage persons to
as poisonous as Methyl Bromide. conduct fumigation operations who are
properly licensed, equipped and
The Code of Practice for the Fumigation competent for the task.
of Ships' Cargo Spaces with Methyl
Bromide (National Health and Medical
No fumigation operation should take Masters and Owners are reminded of
place until the relevant Material Safety their legal obligations to report incidents
Data Sheets for Methyl Bromide and which affect the safety and health of
Chloropicrin have been obtained and their crews and those contracted to
made available to the crew and shore perform other services aboard their
workers. ships.
Additionally, entry to any fumigated Attention is further drawn to Australian

space should be prohibited until that Standard 2865-1995, Safe working in a
space has been professionally tested by confined space. No confined space
an independent industrial chemist using should be entered until the procedures
methods that include testing for the laid down in that standard are complied
presence of both methyl bromide and with.
chloropicrin in the range 0 to 50 ppm.
This notice replaces Marine Notice 8/72
which is now cancelled.
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P M MeGrath
Chief Executive
/9August 1996
Australian Maritime Safety Authority

PO Box 1108
BELCONNEN 2616
File: 12435-02
Term of validity: Permanent
Distribution: 900, 1000

Last Marine Notice to each
category: 6/96
NOTICE NO. 12/1979
DEPARTMENT OF TRANSPORT
Supersedes No. 12/1965
MARINE NOTICE
SAFE USE OF INDUSTRIAL CHEMICALS
This Marine Notice supersedes Marine Notice No. 12/1965.
A variety of chemicals are supplied to ships for purposes such as cleaning, paint
stripping, fumigation, scale removal, boiler water treatment and sewage treatment.
Improperly handled, some of these chemicals can give rise to health hazards from fumes or
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by direct contact. Others may have physical and chemical properties which make them
incompatible with other chemicals or which when contaminated can lead to violent
reactions. A number of accidents have occurred when failure to exercise proper care in the
storage and use of such chemicals has resulted in injury to personnel.
The importance of proper care in storing, handling and using such chemicals can
not be overemphasised. As an example, Calcium Hypochlorite was recently involved in a
fire aboard an Australian ship and is described in this notice.
Calcium Hypochlorite is a white granular solid, frequently purchased in plastic

receptacles. The chemical is commonly used for water and sewage treatment and is
commercially available under trade names such as 'hth', 'Dry Chlorine', and 'Aquachlor'.
When kept dry and clean it remains stable and safe. When wetted or contaminated it
becomes potentially hazardous, particularly when stored for some time. This chemical is a
powerful oxidising agent which will form dangerous mixtures with a variety of organic
materials such as paper, paint, oil, fat, grease.
In the presence of humid air, or moisture in containers, Calcium Hypochlorite

tends to become unstable, evolving mainly chlorine monoxide, an unstable gas which is
heavier than air. This gas is liable to decompose explosively under a variety of conditions
including local overheating, sunlight or in the presence of even small quantities of organic
material. Frictional effects produced by scooping up the granules can also initiate such a
reaction.
Should a local hot spot develop within the material, caused for example, by water
pick-up, the reaction will increase in intensity until the whole mass has decomposed in a
violent chain-like reaction. The reaction between the chemical and some organic
compounds may commence without warning at temperatures as law as 100oC.
In one incident, the chemical ignited when being carried in a bucket thought to
have contained traces of engine oil. Some of the terms observers have used to describe its
decomposition are 'Erupted', 'Burst into flames', 'Acted like a volcano', 'Exploded'. Should
flying particles of the exploding chemical come in contact with combustible material, fire
will immediately take place.
2
Shipmasters are therefore advised to exercise caution in the storage of such

materials and arrange adequate supervisory procedures to ensure that manufacturers
instructions are followed carefully. Particular attention should be paid to chemicals stored
in engine rooms and steering compartments.
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copy
Assistant Secretary
Marine Standards Division
Department of Transport,
35 Elizabeth Street,
MELBOURNE, VIC. 3000
File: M364/2/135
Distribution: A,B,C (9,19-21,23) F,G,H,J,L,M.

25 July 1979
APPENDIX 6
General Index, IMGD Code

Index
Substance, material or article MP Class Unit No.
CALCIUM CHLORATE, AQUEOUS SOLUTION - 5.1 2429

CALCIUM CHLORITE - 5.1 1453
CALCIUM CYANAMIDE with more than 0.1% calcium carbide - 4.3 1403
CALCIUM CYANIDE - 6.1 1575
Calcium Dispersions, see - 4.3 1391
CALCIUM DITHIONITE (CALCIUM HYDROSULPHATE) - 4.2 1923
Calcium Fluoride (material hazardous only in bulk) - - -
CALCIUM HYDRIDE - 4.3 1404
Calcium Hydrogen Sulphite, Solution, see - 8 2693
CALCIUM HYPOCHLORITE MIXTURE, DRY with more than - 5.1 2208
10% but not more than 39% available chlorine
CALCIUM HYPOCHLORITE, DRY or CALCIUM - 5.1 1748
HYPOCHLORITE MIXTURE, DRY with more than 39%
available chlorine (8.8% available oxygen)
CALCIUM HYPOCHLORITE, HYDRATED - 5.1 2880
CALCIUM HYPOCHLORITE, HYDRATED MIXTURE with not - 5.1 2880
less than 5.5% but not more than 1 0% water
CALCIUM MANGANESE SILICON - 4.3 2844
CALCIUM NITRATE - 5.1 1454
Calcium Oxide (material hazardous only in bulk) - - -
CALCIUM PERCHLORATE - 5.1 1455
CALCIUM PERMANGANATE - 5.1 1456
CALCIUM PEROXIDE - 5.1 1457
CALCIUM PHOSPHIDE - 4.3 1360
CALCIUM RESINATE - 4.1 1313
CALCIUM RESINATE, FUSED - 4.1 1314
CALCIUM SILICIDE - 4.3 1405
Calcium Silicon, see - 4.3 1405
CALCIUM, PYROPHORIC - 4.2 1855
2-Camphanol, see - 4.1 1312
2-Camphanone, see - 4.1 2717
Camphechlor, see ORGANOCHLORINE PESTICIDE PP - -
CAMPHOR OIL - 3 1130
CAMPHOR synthetic - 4.1 2717
CAPROIC ACID - 8 2829
Caproic Aldehyde, see - 3 1207
CARBAMATE PESTICIDE, LIQUID, FLAMMABLE, TOXIC 3 2758
flashpoint less than 23'C c.c.
CARBAMATE PESTICIDE, LIQUID, TOXIC 6.1 2992
CARBAMATE PESTICIDE, LIQUID, TOXIC, FLAMMABLE, 6.1 2991
o
flashpoint not less than 23 C c.c.
CARBAMATE PESTICIDE, SOLID, TOXIC 6.1 2757
Carbanil, see 6.1 2487
Carbaryl, see CARBAMATE PESTICIDE P - -
Carbendazim, see Note 1 P
Carbofuran, see CARBAMATE PESTICIDE P - -
Carbolic Acid Solution, see - 6.1 2621
Carbolic Acid, Molten, see - 6.1 2312
Carbolic Acid, Solid, see - 6.1 1671
CARBON animal or vegetable origin - 4.2 1361
Carbon Bisulphide, see - 3 1131
IMDG CODE (Amdt. 30-00) 299

APPENDIX 7
Segregation Tables for
IMO Dangerous Goods
Segregation Table
Segregation between bulk materials processing
chemical hazards and dangerous goods in packaged
form
APPENDIX 8
IMO Labels for Dangerous Goods
Labels of Class
UN Number on Cargo transport units
Marine Pollutant mark
Elevated temperature mark
Fumigation warning sign
APPENDIX 9
Extract from IMDG Code on
Calcium Phosphide

Part 2 – Classification
Class 4 – Emergency Schedule 4.3-02
Part 3 – Dangerous Goods List and limited quantities
exceptions
Class 4.3 – Dangerous when wet
Part 2 – Classification
2.4.2.2 Class 4.1 Flammable solids
2.4.2.2.1 Definitions and properties
2.4.2.2.1.1 For the purpose of this Code, flammable solids means combustible solids and solids which may
cause fire through friction.
2.4.2.2.1.2 Readily combustible solids means powdered, granular, or pasty substances which are dangerous if
they can be easily ignited by brief contact with an ignition source, such as a burning match, and if
the flame spreads rapidly. The danger may come not only from the fire but also from toxic
combustion products. Metal powders are especially dangerous because of the difficulty of
extinguishing a fire, since normal extinguishing agents such as carbon dioxide or water can
increase the hazard.
2.4.2.2.2 Classification of flammable solids
2.4.2.2.2.1 Powdered, granular or pasty substances should be classified as readily combustible solids of class
4.1 when the time of burning of one or more of the test runs, performed in accordance with the test
method described in the United Nations Manual of Tests and Criteria, Part Ill, 33.2.1, is less than
45 s or the rate of burning is more than 2.2 mm/s. Powders of metals or metal alloys should be
classified in class 4.1 when they can be ignited and the reaction spreads over the whole length of
the sample in 10 minutes or less.
2.4.2.2.2.2 Solids which may cause fire through friction should be classified in class 4.1 by analogy with
existing entries (such as matches) until definitive criteria are established.
2.4.2.2.3 Assignment of packing groups
2.4.2.2.3.1 Packing groups are assigned on the basis of the test methods referred to in 2.4.2.2.2.1. For readily
combustible solids (other than metal powders), packing group 11 should be assigned if the burning
time is less than 45 s and the flame passes the wetted zone. Packing group 11 should be
assigned to powders of metal or metal alloys if the zone of reaction spreads over the whole length
of the sample in five minutes or less.
2.4.2.2.3.2 Packing groups are assigned on the basis of the test methods referred to in 2.4.2.2.2.1. For readily
combustible solids (other than metal powders), packing group Ill should be assigned if the burning
time is less than 45 s and the wetted zone stops the flame propagation for at least four minutes.
Packing group Ill should be assigned to metal powders if the reaction spreads over the whole
length of the sample in more than five minutes but not more than ten minutes.
2.4.2.2.3.3 For solids which may cause fire through friction, the packing group should be assigned by analogy
with existing entries or in accordance with any appropriate special provision.
2.4.2.2.4 Pyrophoric metal powders, if wetted with sufficient water to suppress their pyrophoric properties,
may be classified as class 4.1.
2.4.2.3 Class 4.1 Self-reactive substances
2.4.2.3.1 Definitions and properties
2.4.2.3.1.1 For the purposes of this Code:
Self-reactive substances are thermally unstable substances liable to undergo a strongly exothermic
decomposition even without participation of oxygen (air). Substances are not considered to be self-reactive
substances of class 4.1, if:
.1 they are explosives according to the criteria of class 1;

.2 they are oxidizing substances according to the assignment procedure of class 5.1 (see
2.5.2.2);
.3 they are organic peroxides according to the criteria of class 5.2;
.4 their heat of decomposition is less than 300 J/g; or
.5 their self-accelerating decomposition temperature (SADT) (see 2.4.2.3.4) is greater than 75'C
for a 50 kg package.
Note 1: The heat of decomposition can be determined using any internationally recognized method
such as differential scanning calorimetry and adiabatic calorimetry.
Note 2: Any substance which shows the properties of a self-reactive substance should be
classified as such even if this substance gives a positive test result according to 2.4.3.2 for
inclusion in class 4.2.
44 IMDG CODE (Amdt. 30.00)
CLASS 4.3 – Dangerous when wet
CALCIUM PHOSPHIDE UN No. Formula

1360 Ca3P2
Properties
Red to brown crystals.
Reacts with acids or decomposes slowly in contact with water
or damp air,evolving phosphine, a spontaneously flammable
and highly toxic gas.
Observations
Toxic if swallowed.
APPENDIX 10
Numerical index, IMDG Code

Table of UN Numbers
Index – Substance, material or article
NUMERICAL INDEX
TABLE OF UN NUMBERS
with corresponding
INTERNATIONAL MARITIME DANGEROUS GOODS CODE (IMDG CODE) PAGE NUMBERS
EMERGENCY SCHEDULE (EmS) NUMBERS
MEDICAL FIRST AID GUIDE (MFAG) TABLE NUMBERS
Index
Substance, material or article MP Class Unit No.

CALCIUM CHLORATE, AQUEOUS SOLUTION - 5.1 2429
CALCIUM CHLORITE - 5.1 1453
CALCIUM CYANAMIDE with more than 0.1% calcium carbide - 4.3 1403
CALCIUM CYANIDE - 6.1 1575
Calcium Dispersions, see - 4.3 1391
CALCIUM DITHIONITE (CALCIUM HYDROSULPHATE) - 4.2 1923
Calcium Fluoride (material hazardous only in bulk) - - -
CALCIUM HYDRIDE - 4.3 1404
Calcium Hydrogen Sulphite, Solution, see - 8 2693
CALCIUM HYPOCHLORITE MIXTURE, DRY with more than - 5.1 2208
10% but not more than 39% available chlorine
CALCIUM HYPOCHLORITE, DRY or CALCIUM - 5.1 1748
HYPOCHLORITE MIXTURE, DRY with more than 39%
available chlorine (8.8% available oxygen)
CALCIUM HYPOCHLORITE, HYDRATED - 5.1 2880
CALCIUM HYPOCHLORITE, HYDRATED MIXTURE with not - 5.1 2880
less than 5.5% but not more than 1 0% water
CALCIUM MANGANESE SILICON - 4.3 2844
CALCIUM NITRATE - 5.1 1454
Calcium Oxide (material hazardous only in bulk) - - -
CALCIUM PERCHLORATE - 5.1 1455
CALCIUM PERMANGANATE - 5.1 1456
CALCIUM PEROXIDE - 5.1 1457
CALCIUM PHOSPHIDE - 4.3 1360
CALCIUM RESINATE - 4.1 1313
CALCIUM RESINATE, FUSED - 4.1 1314
CALCIUM SILICIDE - 4.3 1405
Calcium Silicon, see - 4.3 1405
CALCIUM, PYROPHORIC - 4.2 1855
2-Camphanol, see - 4.1 1312
2-Camphanone, see - 4.1 2717
Camphechlor, see ORGANOCHLORINE PESTICIDE PP - -
CAMPHOR OIL - 3 1130
CAMPHOR synthetic - 4.1 2717
CAPROIC ACID - 8 2829
Caproic Aldehyde, see - 3 1207
CARBAMATE PESTICIDE, LIQUID, FLAMMABLE, TOXIC 3 2758
flashpoint less than 23'C c.c.
CARBAMATE PESTICIDE, LIQUID, TOXIC 6.1 2992
CARBAMATE PESTICIDE, LIQUID, TOXIC, FLAMMABLE, 6.1 2991
o
flashpoint not less than 23 C c.c.
CARBAMATE PESTICIDE, SOLID, TOXIC 6.1 2757
Carbanil, see 6.1 2487
Carbaryl, see CARBAMATE PESTICIDE P - -
Carbendazim, see Note 1 P
Carbofuran, see CARBAMATE PESTICIDE P - -
Carbolic Acid Solution, see - 6.1 2621
Carbolic Acid, Molten, see - 6.1 2312
Carbolic Acid, Solid, see - 6.1 1671
CARBON animal or vegetable origin - 4.2 1361
Carbon Bisulphide, see - 3 1131
IMDG CODE (Amdt. 30-00) . 299

APPENDIX 11
Container Packing Certificate

QF004
Shipper Certificate and Container packing Certificate OHKI-031.97
# (booking approval no.) OOLU994221990... Page ___________ of ______________
Emergency contact party TRANSWAYS EXPRESS LINE & Phone no: _____________________
Emergency Response Guide No (EMS) 2 – 13 MFAG Nurnber 620
Bill of Lading no. OOLU94221990 Vessel/Voyage AUSTRALIAN ENDURANCE V.008S
Shipper WT SHIPPING LTD. Container # OOLU3245935 (20' CP)

(Size/Number/Type, if container known)
Proper Shipping Name AEROSOLS
Hazard Class/Division 2.1 UN Number: 1950

(Incl. Sub-Label, if applicable)
Packaging Group: 1 /11/ 111 Uncontrolled copy Marine Pollutant Yes/No
RQ (For USA, if applicable) (for hazardous Substances) __________________ kg/ ________________ lbs.
Poison inhalation Hazard Yes/No. If Yes- then please indicate if it is a )
Poison lnhalation Hazard Zone: (For USA) (A, B, C or D) ______________
Dangerous When Wet Yes/No
Qantity/ Outer package Type 310 FIBREBOARD CARTONS
Quantity/Inner Package Type 310 FIBREBOARD CARTONS
Weight ( Gross/ Net ) 1240 KGS. / 1000 KGS

Net Black Powder Content (kgs) (for class 1) _____________________________________
Cubic Feet (Gross volume) ____________________________________________________
Flash Point (deg/C) (for class3) ___________________________________________
Local Category (PSA CLASS): H.K. CAT 5 ( IMCO PAGE : 2101 )
Placard(s)/Label(s) AEROSOLS
Additional label (s) ___________________________________________________
Hazardous approval authority: _____________________________ Hazardous approval ref. No: _________
Applicable to self reactive Class 4..I Controlled/Set Temperature: deg. C
& 5.2 Organic Peroxide ( 9.3.12 IMDG): Emergency Temperature: deg. C
CONTAINER PACKING CERTIFICATE: (Statement)

"It is declared that the packing of the container has been carried out in accordance with the provisions of
12.3.7 of section 12 of the General Introductions to the IMDG Code".
"I hereby declare that the contents of this consignment are fully and accurately described above by the correct
technical name(s) (proper shipping name(s)), and are classified, packaged, marked and labeled/placarded, and
are in all respects in proper condition for transport by vessel, rail, truck according to the applicable international
and national regulations."
_________________________________________
APPENDIX 12
Documents relating to
Carriage of Dangerous Goods
• Letter to shipper regarding Separation

• Letter of notification from shipper
• Dangerous Goods declaration, M.O. – 41 (5 pages)
• Dangerous Goods Manifest
• Container Stowage Plan showing IMO class
“All extracts from statutory instruments herein are reproduced by permission but do not
purport to be the official or authorised versions. They are subject to Commonwealth of
Australia copyright. The Copyright Act 1968 permits certain reproduction and publication
of Commonwealth statutory instruments. In particular, section 182A of the Act enables a
complete copy to be made by or on behalf of a particular person. For reproduction or
publication beyond that permitted by the Act, permission should be sought in writing.
Requests should be addressed to Commonwealth Copyright Administration, Department of
Communications, Information Technology and the Arts, GPO Box 2154, Canberra ACT
2601, or posted at http://www.dcita.gov.au/cca.”
To: AMSA - Sydney Attn: John McAuiey 0292820750
To: WorkCover Authority Attn: Phil Butt 1 Ernle Brent 0293706105
To: ANZDL - Sydney Attn: Manjur KhayX 1800818731
Attn: Agnes Jakovljev 1800818731
To: Sydney Ports Corporation Attn: Jenny De'Wit 0292964812
Date: 18 August 2000 Our Ref: 20564
From: Stephen R. Lacy No. of pages incl, this one: 2

******************************************************************************************************
Uncontrolled copy
Subject: Export of 1 x Class 1.3C (Red Line) container ex Sydney - No.4 North Darling
Harbour.
It is our intention to export up to 9,285 kgs NEQ of PSN; Powder, smokeless IMO Class 1.3C
UN0161 on behalf of ADI Limited, Operations Group, Mulwala NNSW from Patricks Terminal -
No.4 North Darling Harbour.
Vessel: "Direct Kea" V.48ON ETD: 24 August 2000

Nbr of Cartons: 1,238 cartons.
Attached is a copy of the M041/1 &2 form signed by the shipper.
Container No. CRXU 2111911 has been surveyed by the AMSA Sydney office and certified to be
suitable for the carriage of Class 1 cargo in accordance with the requirements specified in the
IMDG Code Class 1 Explosives Section 12.3.
The empty container will be delivered to the ADI Mulwala NSW Facility for loading on Thursday
24 August 00 at 0700 hours. The container will be closed off by ADI Magazine staff after being
loaded. Once the container has been properly loaded and the M041/1&2 form signed, we will
distribute that copy of the form accordingly.
The container will be padlocked and the seals will be fixed to the container after the AMSA
inspection at Patricks - No.4 North Darling Harbour on Thursday, 24 August 00 at 2000 hours -
time to be confirmed.
ANZDL are requested to keep us advised of the time the full container is required at Darling
Harbour.
E-maii: stephenlacy@deflog.com.au
All transactions are subject to the cornpany's Standard Trading Conditions (copies available on request from the Company) and
which, in certain -ases, exclude or limit the Company's liability and Inc)uds rhrtaln lndo3mnltlsg benefiting the Company.
APPENDIX 13
Independent Cargo Surveyor Report
• Report from Independent Cargo Surveyor regarding

loading of special cargo
PO Box 195
Marine Surveyors Pyrmont NSW 2009
Consultants Telephone (02) 9810 0501
Compass Adjusters Facsimile (02) 9555 1532
Email gibma@ozemail.com.au
Ref: 0697 NA:ac
M. V. "DIRECT KOOKABURRA"
LOADING AND SECURING OF "RIVIERA" MOTOR CRUISER
At the joint request of ANZDL Ship Management Services (Australia) Pty. Ltd. and Matthew
Short & Associates, attendance was made on board the m.v. "Direct Kookaburra" on 18th July
2000, while the vessel lay afloat alongside Patrick's Darling Harbour terminal, Sydney for the
Uncontrolled copy
purpose of attending as required for the loading of a motor cruiser aboard the vessel for export
to Los Angeles and verifying that lashing arrangements subsequently fitted prior to the vessel's
departure were adequate for the intended voyage,
--- and now report ---
That, the relevant details of the motor cruiser, the method of loading and subsequent securing
arrangements adopted were as follows:
DETAILS OF CARGO:
The motor cruiser was a fibreglass "Riviera 43" twin screw diesel powered vessel, which was
sailed to the outboard side of "Direct Kookaburra" with its steel cradle lashed to the underside,
ready to be lifted aboard by terminal crane.
The vessel, hull No. RJH 43125E001 is stated to have the following dimensions:
Length o'all : 14.0 metres.

Beam (max) : 4.6 metres.
Displacement : 16.0 tonnes. (excluding, cradle).
The vessel was being shipped by Matthew Short Marine.

-2 - M. V. "DIRECT KOOKABURRA"
LOADING ARRANGEMENTS:
We attended at the vessel at 1 1 00hrs as directed. The proposed arran -ements were to
position the motor cruiser alongside Direct Kookaburra and for 2 heavy duty woven webbing
slings to be passed under the hull - one at each end avoidinc, the propeller shafts at the stern
and the upwards curvature of the hull at the bow. Steel athwartships spreaders were to be
hun. off each end of the crane spreader with the ends of the webbinc, slings shackled to each
end. Messen-er lines had been previously fitted around the hull of the cruiser at each end to
assist in positioning the main slings.
LOADING:
At approximately 1145 hrs, the slin.s and spreaders were secured to the lifting hook of the
shore crane and with the bow of the Riviera aft (relative to Direct Kookaburra), the lift from
the water commenced. In the meantime wharf and other shore labour placed wooden
planking on the starboard hatch cover of Bays 29/31 clear of twistlock seats and the
boat/cradle were lowered into the stow position with the wooden plankinc, providing a
cushion between the underside of the steel cradle and the steel hatch pontoon.
Uncontrolled copy
SECURING:
The cruiser was lashed to the purpose built steel cradle with a total of 10 Span-Set nylon
straps, each with a SWL of 2 tonnes. 8 of these straps were secured to the fittin.s on the hull
while the remaining 2 passed over the top of the main deck (forward and aft) and were
secured on each side of the cradle.
The cradle was lashed to the vessel by a total of 8 lashings of 16mm chain, suitably splayed (2
crossed at each end) to restrain both transverse and fore/aft movement.
The hull was directly secured to the steel hatch coverby 3 Span-Sets passing overthe top of the
deck, with a further 8 sets deployed as both 'sprin-s' on each side of the hull and as crossed
lashinas at the stern.
As finally fitted, the securing arrangements deployed (and as seen in the attached photographs
#s 4,5 & 6), are considered satisfactory and appropriate for the intended voyage to Los
Angeles.
SYDNEY, NSW - 31ST JULY 2000
LICENSED MARINE SURVEYOR

Uncontrolled copy
Uncontrolled copy
Uncontrolled copy
APPENDIX 14
Documentation relating to shipping
and general stow plans
• Examples (3) of general cargo stow plans

• Bulk cargo loading certificate
• Export receipt advice from shipper
• Receipt/delivery advice from stevedore
• Form for Cargo Information
APPENDIX 15
Australian Manual of Safe Loading,

Ocean Transport and Discharge
Practices for Dry Bulk Commodities
• Excerpts from Manual of Safe Loading:

Disclaimer
Foreword
Acknowledgement
Preface
Index
• Fly Ash
This material has been reproduced by kind permission of the Australian Maritime Safety
Authority. The information, however, is subject to change and you should check the AMSA
website to ensure that you are using the most recent version: www.amsa.gov.au.
Australian Manual of Safe Loading,
Ocean Transport and Discharge
Practices for Dry Bulk Commodities
• Disclaimer (http://www.amsa.gov.au/sp/amslot/#disclaimer)
• Foreword (http://www.amsa.gov.au/sp/amslot/#foreword)
• Acknowledgements (http://www.amsa.gov.au/sp/amslot/#acknowledgements)
• Preface (http://www.amsa.gov.au/sp/amslot/#preface)
• Index (http://www.amsa.gov.au/sp/amslot/#index)
Compiled jointly by: The Australian Coal Association; The Australian Mining Industry Council
The Australian Shipowners Association The Australian Maritime Safety Authority
Edited by Captain J. R. Curline
January 1992. Revised August 1997
Disclaimer
The information provided is based on material carefully collated and under no circumstances shall
the Authors or editor be held responsible or liable for any loss or damage caused directly or indirectly
by the incorrectness or incompleteness of the information contained in the Manual.
The information in the Manual provides a valuable supplement to the "Code of Safe Practice for
Solid Bulk Cargoes" published by the International Maritime Organization. Compliance with the Code
is mandatory under Australian law as well as under several other national laws.
Foreword
This manual is intended as a practical guide for vessel masters in ensuring that safe practices are
adopted and the appropriate precautions are taken in the loading, trimming, transportation and
discharge of dry bulk cargoes.
The practices and precautions recommended in this Manual are adopted at all major Australian ports
and have been demonstrated to be safe over many years of export and coastal shipping operations.
In all cases, they meet the criteria laid down in the 1997 edition of International Maritime
Organisation's "Code of Safe Practice for Solid Bulk Cargoes". They also conform to the standards
and requirements of the Australian Maritime Safety Authority.
While the recommendations contained herein are intended to provide for the safe carriage of dry bulk
cargoes, the ultimate responsibility for safety of a vessel and crew remains with the Master.
The Master should therefore satisfy himself that the practices adopted for any particular cargo and
vessel, whether or not they conform to the recommendations contained in this Manual, provide an
adequate measure of safety for the particular voyage and circumstances.
The Master should also see adequate information from the shipper, prior to loading, as to the
characteristics and properties of a cargo, especially if it is being carried for the first time.
"The loading, stowage and carriage of bulk cargoes, other than grain, is regulated by Marine Orders
Part 34 (Cargo and Cargo Handling - Solid Bulk Cargoes) and the IMO Code of Safe Practice for
Solid Bulk Cargoes. Some aspects of the transportation of bulk cargoes by sea are not included in
this manual. It is therefore the responsibility of masters of ships intending to load bulk cargoes in
Australia to consult both these publications to ensure compliance with Australian law".
J.R. Curline, Editor.

Acknowledgements
The organisations which have supported the production of this Manual would like to express their
thanks for the detailed assistance provided by BHP Transport Pty.Ltd. and particularly Mr. R.J. Lynch
for permission to use information contained in that Company's Bulk Cargo Manual and also to
Captain J.R. Curline for his work in compiling and editing this publication.
Extracts from the Code of Safe Practice for Solid Bulk Cargoes are reproduced with the kind
permission of the International Maritime Organization.
Preface
The safe carriage of bulk cargo depends on the access by ship masters, cargo planners and
individuals in loading and unloading ports to authoritative information on the cargo and the conditions
under which it needs to be carried.
This manual provides practical guidance on the characteristics of most bulk cargoes loaded in
Australian ports. The information on matters such as trimming, precautions against weather and
protective clothing provides a valuable supplement to the "Code of Safe Practice for Solid Bulk
Cargoes" published by the International Maritime Organisation. Compliance with the code is
mandatory under Australian law.
I am delighted that the Australian Maritime Safety Authority has been able to be associated with the
Australian Coal Association, the Australian Industry Council and the Australian Shipowners
Association in the production of this positive contribution to safety at sea.
I commend the manual to all individuals who have responsibility for the safe loading, unloading and
carriage of bulk cargoes by sea.
C.W.M. Freeland, AO
Chairman,
Australian manual of safe loading, ocean
transport and discharge practices for dry
bulk commodities
Index
Alumina (http://www.amsa.gov.au/sp/amslot/alumina.htm)
Ammonium Sulphate (http://www.amsa.gov.au/sp/amslot/ammonsul.htm)
Bauxite (http://www.amsa.gov.au/sp/amslot/bauxite.htm)
Bentonite (Extremely Hygroscopic) (http://www.amsa.gov.au/sp/amslot/bentoni.htm)
Cement (http://www.amsa.gov.au/sp/amslot/cement.htm)
Cement Clinkers (http://www.amsa.gov.au/sp/amslot/cmtclk.htm)
Clay (http://www.amsa.gov.au/sp/amslot/clay.htm)
Coal (See also Appendix II) (http://www.amsa.gov.au/sp/amslot/coal.htm)
Coke (http://www.amsa.gov.au/sp/amslot/coke.htm)
Diammonium Phosphate (D.A.P.) (http://www.amsa.gov.au/sp/amslot/dap.htm)
Dolomite (http://www.amsa.gov.au/sp/amslot/dolomite.htm)
Ferro Alloys (http://www.amsa.gov.au/sp/amslot/feroalys.htm)
Ferrosilicon (http://www.amsa.gov.au/sp/amslot/ferosil.htm)
Fly Ash (http://www.amsa.gov.au/sp/amslot/flyash.htm
Granulated Slag (http://www.amsa.gov.au/sp/amslot/granslag.htm)
Gypsum (http://www.amsa.gov.au/sp/amslot/gypsum.htm)
Hot Briquetted-Red Iron (H.B.I.) (http://www.amsa.gov.au/sp/amslot/hbi.htm)
Iron Ore (http://www.amsa.gov.au/sp/amslot/ironore.htm)
Iron Ore Pellets (http://www.amsa.gov.au/sp/amslot/ironpel.htm)
Limesand (http://www.amsa.gov.au/sp/amslot/limesand.htm)
LimestoneMagnesia (Deadburned) (http://www.amsa.gov.au/sp/amslot/magnesia.htm)
Magnesite (http://www.amsa.gov.au/sp/amslot/magnesit.htm)
Magnetite (http://www.amsa.gov.au/sp/amslot/magnetit.htm)
Manganese Ore (http://www.amsa.gov.au/sp/amslot/magnore.htm)
Millscale - Iron Ore (Sinter Feed) (http://www.amsa.gov.au/sp/amslot/millscal.htm)
Mineral Concentrates (http://www.amsa.gov.au/sp/amslot/minecon.htm)
Monoammonium Phosphate (M.A.P.) (http://www.amsa.gov.au/sp/amslot/monoammo.htm)
Muriate of Potash (http://www.amsa.gov.au/sp/amslot/muriate.htm)
Pencil Pitch (http://www.amsa.gov.au/sp/amslot/penpit.htm)
Phosphate Rock (Uncalcined) (http://www.amsa.gov.au/sp/amslot/phosrock.htm)
Pig Iron (http://www.amsa.gov.au/sp/amslot/pigiron.htm)
Potash (http://www.amsa.gov.au/sp/amslot/potash.htm)
Quartzite (http://www.amsa.gov.au/sp/amslot/quartzit.htm)
Salt (http://www.amsa.gov.au/sp/amslot/salt.htm)
Scrap Metal (http://www.amsa.gov.au/sp/amslot/scrapmet.htm)
Soda Ash (http://www.amsa.gov.au/sp/amslot/sodaash.htm)
Sugar (http://www.amsa.gov.au/sp/amslot/sugar.htm)
Sulphur (http://www.amsa.gov.au/sp/amslot/sulphur.htm)
Talc (http://www.amsa.gov.au/sp/amslot/talc.htm)
Triple Superphosphate (http://www.amsa.gov.au/sp/amslot/tripphos.htm)
Urea (http://www.amsa.gov.au/sp/amslot/urea.htm)
Woodpulp Pellets (http://www.amsa.gov.au/sp/amslot/wdpulpet.htm)
Appendix I - Maritime Safety Card (http://www.amsa.gov.au/sp/amslot/app1saf.htm)
Appendix I - Safety Checklist (http://www.amsa.gov.au/sp/amslot/app1saf2.htm)
Appendix I - Recommendations for Entering Enclosed Spaces Aboard Ships
(http://www.amsa.gov.au/sp/amslot/app1saf3.htm)
Annex - Example of an Enclosed Space Entry Permit
(http://www.amsa.gov.au/sp/amslot/example.htm)
Appendix II (a) - Bulk Coal Cargoes - Declaration by Shipper
(http://www.amsa.gov.au/sp/amslot/bulkcoal.htm)
Appendix II (b) – Coal (http://www.amsa.gov.au/sp/amslot/app2(b).htm)
Annex - Emergency Schedule B 14 (http://www.amsa.gov.au/sp/amslot/emergenc.htm)
Appendix II (c) - Instructions to the Ship's Captain Transportations of Brown Coal Briquettes
(http://www.amsa.gov.au/sp/amslot/app2(c).htm)
Appendix III - General Requirements for Carriage of Ferrosilicon
(http://www.amsa.gov.au/sp/amslot/app3gen.htm)
Appendix III - Gases Releases from Ferrosilicon Impurities When Water Is Added
(http://www.amsa.gov.au/sp/amslot/app3inst.htm)
Appendix III - Instructions - Quality Control Laboratory - Chemical Division
(http://www.amsa.gov.au/sp/amslot/app3inst.htm)
Appendix IV - Section 9 - Materials Possessing Chemical Hazards
(http://www.amsa.gov.au/sp/amslot/app4sec9.htm)
Appendix V - Hot Briquetted Iron (HBI) - Recommended Loading and Carriage Guidelines
(http://www.amsa.gov.au/sp/amslot/app5hbi.htm)
APPENDIX 16
AMSA – Disposal of Dry Bulk Cargo

Residues in Australian Waters
This material has been reproduced by kind permission of the Australian Maritime Safety
Authority. The information, however, is subject to change and you should check the AMSA
website to ensure that you are using the most recent version: www.amsa.gov.au.
Disposal of Dry Bulk Cargo Residues in
Australian Waters
• Introduction (http://www.amsa.gov.au/me/#introduction)
• Dry Bulk Cargo Residues (http://www.amsa.gov.au/me/#dry
• The Great Barrier Reef (http://www.amsa.gov.au/me/#reef)
• Exceptions (http://www.amsa.gov.au/me/#exceptions)
• Penalties (http://www.amsa.gov.au/me/#penalties)
• Additional Information (http://www.amsa.gov.au/me/#information)
Introduction
Shipping is the life-blood of the Australian economy. The movement of dry bulk cargoes in Australia’s
export trades, as well as around its coastline, is crucial to the economic well-being of the country.
For example, Australia’s export of iron ore is forecast to rise to more than 150 million tonnes per year
by the turn of the century, while coal exports will top 180 million tonnes. The Great Barrier Reef
alone plays host to over 3000 trading ships and over 80 million tonnes of dry bulk cargo movements
each year.
Yet Australians are also proud and protective of their marine environment, especially its unique
wonders like the Great Barrier Reef and many other sensitive areas around its coastline. These
areas not only support commercial shipping activities, but are vital to our tourism and aquaculture
industries.
This is why the Australian Government is a party to the International Convention for the Prevention of
Pollution from Ships 1973/78 (MARPOL 73/78), and why it seeks to strictly enforce the regulations of
the Convention in Australia’s exclusive economic zone.
It is also why the Australian Maritime Safety Authority (AMSA) urges ship operators, masters and
crew, of whatever nationality, to act on the contents of this notice in the correct disposal of cargo
residues. This will help achieve two important objectives: the continuation of Australia’s vital dry bulk
shipping trades in an environmentally responsible manner and the protection of our marine
environment.
Dry Bulk Cargo Residues
How are dry bulk cargo residues related to the MARPOL Convention and what are their effects on
the environment when washed down or discharged?
Annex V of MARPOL 73/78 sets out regulations for the prevention of pollution by garbage from
ships. The disposal of plastic waste at sea is totally prohibited, while the disposal of other types of
garbage is permitted only when the ship is a specified distance from land.
"Garbage" as defined by the Convention includes a broad range of operational waste from ships,
including cargo residues from loading excess, unloading residue and spillage.
This means that under the terms of MARPOL 73/78, the discharge of cargo residues through deck
and hold washing cannot occur less than three nautical miles from the nearest land.
While many dry bulk cargoes may be considered harmless to the marine environment, a chief
concern is the potential impact on ocean sediments and bottom-dwelling inhabitants of a build-up of
materials, especially in ports and relatively shallow shipping lanes.
The message is clear that the discharge of cargo residues, except in limited safety circumstances, is
prohibited until the ship is more than three nautical miles from the nearest land.
From 1st July 1998, all ships of 400 gross tonnes and over are required to have an approved
Garbage Management Plan and Garbage Record Book (See Marine Notice 6/98 see
http://www.amsa.gov.au/AMSA/MN/MN1998/Mn0698.htm). Minimisation of cargo residue wash
down and discharge should form part of the ship’s Garbage Management Plan and all residue
discharges should be recorded. Remember, port State control officers may check these records.
The International Maritime Organization (IMO) also recommends that wherever possible cargo
residues should be completely cleaned up prior to sailing and either delivered to the intended cargo
space or to a port reception facility. Shipboard areas where spillage is most common should be
protected to enable residues to be easily recovered.
The Great Barrier Reef
The Great Barrier Reef is of particular significance to Australians, and has been declared a World
Heritage Area and Particularly Sensitive Sea Area.
The MARPOL Convention has designated the Great Barrier Reef as an area in which no discharges
of pollutants are permitted. This area is between the Queensland coastline and "nearest land"
defined as a line drawn between co-ordinates on the outer edge of the Reef. Specific distances are
then measured seaward of that line.
This means that ships must be at least three nautical miles outside the Great Barrier Reef before
undertaking a discharge. The MARPOL Convention should be consulted to determine the exact
position of lines defining "nearest land" in this area (regulation V/1(2)).
Exceptions
It is understood that dry cargo residues are washed down by ships’ crews for not only operational
reasons but safety reasons as well. The safety of the ship, its crew and others involved in working
the ship is of vital importance. Therefore, MARPOL provides exceptions from the discharge
restrictions where there is a threat to the safety of the ship and to those on board.
In accordance with MARPOL regulation V/6(a), AMSA and the Great Barrier Reef Marine Park
Authority will accept the cleaning of cargo residues from a vessel within the three nautical mile limit
in the following circumstances:
• to ensure the safe operation of a helicopter (for taking on board a pilot or other such purpose). This
exception applies only to the helicopter landing area and its immediate vicinity to avoid dust being
raised by the down-draft of the helicopter rotors and does not extend to the systematic wash down of
the entire vessel (For additional information on helicopter operations, a copy of the Australian Code
of Practice for Ship-Helicopter Transfers may be obtained from any AMSA office see
http://www.amsa.gov.au/SP/OSV/Ship_Heli.htm);
• where there is a need to avoid navigational hazards like dust being blown onto areas such as the
wheelhouse or bridge wings; and
• where residues cause a serious safety hazard to personnel if spillages are not cleaned from deck
areas, adjacent walkways and working areas.
Penalties
There are substantial penalties for breaches of the MARPOL restrictions on discharge contained in
the Protection of the Sea (Prevention of Pollution from Ships) Act 1983 and the Great Barrier Reef
Marine Park Act 1975.
From 1st January 1999, AMSA and the Great Barrier Reef Marine Park Authority will be targeting
illegal disposal of cargo residues within the Great Barrier Reef.
Additional Information
Information on the proper disposal of dry bulk cargo residues and associated wastes can be found in
Chapter 5 of the volume Bulk Carrier Practice published by the Nautical Institute, and in Bulk
Carriers: Guidance and Information to Shipowners and Operators published by the International
Association of Classification Societies (IACS).
The booklet Guidelines for the Preparation of Garbage Management Plans produced by the
International Chamber of Shipping (ICS) also provides useful guidance.
For further information on Australian regulations contact:
The General Manager

Maritime Safety and Environment Strategy
GPO Box 2181
Canberra ACT 2601
AUSTRALIA
Facsimile:02 6279 5026

Email: pen@amsa.gov.au
APPENDIX 17
International Trade Terms, Shipping

Terms and Charter Party Terms
International Trade Terms, Shipping Terms & Charter Party Terms
International Trade Terms

3 /F.O.T/ R
2 / F.O.T/ R
Free on Truck or 4 / F.A.S 5 / F.O.B
Free on Truck or
1 / Ex - Works Rail Free Alongside Free On
Rail
( Share a Container Ship Board
( Container )
)
10 / Ex-
8 / C.I.F
6 / F.O.B & 7 / C.& F 9 / C.I.F & Quay
Cost Insurance &
Stowed Cost & Freight Landed ( Duty Paid
Freight
)
11 / Ex - Bond 12 / F.I.S
Store Free into Store
Shipping Terms
Container Freight Terminal Handling
C.Y Container Yard C.F.S T.H.C
Station Charge
Less Than a Australian Port Charge
L.C.L F.C.L Full Container Load A.P.C.A
Container Load Additional
Ro /
Roll On Roll Off B / B Break Bulk M/T Metric Tonne
Ro
W Weight M Measurement C.B.M Cubic Metre
Currency Bunker Adjustment
C.A.F B.A.F SCA Sea Cargo Automation
Adjustment Factor Factor
Terminal Receival
D/O Delivery Order T.R.C B/L Bill of Lading
Charge
House Bill of Master Bill of
H/B M/B
Lading Lading
Charter Party Laytime Definitions

Free In Out and Trimmed.
F.I.O.T Free to the ship, with the charterer organising
and paying for the stevedoring.
Applicable to a liner trade where an owner has
his ships regularly calling at his arranged
Liner Terms
berths and thus can offer to load and discharge
incorporating stevedoring into the freight rate
An area within which ships are loaded with
and / or discharges of cargo and includes the
usual places where ships wait for their turn or
are ordered or obliged to wait for their turn
Port no matter the distance from that area.
If the word port is not used, but the port is (or
is to be) identified by its name, this definition
shall still apply.
A port which, during the relevant period of
time, the ship can reach, enter, remain at and
depart from without, in the absence of some
Safe Port
abnormal occurrence, being exposed to
danger which cannot be avoided by good
navigation and seamanship.
The specific place where the ship is to load
and or discharge.
Berth If the word berth is not used, but the specific
place is( or is to be ) identified by its name,
this definition shall still apply
A berth which, during the relevant period of
time, the ship can reach, enter, remain at and
depart from without, in the absence of some
Safe Berth
abnormal occurence, being exposed to danger
which cannot be avoided by good navigation
and seamanship.
The charterer undertakes that when the ship
arrives at the port there will be a loading and
Reachable on Arrival or Always Accessible
discharging berth for her to which she can
proceed without delay.
The period of time agreed between the parties

during which the owner will make and keep
Laytime
the ship available for loading / discharging
without payment additional to the freight.
The charter must load and or discharge as fast

Customary Despatch as is possible in the circumstances prevailing
at the time of loading or discharging.
Laytime is to be calculated by multiplying the
agreed daily rate per hatch of loading /
Per Hatch Per Day discharging the cargo by the number of the
ship's hatches and dividing the quantity of
cargo by the resultant sum. Thus:
Laytime = Quantity of Cargo = Days
Daily Rate x Number of Hatches
Per Hatch Per Day (cont.) A hatch that is capable of being worked by
two gangs simultaneously shall be counted as
two hatches.
Laytime is to be calculated by dividing the
quantity of cargo in the hold with the largest
quantity by the result of multiplying the
agreed daily rate per working or workable
hatch by the number of hatches serving that
Per Working Hatch Per Day or Per hold. Thus:
Workable Hatch Per Day Laytime = Largest Quantity in One Hold = Days
Daily rate per hatch x Number of hatches serving that
hold.
A hatch that is capable of being worked by
two gangs simultaneously shall be counted as
two hatches.
The laytime is a period of time to be
As Fast As The Vessel Can Receive / calculated by reference to the maximum rate
Deliver at which the ship in full working order is
capable of loading / discharging the cargo.
A continuous period of 24 hours which,
Day unless the context otherwise requires, runs
from midnight to midnight.
The day on which the notice is given and the
Clear day or Clear Days day on which the notice expires are not
included in the notice period.
A day of the week or part(s) thereof on which
the notice is given and the day on which the
Holiday
notice expires are not included in the notice
period
Days of or part(s) thereof which are not
Working Days expressly excluded from laytime by the
charter party and which are not holidays
Days which follow one immediately after the
Running days or Consecutive Days
other.
A working day or part of a working day
during which it is or, if the vessel is still
waiting for her turn, it would be possible to
load / discharge the cargo without interference
due to the weather. If such interference occurs
Weather Working Day
( or would have occurred if work had been in
progress) there shall be excluded from the
laytime a period calculated by reference to the
ratio which would have or could have been
worked but for that interference.
A working day or part of a working day or 24

hours during which it is or, if the ship is still
Weather Working Day of 24 Consecutive
waiting for her turn, it would be possible to
Hours
load / discharge the cargo without interference
due to the weather.
If such interference occurs ( or would have
occurred if work had been in progress ) there
Weather Working Day of 24 Consecutive
shall be excluded from the laytime the period
Hours (cont.)
during which the weather interfered or would
have interfered with the work.
Time during which weather prevents working
Weather Permitting
shall not count as laytime.
The specified days do not count as laytime
Excepted
even if loading or discharging is done on them.
If work is carried out during the excepted
Unless Used days the actual hours of work only counts at
laytime.
Separate calculations are to be made for
loading and discharging and any time saved
To Average
in one operation is to be set against and any
excess time used in the other.
An option given to the charterer to add
together the time allowed for loading and
Reversible discharging. Where the option is exercised
the effect is the same as a total being
specified to cover both operations
Notice to the charter, shipper, receiver or
other person as required by the charter that
Notice of Readiness
the ship has arrived at the port or berth as the
case may be and is ready to load / discharge.
In relation to a notice of readiness, a notice
visibly expressed in any mode of reproducing
In Writing words and includes cable, telegram, telex, fax
(email requires the consent of all parties prior
to signing of contract)
If the main reason why a notice of readiness
cannot be given is that there is no loading /
discharging berth available to the ship the
Time Lost Waiting For Berth to Count as
laytime will continue to run, when the ship
Loading Discharging Time or as Laytime
starts to wait for a berth and will continue to
run, unless previously exhausted until the
ship stops waiting.
The laytime exceptions apply to the waiting
time as if the ship was at the loading /
discharging berth provided the ship is not
Time Lost Waiting For Berth to Count as already on demurrage. When the waiting time
Loading Discharging Time or as Laytime ends time ceases to count and restarts when
(cont.) the ship reaches the loading/discharging berth
subject to the giving of a notice of readiness
if one is required by the charter party, and to
any notice time if provided for in the charter
party, unless the ship is by then on demurrage.
If the location named for loading/discharging
is a berth and if the berth is not immediately
Whether in Berth OR Not or Berth NO
accessible to the ship a notice of readiness
Berth
can be given when the ship has arrived at the
port in which the berth is situated.
The money payable to the owner for delay for
which the owner is not responsible in loading
Demurrage
and/or discharging after the laytime has
expired.
The laytime has expired. Unless the charter
party expressly provides to the contrary the
On Demurrage
time on demurrage will not be subject to the
laytime exceptions.
The money payable by the owner if the ship
Despatch Money or Despatched completes loading or discharging before the
laytime has expired.
The time saved to the ship from the
completion of loading / discharging to the
All Time Saved
expiry of the laytime including periods
excepted from the laytime.
The time saved to the ship from the
All Working Time Saved or All Laytime completion of loading / discharging to the
Saved expiry of the laytime excluding any notice
time and periods excepted from the laytime.
Charterers option ( often refers to a discharge
CHOPT
port )
ATUTC All time used to count
Saturday or Sunday Holidays included ( in
SHINC
Time )
1 SB PORT One safe berth or port
Master Class 3
CARGO
OPERATIONS
Resource Book
DESCRIPTION
The list of appendices includes: draft survey papers; ballast water management; container
stowage plans; code of safe practice for timber deck cargo; marine notices on fumigation;
general index, IMDG code; segregation tables for IMO dangerous goods; IMO labels
for dangerous goods; extracts from IMDG code on calcium phosphide; numerical index,
IMDG code; container packing certificate; documents relating to carriage of DG;
independent cargo surveyor report; documentations relating to shipping and general
stow plans. Together, MAR041 (Learners Guide) and MAR045 (Resource Book) Cargo
Operations cover the required content for Cargo Operations to Master 3 level.
CATEGORY
Maritime Studies
MAR045 CARGO OPERATIONS

RESOURCE BOOK
ISBN 0 7307 9142 4
ORDERING INFORMATION:
Contact WestOne Services on Tel: (08) 9229 5252 Fax: (08) 9229 5292 Email: sales@westone.wa.gov.au
Orders can also be placed through the website: www.westone.wa.gov.au
© WestOne Services 2003
Any reproduction or use of this material, whether in print form or a digital medium or by redistribution by posting in electronic form on servers or other
means, is not permitted, unless such action falls within acceptable practices as defined by the Copyright Act of the Commonwealth of Australia. Permission
to copy must be by written assent from WestOne Services.
9 780730 791423

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ISBN 0 7307 9142 4

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The Open Training and Education Network of the NSW

Published by and available from

Prospect Place West Perth WA 6005

1. Draft Survey Papers

2. Ballast Water Management

3. Container Stowage plans

4. Code of safe practice for timber deck cargo

5. Marine notices on Fumigation

6. General Index, IMDG code

7. Segregation Tables for IMO Dangerous Goods

8. IMO Labels for Dangerous Goods

9. Extracts from IMDG code on Calcium Phosphide

10. Numerical index, IMDG code

11. Container Packing Certificate

12. Documents relating to carriage of Dangerous Goods

13. Independent Cargo Surveyor report

14. Documentations relating to shipping and general stow plans

15. AMSA – Australian manual of Safe Loading, Ocean Transport and

16. AMSA – Disposal of Dry bulk Cargo Residues in Australian Waters

Draft Survey Papers

Draught after port 7.24 10.17 From observation

Stem correction 0.089100 0.00366 From ship's particulars

Draught midship port

Observed density 1012 1009 From observation

Displacement at Kg/m3 18,306.00 32,162.00 From ship's particulars

Displacement corrected for trim 18,454.88 32,164.14 Line 24 + line 27

TOTAL CARGO tonnes Line 32 finishing – line 32 starting

SHIP : IRON NEWCASTLE BERTH : KOORAGANG 4

For a JAPANESE PORT Completed 1114 hours on 10 Jan

MASTER : CHIEF OFFICER :

DENSITIES Commencing Completion

Observed density 1019.0 1022.5

Corrected density 1019 1022.5

DRAFTS Port Starboard Port Starboard

Forward 6.70 6.70 15.07 15.08

Midship 8.04 8.08 15.21 15.26

Displacement (Tabulated) 81986 162128

Subtotal 80436 162110

Displacement (Corrected) 79965 161715

For a JAPANESE PORT Completed 1114 hours on 10 Jan

MASTER : CHIEF OFFICER :

Total Variables 57261 1466

DISPLACEMENTS: Corrected Light 22704 Corr Loaded 160249

Vessel Constant 'K' 454 CARGO LOADED 137545

Tropical Loading Allowance : cms tonnes

For a JAPANESE PORT Completed 1114 hours on 10 Jan

MASTER : CHIEF OFFICER :

LOADING SEQUENCE & QUANTITIES

HATCH DESCRIPTION R/TONNES R/TONNES R/TONNES RUN TOTAL

1. BAYSWATER 3/8000 11/5000 23000

2. BIG BEN 8/16400 16400

3. HOWICK 6/17300 17300

4. HUNTER VALLEY 2/10141 13/6200 16341

5. BAYSWATER 4/10000 10/5700 15700

3. _ IMO/Lloyd’s Number: 10. Next Port of Call: _

4. Radio Call Sign: __ 11. Net Tonnage: _

5. Last Port of Call: ____________________ 12. Number of Cargo Holds/Tanks/Decks:

Name of Vessel: ________ IMO/Lloyd’s No:

Printed Name: ______________ Shipping Agency Phone No:

Signature: ________________ Shipping Agency Fax No:

Date: // __________________________________________

Master's Signature: _______________________________ Date: _/_/_ PAGE of ____