ICCAT Regional Observer Programme

ICCAT Regional Observer Programme
Manual
November 2012
Table of Contents
1
Introduction
1
1.1
ICCAT Organisation
1
1.1.1
Members & Structure
2
1.1.2
Role
5
1.2
Rationale for Monitoring Transhipments
5
1.3
The Origin & Value of Observer Programmes
6
1.4
Recommendation on Transhipment (Rec 06-11)
8
1.5
Regional Observer Programme (ROP) Implementation
8
1.6
Biology and Catch of Tuna in the Atlantic Ocean
10
1.6.1
Longline Tuna Catch in the ICCAT Area
10
1.6.2
Bigeye Tuna (Thunnus obesus)
11
1.6.3
Swordfish (Xiphias gladius)
12
1.6.4
Yellowfin Tuna (Thunnus albacares)
13
1.6.5
Albacore (Thunnus alalunga)
14
1.6.6
Northern Bluefin Tuna (Thunnus thynnus)
15
1.7
Longline Tuna Fishing Vessel Operations
16
1.7.1
Description of a Longliner
16
1.7.2
Longline Fishing Gear
17
1.7.3
Setting Operations
18
1.7.4
Hauling Operations
18
1.7.4.1
Landing the catch
18
1.7.4.2
Processing
20
1.7.5
Storage
20
1.8
Overview of Transhipment Operations
20
1.8.1
From Longliner to Port or Transhipment Vessel 20
1.8.2
From Transhipment Vessel to Port
22
1.8.3
Description of a Transhipment Vessel
22
2 Operational
23
2.1
Observer Role & Responsibilities
23
2.2
Observer Code of Conduct
24
2.3
Responsibilities of Transhipment Vessels
26
2.4
MoU between the Observer Suppliers & Carrier Vessel Operators
27
2.5
Pre - Deployment
28
2.5.1
Observer Checklist
28
2.5.1.1
Equipment
28
2.5.2
On Standby
29
2.5.3
Logistics
30
2.5.4
Vessel Inspection Check
30
2.5.4.1
Reporting to Coordinators
32
2.6
Deployment
33
2.6.1
Communication
35
2.6.2
Work Schedule
36
2.6.2.1
Transhipment Days
36
2.6.2.2
Non- Transhipment Days
36
2.6.3
Disembarking
37
2.6.3.1
Debrief
37
3 Technical
38
i
3.1
Data Collection
3.1.1
Introduction
3.2
General Data Form and Reporting Instructions
3.2.1
Pre-Sea forms and Reports
3.2.1.1
Form T1 - Observer / Vessel Details
3.2.1.2
Form T2 - Deployment Forms
3.2.1.3
Form T3 - Inspection Checklist
3.2.1.4
Report R1 – Observer Deployment Report
3.2.2
Mid Deployment Forms & Reports
3.2.2.1
Form T4 - Transhipment Details Form
3.2.2.2
Report R2 – Observer 5 Day Report
3.2.2.3
Photo and Video Log and Files
3.2.2.4
Form R3 – Supplier R3 Report
3.2.3
Mid-Deployment Observer Duties
3.2.3.1
Southern Bluefin Tuna
3.2.3.2
Priority Mid Deployment Duties
3.2.3.3
Observer Daily Log
3.2.3.4
Pre-Transhipment Planning
3.2.3.5
Transhipment Operations Proicedure
3.2.3.6
Species Identification and Tallying Estimations
3.2.3.7
Weight Estimations
3.2.3.8
Post-Transhipment Duties
3.2.4
End of Deployment Reports
3.2.4.1
Form R4 – End of Trip Report
3.2.5
Disembarkation
3.2.6
Debriefing
4 Health & Safety
4.1
Introduction
4.1.1
Pre-sea Safety check
4.1.2
Familiarisation Tour
4.1.3
Health and Safety Reports
4.2
Emergency Situations
4.2.1.1
Man Overboard
4.2.1.2
Gas Leakage
4.2.1.3
Fire
4.2.1.4
Flooding
4.2.1.5
Abandon Ship
4.2.1.6
Launching the Life Rafts
4.2.2
Emergency Communication
4.2.3
Health, Accident and Injury
4.2.4
Accidents
4.2.5
Fatigue
4.2.6
Upper-deck Safety
4.2.7
General Safety Precautions
4.2.7.1
Working near Hatches
4.2.7.2
Overhead loading
4.2.7.3
Entering Enclosed Spaces
4.2.8
Transfers at Sea
4.2.8.1
Transfer via a Cargo Sling or Basket
ii
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38
40
43
44
44
46
48
49
49
51
53
53
54
54
55
55
56
57
58
60
63
64
64
66
66
67
67
68
69
70
71
71
71
72
72
72
72
73
75
77
77
78
79
79
79
80
80
81
iii
Abbreviations
AOR-E
AOR-W
BIOT
COFI
CPCs
CPUE
EPIRB
EEZ
FAO
GMDSS
GRT
HF
IATTC
ICCAT
IOR
IOTC
IMO
IPOA
ISM
IUU
LOA
LSA
LSTLVs
MCS
MF
MoU
PFD
POR
PST
RFMO
ROP
SART
SCRS
SOLAS
UNCLOS
VHF
VMS
Atlantic Ocean Region East
Atlantic Ocean Region West
British Indian Ocean Territory
FAO Committee on Fisheries
Contracting Parties, Cooperating non-Contracting Parties, Entities or
Fishing Entities
Catch per Unit Effort
Emergency Position Indicating Radio Beacon
Exclusive Economic Zone
Food and Agriculture Organisation of the United Nations
Global Maritime Distress and Safety System
Gross Registered Tons
High Frequency (radio)
Inter-American Tropical Tuna Commission
International Commission for the Conservation of Atlantic Tuna
Indian Ocean Region
Indian Ocean Tuna Commission
International Maritime Organisation
International Plan of Action
International Safety Management
Illegal, Unreported and Unregulated (fishing activity)
Length Overall (of the ship)
Life-saving Appliance
Large Scale Tuna Longline Vessels
Monitoring, Control and Surveillance
Medium Frequency (radio)
Memorandum of Understanding
Personal Flotation Device
Pacific Ocean Region
Personal Survival Techniques
Regional Fisheries Management Organisation
(ICCAT) Regional Observer Programme
Search and Rescue Transponder
Standing Committee on Research and Statistics
International Convention for the Safety of Life at Sea, 1974
United Nations Convention on Law of the Sea 1982
Very High Frequency (radio)
Vessel Monitoring System
iv
1
Introduction
This Manual has been prepared by Marine Resources Assessment Group (MRAG) Ltd.
and Capricorn Fisheries Monitoring (CapFish), for International Commission for the
Conservation of Atlantic Tuna (ICCAT) Regional Observer Programme (ROP) working
on board ICCAT registered transhipment vessels in the ICCAT regulatory area. It
constitutes an integral part of the briefing documentation issued to observers and is a
tool, both for sensitising and preparing observers and for reference purposes when they
are in the field. Notwithstanding this, prospective observers should be familiar with both
the ICCAT Recommendation, the adjoining annexes:
Annex 1: ICCAT Transhipment Declaration
Annex 2: ICCAT Regional Observer Programme
Annex 3: In-port Transhipment by LSTLVs
Annex 4: CCSBT Resolution on the Implementation of a CCSBT Catch Documentation
Scheme
Standards of Conduct & Behaviour of Observers
The document is intended to assist experienced observers with planning, preparation
and implementation of the tasks required of both an ICCAT approved Observer and a
contracted consultant of MRAG Ltd & CapFish.
It is essential that all observers familiarise themselves with the material included in this
and other briefing documentation issued to them.
The Manual provides reference material which will enable the observer to implement
their role in the spirit of the ROP. Issues relevant to logistical, conduct, communications
and safety are also presented, along with instructions detailing observer tasks, including
observational requirements; sampling protocols; logbook entry protocols; and
supplementary tasks.
This Manual also serves as a technical paper providing background information on the
ICCAT Organisation and tuna fisheries, particularly longlining operations, in the Atlantic
under the auspices of ICCAT management, the problems presented by IUU fishing and
the role of monitoring programmes.
This Manual should be considered as a live document which will change according to
the evolution of the Programme and is intended to incorporate recommendations from
observers returning from the field.
1.1
ICCAT Organisation
The International Commission for the Conservation of Atlantic Tunas (the Commission)
is responsible for the conservation of tunas and tuna-like species in the Atlantic Ocean
and adjacent seas. The Commission was first conceived in Rio de Janeiro on the 14th
May 1966 and came into force on the 21st March 1969. The official languages of ICCAT
are English, French and Spanish.
1
The Commission's work requires the collection and analysis of statistical information
relative to current conditions and trends of the fishery resources in the Convention area
and covers up to 30 species:
Atlantic bluefin (Thunnus thynnus), yellowfin (Thunnus albacares), albacore (Thunnus
alalunga) and bigeye tuna (Thunnus obesus); swordfish (Xiphias gladius); billfishes such
as white marlin (Tetrapturus albidus), blue marlin (Makaira nigricans), sailfish
(Istiophorus albicans) and spearfish (Tetrapturus pfluegeri); mackerels such as spotted
Spanish mackerel (Scomberomorus maculatus) and king mackerel (Scomberomorus
cavalla); and, small tunas like skipjack (Katsuwonus pelamis), black skipjack (Euthynnus
alletteratus), frigate tuna (Auxis thazard), and Atlantic bonito (Sarda sarda).
The ICCAT organisation consists of the Commission that is composed of Contracting
Parties, Cooperating Non-Contracting Party, Entity or Fishing Entity and subsidiary
bodies set up by the Commission to analyse different types of information and refer their
conclusions and recommendations back to the Commission for final decision-making.
1.1.1
Members & Structure
The Commission may be joined by any government that is a member of the United
Nations (UN), any specialized UN agency, or any intergovernmental economic
integration organization constituted by States that have transferred to it competence
over the matters governed by the ICCAT Convention.
The Commission has also created a special status known as Cooperating NonContracting Party, Entity or Fishing Entity (CPC’s). Parties, entities or fishing entities
that are granted this status have many of the same obligations, and are entitled to many
of the same privileges, as are Contracting Parties.
Currently, there are 48 Contracting Parties:
2
Contracting Parties
Party
Since
Party
Since
United States
1967
China, People's Rep. Of 1996
Japan
1967
Croatia
1997
South Africa
1967
European Community
1997
Ghana
1968
Tunisia
1997
Canada
1968
Panama
1998
France (St-Pierre Et
Miquelon)
1968
Trinidad & Tobago
1999
Brasil
1969
Namibia
1999
Maroco
1969
Barbados
2000
Korea, Rep. Of
1970
Honduras
2001
Côte D'ivoire
1972
Algeria
2001
Angola
1976
Mexico
2002
Russia
1977
Vanuatu
2002
Gabon
1977
Iceland
2002
Cap-Vert
1979
Turkey
2003
Uruguay
1983
Philippines
2004
São Tomé E Principe
1983
Norway
2004
Venezuela
1983
Nicaragua
2004
Guinea Ecuatorial
1987
Guatemala
2004
Guinée Rep
1991
Senegal
2004
United Kingdom (O.
Territories)
1995
Belize
2005
Libya
1995
Syria
2005
St Vincent & The
Grenadines
2006
Nigeria
2007
Egypt
2007
Albania
2008
Sierra Leone
2008
Mauritania
2008
The Commission is composed of Contracting Parties and is the main decision-making
body. Subsidiary bodies set up by the Commission analyse different types of
information. These associated bodies have specific functions and are responsible to the
3
commission and refer their conclusions and recommendations back to the Commission
for final decision-making.
Subsidiary Bodies
The Secretariat Coordinates and facilitates the work of the Commission. This includes
managing the Commission's budget, coordinating research programs, maintaining
databases, preparing publications and organising the meetings of the Commission and
subsidiary bodies. The Secretariat is managed by the Executive Secretary who is
appointed by the Commission.
The Standing Committee on Finance and Administration reviews all financial and
administrative matters and prepares a budget.
The Standing Committee on Research and Statistics (SCRS) recommends to the
Commission all policy and procedures for the collection, compilation, analysis and
dissemination of fishery statistics. It is the SCRS' task to assure that the Commission
has available at all times the most complete and current statistics concerning fishing
activities in the Convention area as well as biological information on the stocks that are
fished. The Committee also coordinates various national research activities, develops
plans for special international cooperative research programs, carries out stock
assessments, and advises the Commission on the need for specific conservation and
management measures. The SCRS is composed of other subsidiary bodies that
examine different species or different topics: These are: the Species Groups (working
groups that assess the status of the various stocks), and two Sub-Committees: Statistics
and Ecosystems.
Four Panels are responsible for keeping under review the species, group of species, or
geographic area under its purview:
•
•
•
•
Panel 1: Tropical Tunas (yellowfin, skipjack and bigeye);
Panel 2: Northern Temperate Tunas (albacore and bluefin);
Panel 3: Southern Temperate Tunas (albacore and southern bluefin); and,
Panel 4: Other species (swordfish, billfishes, sharks).
The Panels review scientific and other information and make recommendations for joint
action by the Contracting Parties aimed at maintaining the stocks at levels that will
permit maximum sustainable catches. The Panels may also recommend to the
Commission studies and investigations necessary for obtaining information relating to its
species, group of species, or geographic area, as well as the co-ordination of research
programs by the Contracting Parties.
Compliance matters are reviewed by two different bodies:
The Conservation and Management Measures Compliance Committee (reviews matters
related to Contracting Parties), and the
Permanent Working Group on ICCAT Statistics and Conservation Measures (reviews
matters related to Non-contracting Parties).
4
1.1.2
Role
In addition to prescribing management regulations, ICCAT also compiles catch statistics
submitted by member countries, monitors the tuna trade and penalises countries and
vessels that do not comply with ICCAT recommendations. ICCAT also plays a major role
in coordinating scientific research. The Standing Committee on Research and Statistics
(SCRS) convenes stock assessments, encourages specific studies (e.g., assessments
of mixing rates of the western and eastern stocks of tunas), and provides a forum for
sharing and analysing tagging, genetics, and other data.
Figure 1
1.2
ICCAT Area – from ICCAT website
Rationale for Monitoring Transhipments
Illegal, unreported and unregulated (IUU) fishing describes a wide variety of conduct
related primarily to illicit fishing activities. It is a major concern for all fisheries
stakeholders, including governmental authorities, law abiding fishers, and civil society.
IUU fishing thwarts attempts by States and regional organizations to manage fisheries in
a responsible manner and safeguard ocean resources. IUU fishing also constrains the
progress of governments towards achieving food security for dependent populations and
supporting sustainable livelihoods for fishers. Reflecting these widespread concerns, the
UN General Assembly, in its recent resolution on sustainable fisheries, “emphasizes
once again its serious concern that IUU fishing remains one of the greatest threats to
marine ecosystems and continues to have serious and major implications for the
conservation and management of ocean resources”.
IUU fishing involves complex webs of actions and entities and is not limited to the illegal
harvesting of fish but also includes the shipment, processing, landing, sale and
5
distribution of fish and fishery products. Support and provisioning of vessels and
providing financing are also part of the IUU continuum. To monitor and control IUU
activities, emphasis must not be limited to tracking the harvesting vessel but also must
be put on tracking the fish, in recognition of the reality of product movement in today’s
supply chains. Usually it is not the harvesting vessel which arrives in port with its cargo
holds filled with IUU fish. Rather, transactions are carried out at sea, which transfer the
fish from harvesting vessel to reefers, mother ships, factory trawlers or other vessels.
Catch can be divided among numerous processors, brokers or importers and multiple
marketers can be involved, with transport by air, sea or overland.
Hence, a broad range of actors and stakeholders can play a role in eliminating IUU
activities, including flag states, coastal states, port states, and market states,
international and intergovernmental organizations, fishing industry, non-governmental
organizations, financial institutions, insurers and consumers.
Many recent activities of Regional Fisheries Management Organisations (RFMOs) have
addressed IUU issues. Reflecting the desires of their member States and the guidance
offered by the International Plan of Action (IPOA) for IUU and other instruments, RFMOs
have adopted a variety of conservation and management measures designed to address
their role in against IUU. These include: mandatory reporting, cooperation in the
exchange of information, development and maintenance of records of fishing vessels,
Monitoring, Control and Surveillance (MCS), boarding and inspection schemes and
observer programmes, market related measures, definition of circumstances in which
vessels are deemed to have engaged in IUU fishing and maintenance of records of
vessels authorized to fish and records of vessels engaged in IUU fishing and many other
options.
In the same way that ICCAT, Indian Ocean Tuna Commission (IOTC) and the InterAmerican Tropical Tuna Commission (IATTC) have developed lists of vessels authorized
to fish in their respective areas of competence, the ICCAT Recommendation on
Transhipment (Rec 06-11) requires that all transhipment vessels operating in the area of
competence of the ICCAT have an authorization to transship at sea and that a list be
compiled of such vessels. Furthermore, observers should be placed on all transhipment
vessels to monitor and report on all transhipments in fisheries regulated by the RFMO at
sea. The programme will be operated under the authority of the RFMO, in cooperation
with, but independent of, the flag states of the transhipment vessels.
1.3
The Origin & Value of Observer Programmes
The impetus for at-sea observer programmes was provided by the need for a better
understanding of how fisheries worked, concerns about over-exploitation in some
fisheries and a desire to reduce conflicts that arose between industry stakeholders
regarding management policies. These conflicts could be attributed to:
•
•
•
•
•
A lack of trust between the stakeholders;
Unsupported policies;
No consensus on management priorities;
Lack of appreciation of at-sea fishing operations; and
Gaps in information combined with over-reliance on prevalent data.
6
A logical approach to resolving these issues was to develop an independent and
objective means of collecting detailed data on fishing effort and methods, catch
composition including discards, biological characteristics of the catch the effects of
fishing on the ecosystem. Observer programmes, whilst not necessarily providing an
ideal a solution to all of these problems, certainly go a long way towards improving the
understanding of fisheries, and the information base from which to undertake
assessments of the effects of fishing.
The evolution of observer programmes can be traced through the establishment and
application of several international agreements primarily driven by the United Nations
Convention on Law of the Sea (UNCLOS 1982). The key question posed by UNCLOS
was, did states have sufficient capability to manage the fishing activity within their
respective Exclusive Economic Zones (EEZs)? The answer would be reflected in the
capacity for the component resources of a MCS programme, comprising:
•
•
•
•
•
•
Patrol platforms;
Personnel;
Infrastructure;
Information systems;
Vessel monitoring systems; and
Institutional support.
Implementation of the approaches recommended by United Nation Convention on Law
of the Sea (UNCLOS) to manage fishing activity within states’ waters was crystallised in
UN Fish Stocks Agreement of 1995. Articles 6 and 18 outline the measures for flag
states to provide records on fishing activity and catch through the implementation of
national, regional and sub-regional observer programmes. Article 25.3 (c) is directed at
developing countries to increase their capacity for MCS through development at a local
level.
Furthermore, the Food and Agriculture Organisation (FAO) Code of Conduct for
Responsible Fisheries of 1995 identified observer programmes as an integral part of
MCS. In 2001, the International Plan of Action (IPOA), designed to prevent, deter and
eliminate illegal, unregulated and unreported (IUU) fishing, adopted by the Committee on
Fisheries (COFI), encouraged the implementation of observer programmes as an MCS
tool.
Observer programmes offer a means to monitor fishing fleet activity in remote and often
challenging environments for long periods. They provide data for the scientific and
management communities that would otherwise be difficult or impossible to verify. They
can also provide a means to better understand the fishery from the fishermen’s
perspective, which is important in both for stock assessment and development of
successful policy and management measures. Many countries now routinely require
vessels to carry independent observers as a condition of fishing their waters.
Observer programmes offer several advantages to developing countries as a means for
monitoring local fisheries. The structure of a programme can be tailored according to the
resources available and can provide, relatively cheaply, baseline information required for
basic compliance and scientific monitoring of a fishery. They also provide an opportunity
7
to show potential donor organisations/countries that local effort and capacity is being
developed and applied to better manage fisheries.
Whether motivated by issues of science or compliance, observer programmes should
provide outputs that contribute to the development of management measures that
encourage good fishing practices and promote both stock and fishery sustainability. The
simple presence of observers on board vessels often acts as a deterrent to noncompliant behaviour.
1.4
Recommendation on Transhipment (Rec 06-11)
The Recommendation requires that all transhipment operations at sea, of tuna and tunalike species in the ICCAT Convention area must take place in port. However, the flag
CPC may authorise at-sea transhipment by its flag Large Scale Tuna Longline Vessels
(LSTLVs) on the condition that such transhipment is conducted on carrier vessels with
VMS capability, an observer onboard and ensure strict reporting procedures on
operational details are observed and fish products transferred are recorded. A complete
edition of the Recommendation is in Appendix C.
The role of the observers is to monitor all transhipment operations and verify the
operational details of transhipments: where, when, vessels involved and the products
transferred from the longliner to the carrier vessel.
The information will be recorded and collated in logbooks and database and submitted to
the ICCAT Secretariat within 20 days of disembarking from the carrier vessel.
The Regional Observer Programmes aims to serve the following purposes:
Expresses member State concerns that organised tuna laundering operations
have been conducted and a significant amount of catches by IUU fishing vessels
have been transhipped under the names of duly licensed fishing vessels;
Recognises the need to ensure the monitoring of the transhipment activities by
large-scale longline vessels in the Convention area, including the control of their
landings;
Takes into account the need to combat IUU fishing activities because they
undermine the effectiveness of the conservation and management measures
already adopted by ICCAT.
1.5
Regional Observer Programme (ROP) Implementation
ICCAT CPCs have devised and agreed upon the implementation of the ROP (the
Programme).
Precise rules exist on the standards of observers eligible for the Programme; a
comprehensive training programme; stringent health and safety standards applicable to
operational aspects; precise transhipment monitoring requirements and programme
outputs. Quality control measures feature in the majority of components of the
Programme to ensure the integrity and standard of the programme is maintained in line
with the Recommendation and in the spirit of the ROP.
8
The Programme will be implemented in the following fashion:
A group of ICCAT approved observers will be maintained by the Suppliers. Once an
ICCAT approved training programme has been completed, they will be eligible for
deployment.
Deployments are conditional on a number of factors which the Carrier Vessel Operators
(the Operators) must meet. These are explained fully in the Memorandum of
Understanding between the Observer Suppliers and the Carrier Vessels Operators in
Appendix E.
Once a request for an observer has been confirmed by ICCAT, and a MoU is in place,
the individual will be mobilised and deployed upon a carrier vessels pending an
inspection within 96 hours. Deployments are possible at most ports around the Atlantic
Ocean rim.
Once at sea, the observers will be required to monitor all transhipment operations during
their deployment, collecting data as described in section 3. Observers will be required to
report to their co-coordinators at regular intervals providing information on vessels and
transhipment activities. This information will be the basis of reports used to notify the
Secretariat of “field operations”.
Appropriate systems have been developed in cooperation with the ICCAT Secretariat to
facilitate reporting observer / vessel activities s reporting
Upon completion of their trip observers will be required to submit a report to their
coordinators. The master of the carrier vessel will also be offered an opportunity to
contribute to the report.
As mentioned earlier quality control measures feature strongly in the management
approach. Notably, these will be applied at the observer selection, observer training,
observer deployment outputs, at debriefing, evaluating observer performance phases
and evaluating the training programme, observer support documentation and systems
and making the appropriate improvements in cooperation with the Secretariat.
9
1.6
Biology and Catch of Tuna in the Atlantic Ocean
1.6.1
Longline Tuna Catch in the ICCAT Area
Longline fisheries account for approximately 150 thousand tonnes (around 28%) of all
tunas and tuna-like fish captured in the ICCAT area (approx. 550 thousand tonnes). In
2004, bigeye tuna (23%), swordfish (18%), yellowfin (13%), albacore (12%) and bluefin
(2.5%) comprised more than two-thirds of the total longline catch weight. Major longline
fishing vessel flag countries include Japan, Korea, Spain, USA, Chinese Taipei and
Portugal (ICCAT Stats Bulletin, 2010).
Figure 2
ICCAT area longline catch (tonnage) of swordfish (SWO), yellowfin
tuna (YFT), bigeye tuna (BET), bluefin tuna (BFT) and albacore (ALB). Figure taken from
ICCAT Statistical Bulletin (2010)
The following tuna species summaries are presented in decreasing order of total longline
catch in 2004.
10
1.6.2
Figure 3
Bigeye Tuna (Thunnus obesus)
Bigeye Tuna (FAO, Fishbase)
Bigeye tuna are most abundant in tropical regions of the Atlantic, though are also found
in temperate waters excluding the Mediterranean. Bigeye tuna spawn almost exclusively
between 15ON and 15OS. The Gulf of Guinea is the best known breeding and nursery
area, where spawning occurs all year round (Martinez et al., 2005). Young bigeye
school with skipjack and juvenile yellowfin in shallow tropical waters. Mature adults live
in deeper, cooler water and migrate to temperate feeding grounds in the North (MayJune) and South Atlantic (September-October) (Fonteneau et al., 2005).
Figure 4
Bigeye tuna longline catch distribution in the ICCAT area (ICCAT 2010)
Longline catches of bigeye tuna exceed those of any other species in the ICCAT area,
constituting 23% of the total in 2004. Catches were dominated by Japanese and
Chinese Taipei-flag vessels in 2007, together taking more than 38% of the total catch
11
(ICCAT, 2010). Most of this is shipped to Japan where high prices are fetched in sashimi
markets (Fonteneau et al., 2005). Catches of bigeye tuna are highest from December to
May.
1.6.3
Figure 5
Swordfish (Xiphias gladius)
Swordfish (FAO, Fishbase)
Three separate swordfish stocks are recognised in the ICCAT area: one in the South
Atlantic, one in the North Atlantic and another in the Mediterranean (Chow and
Takayama, 2000). Swordfish spawning occurs year-round in the Caribbean Sea, Gulf of
Mexico, the Florida coast and other warm equatorial waters and in the spring and
summer in cooler regions. Peak spawning in the Mediterranean occurs in July and
August. Swordfish are highly migratory, generally moving to warmer waters in the winter
and cooler waters in the summer (Govoni et al., 2003) (FIRMS, 2006).
Figure 6
Swordfish longline catch distribution in the ICCAT area (ICCAT 2006)
12
Swordfish comprised 18% of total ICCAT area longline catch in 2004. Catches are
evenly spread between the North Atlantic (where Spanish-flag vessels dominate), South
Atlantic (Spanish) and Mediterranean (Italian). Catch rates are highly seasonal, peaking
between July and September (ICCAT, 2006).
1.6.4
Figure 7
Yellowfin Tuna (Thunnus albacares)
Yellowfin Tuna (FAO, Fishbase)
Yellowfin tuna are mainly found in tropical and subtropical regions of the Atlantic. The
main spawning ground is the equatorial zone of the Gulf of Guinea, where spawning
occurs from January through to April (Zagaglia, 2004). A single stock for the entire
Atlantic is assumed. A 40-year time series of longline catch data indicates yellowfin are
distributed continuously throughout the entire tropical Atlantic Ocean (ICCAT, 2003).
Figure 8
Yellowfin tuna longline catch distribution in the ICCAT area (ICCAT 2010)
13
Yellowfin tuna comprised 13% of the total longline catch in 2004 (ICCAT, 2006). Purse
seiners catch large yellowfin in the Equatorial region in the first quarter of the year,
coinciding with the main spawning season. In the western Atlantic, Venezuelan and
Brazilian bait boats catch medium-sized yellowfin together with skipjack and other small
tuna. Longline fisheries capture large yellowfin tuna across the tropical Atlantic.
Longline catches have dropped by 16% in 2008 from the 2006 level, which had reported
an increase of 26% from 1990 levels (ICCAT, 2009).
1.6.5
Figure 9
Albacore (Thunnus alalunga)
Albacore (FAO, Fishbase)
The distribution of albacore is cosmopolitan in subtropical and temperate waters of all
oceans. There is little mixing between North and South Atlantic stocks. Albacore
undergo seasonal east-west migrations in both hemispheres.
14
Figure 10
Albacore longline catch distribution (a) and seasonality (b) in the ICCAT
area (ICCAT 2010)
Albacore comprised 12% of total longline catch in 2004 (ICCAT 2006). The most
important fishing grounds are in the South Atlantic off Namibia (highest CPUE during the
austral summer) and the Northeast coast of Brazil (high CPUE January to March). A
separate stock off the Southeast coast of South America appears to be non-migratory
(high CPUE all year round). In 2004, over half of all longline caught albacore were taken
by Chinese Taipei-flag vessels in the South Atlantic (ICCAT 2006).
1.6.6
Figure 11
Northern Bluefin Tuna (Thunnus thynnus)
Northern Bluefin Tuna (FAO, Fishbase)
15
Atlantic bluefin are widely distributed, migrate thousands of kilometres and have two
confirmed spawning locations - the Gulf of Mexico in the western Atlantic and the
Mediterranean Sea in the eastern Atlantic. In the eastern Atlantic, spawning occurs
exclusively in the Mediterranean and Adriatic Seas from Late May through August, with
the highest larvae concentrations appearing around southern Italy. Bluefin from the
Mediterranean spawning grounds migrate into the Atlantic Ocean through the Strait of
Gibraltar, and then turn both northward to the Bay of Biscay and southward to the
Canary Islands. Spawning in the Gulf of Mexico occurs through May and June. After
spawning, western Atlantic bluefin migrate northward along the U.S. coast into Canadian
waters (Buck, 1995) (Fromentin and Powers, 2005).
Figure 12
Bluefin tuna longline catch distribution in the ICCAT area (ICCAT 2010)
Bluefin tuna comprised 2.5% of the total longline catch in 2004. More than half of all
longline caught bluefin were caught by Japanese-flag vessels in 2004, fishing in the East
Atlantic/Mediterranean area (ICCAT 2006).
1.7
Longline Tuna Fishing Vessel Operations
1.7.1
Description of a Longliner
Longliners operating in the ICCAT area range in size from 30m to 60m length overall
(LOA) with gross registered tonnage (GRTs) of between 130mt and 500mt. Larger
vessels generally have around 25 crew members of mixed nationality, with a Japanese
captain/fishing master, Taiwanese/Japanese officers (mate and engineers) and a
predominantly mixed Asian crew.
The work is extremely demanding for the crew, who may be employed for up to 18 hours
a day while fishing. The crew typically signs on for a minimum of 3 years through
16
recruiting agencies with offices in Singapore, Taipei and Manila, and may be at sea for
between 6 and 12 months at a time. Salary depends on experience and nationality and
can vary from $250 US to $400 US per month. Despite the relatively low salaries and the
very hard working conditions, these jobs appear fairly sought after due to the very high
level of unemployment in their home countries. Some individuals have worked these
vessels for more than a decade.
1.7.2
Longline Fishing Gear
The mainline is typically eight strand braided monofilament. Radio beacon transponders
are attached at either end and at regular intervals along the line along with large
polystyrene floats. Between each of these are a number of smaller plastic buoys. Branch
lines (snoods) are then attached to the mainline at regular intervals, the number
dependant on the target species (Figure 13).
Snoods are normally made up of an initial section of nylon / polyester braid which is then
attached to a length of tapered monofilament leading to a curved shank hook. Some
vessels also insert a short length of steel trace prior to the hook. Barrel swivels are used
to connect each section, and all buoys, transponders and snoods are attached to the line
with the aid of metal clips. A typical snood extends between 30m and 50m dependent
upon the vessel and fishing practices.
Figure 13
Schematic of representative pelagic tuna longline gear
17
1.7.3
Setting Operations
Line shooting operations are conducted from the stern of the vessel by six or seven crew
members. An automated or manual conveyor system is implemented to bait individual
coiled snoods. Snoods are typically baited with horse mackerel, milkfish or squid (or
varying ratios of each dependant on the target species) and then clipped onto the
mainline, synchronised by a series of beeps emitted that determine spacing along the
line. Baited snoods are shot with the aid of a bait catapult or thrown out manually.
Typically, lines are shot at between 10 and 12 knots and a line-shoot would last between
5 and 6 hours. The efficiency of this process influences the amount of catch taken by the
vessel.
1.7.4
Hauling Operations
The line is normally left to soak for between 3 and 4 hours before being hauled. Linehauling is conducted at a slower speed than the shoot, being influenced by the sea state
and the rate of fish capture. When a fish is being recovered the vessel will be put into
hard astern to speed up recovery. During hauling operations there are between 10 and
14 crew members present on the hauling deck. In general, they perform 2 main tasks:
landing the catch and then processing.
Figure 14
1.7.4.1
Hauling operations on board a tuna longliner (Manning)
Landing the catch
Hooked fish are brought alongside to be gaffed and hauled aboard by the crew. All large
tuna, billfish and sharks are landed using gaff hooks attached to bamboo poles,
generally around the mouth or the flanks of the fish to minimise damage. The largest and
most powerful fish may also be harpooned, or brought aboard using scissor gaffs and an
automated winch.
18
Figure 15
A Yellowfin tuna being gaffed on board (Manning)
Figure 16
Yellowfin just landed (BIOT images folder)
19
1.7.4.2
Processing
The principal feature of the longline fishing operation (in contrast to most other industrial
fishing operations) is the care with which individual fish are handled in order to preserve
the high quality demanded by the Japanese markets. The processors prepare both
target and by-catch species for freezing. The method for processing the target species
may vary slightly between vessels, but in general there are 4 main steps:
The caudal fin is removed at the peduncle, along with the finlets, pelvic, pectoral, anal
and second dorsal fins. Two incisions are made by the pectoral and pelvic grooves and
a hose inserted into the rear of the operculum. The jet of water has the effect of bleeding
the fish. A section of the operculum is removed on both sides, followed by the gills and
viscera.
The product is meticulously cleaned to remove any traces of blood or viscera and then
weighed prior to freezing.
1.7.5
Storage
In order to preserve the quality of the product, tuna are rapidly frozen in blast freezers (55oC to -65oC) immediately after processing. After a certain period of time, the fish are
then transferred to large capacity storage freezers (-50oC) in the hold. Hold capacity is
determined by vessel size but, for an average sized vessel, there is capacity of
approximately 200mt of catch.
1.8
Overview of Transhipment Operations
1.8.1
From Longliner to Port or Transhipment Vessel
Longliners will unload their catch either in-port, or at-sea to a transhipment vessel.
Transhipments in port are arranged on an ad hoc basis and will typically occur once the
hold is full. At-sea transhipments are typically arranged between the two parties, some
time ahead of the actual event, and may occur before the longline vessel has completely
filled its hold. Quantities transferred will therefore depend upon the fullness of the hold.
In a pilot study, where observers validated catches on board three transhipment vessels,
quantities varied from 42-53 tonnes per transhipment. Assuming that each fish weighed
around 40kg, then approximately 1000 fish were transferred during these transhipments.
Due to the high value of the product, great care is taken to avoid damage to the tunas
during the transhipment procedure. The transfer procedure is similar for in-port and atsea transhipments. Tunas are first winched out from the freezer-hold to the deck of the
longliner in groups of ten to thirty fish. These may then be winched across to the
dockside or transhipment vessel attached to a rope, or may be winched across in a net
(as depicted in Figure 17).
20
Figure 17
Photo series depicting an in-port transhipment of tunas (Purves)
21
1.8.2
From Transhipment Vessel to Port
The larger transhipment vessels may undertake over 30 individual transhipments from
longline vessels, in any one trip, before returning to port. Major transhipment ports
include Cape Town (South Africa), Las Palmas (Gran Canaria), Tema and Accra (both
Ghana). The majority of the higher value tuna catch (bluefin, bigeye and prime condition
yellowfin tuna) will be brought to the market in Japan and may be transhipped directly
from the Atlantic to East Asia, via the Panama Canal. As common practice, Japanese
importers arrange for their products to be transhipped first to Korea or China due to the
low cold storage costs and six to eight months later these products are then shipped to
Japan.
1.8.3
Description of a Transhipment Vessel
Transhipment vessels (commonly known as reefers) operating in the ICCAT area, range
in size from 80m to 125m (LOA) with GRTs of between 1800mt and 5300mt. Hold sizes
vary from 1900m3 to 6400m3. Transhipment vessels are mainly flagged in Panama,
though the majority has a reporting flag in Japan. The crew is normally of mixed
nationality and typically has a Japanese captain, Taiwanese/Japanese officers (mate
and engineers) and a predominantly mixed Asian crew.
Figure 18
Transhipment vessel in port (Heinecken)
22
2
Operational
2.1
Observer Role & Responsibilities
Monitoring programme goals and objectives generally fall into 3 categories:
Science: Collection of information and data on catch, biometrics, bycatch
& discards, protected species and environmental parameters. This
information may be required for in-season management and/or stock
assessment;
Compliance: Monitoring of adherence to regulations;
Management: Monitoring of fishing or transhipment activity and fishing or
transhipment effort to develop a better understanding of the operation of
the fishery.
The objectives and goals of the ROP fall into the latter two categories.
Compliance/management data would include:
•
•
•
Adoption of technical conservation measures;
Verification of temporal and spatial information; and
Logbook validation.
These data types are reflected in the responsibilities of the observer (shown below).
The ROP is explicit on the responsibilities of the observer, from which the individual
should not deviate. Monitoring means precisely that: Observers do not have authority to
instruct officers and crew on matters of transhipment or enforce matters of compliance.
The responsibilities of the Observers as set out in Annex 2 of the recommendation and
have been summarised in Text Box 1 below.
23
Text Box 1: Summary of Observer Responsibilities (from the Recommendation 06-11)
•
2.2
Monitor the carrier vessel’s compliance with the relevant conservation and management
measures adopted by the Commission. In particular the observers shall:
i)
Record and report upon the transhipment activities carried out;
ii)
Verify the position of the vessel when engaged in transshipping;
iii)
Observe and estimate products transshipped;
iv)
Verify and record the name of the LSTLV concerned and its ICCAT
number;
v)
Verify the data contained in the transhipment declaration;
vi)
Certify the data contained in the transhipment declaration;
vii)
Countersign the transhipment declaration;
•
Issue a daily report of the carrier vessel’s transshipping activities;
•
Establish general reports compiling the information collected in accordance with this
paragraph and provide the captain the opportunity to include therein any relevant
information.
•
Submit to the Secretariat the aforementioned general report within 20 days from the end
of the period of observation.
•
Exercise any other functions as defined by the Commission.
•
Observers shall treat as confidential all information with respect to the fishing operations
of the LSTLVs and of the LSTLVs owners and accept this requirement in writing as a
condition of appointment as an observer.
•
Observers shall comply with requirements established in the laws and regulations of the
flag State which exercises jurisdiction over the vessel to which the observer is assigned.
•
Observers shall respect the hierarchy and general rules of behaviour which apply to all
vessel personnel, provided such rules do not interfere with the duties of the observer
under this programme.
Observer Code of Conduct
Again there are strict guidelines on the standard of conduct and behaviour expected
form observers. These are provided below in Text Box 2.
It is vital that you acquaint yourself with these conditions as early as possible. If you
have any doubts about your status you should declare your circumstances to the
Programme Manager for verification.
24
Text Box 2
Standards of Conduct & Behaviour of Observers
• An individual is only considered an ICCAT certified observer when employed by a
Contractor that holds a contract with ICCAT to provide observer services and is
acting within the scope of his/her employment.
•
Observers may not participate in any activity which would:
o
o
o
Cause a reasonable person to question the impartiality or objectivity with
which the Observer Program is administered;
Significantly impair the observer’s ability to perform his/her duties.
Adversely affect the efficient accomplishment of the Program's mission
•
Observers may not have direct financial interest in the observed fishery, other than
the provision of observer services including, but not limited to, vessels or shore-side
facilities involved in the catching or processing of the products of the fishery,
companies selling supplies or services to those vessels or shore-side facilities, or
companies purchasing raw or processed products from these vessels or shore-side
facilities. The interests of a spouse or minor child are considered those of the
observer.
•
Observers may not solicit or accept, directly or indirectly, any gratuity, gift, favour,
entertainment, loan or anything of monetary value from anyone who conducts
activities that are regulated by ICCAT, or who has interests that may be
substantially affected by the performance or non-performance of the observers'
official duties.
•
Observers may not serve as observers on any vessel or at any shore-side facility
owned or operated by a person who previously employed the observer in any
capacity.
•
Observers may not solicit or accept employment as a crew member or an employee
of the vessel or shore-side processor in any fishery while employed as an observer.
•
A person may not serve as an observer in a fishery during the 3 consecutive
months following the last day of his/her employment as a paid crew member or
employee in that fishery.
•
Observers may not engage in an activity that may give rise to the appearance of a
conflict of interest that may cause another individual to question the observer's
impartiality, fairness or judgment.
•
Observers must avoid any behaviour that could adversely affect the confidence of
the public in the integrity of the ICCAT Observer Programme or of the ICCAT,
including, but not limited to the following:
o Observers must diligently perform their duties.
o Observers must accurately record their sampling data, write complete
reports. If the observer chooses to report any suspected violations of
regulations relevant to conservation of marine resources or their
environment that they observe, it must be done honestly.
o Observers must preserve the confidentiality of the collected data and
observations made on board the carrier vessels
o Observers must refrain from engaging in any illegal actions or any activities
that would reflect negatively on their image, on other observers, or the
Observer Program, as a whole. This includes, but is not limited to:
 i) Engaging in drinking of alcoholic beverages while on duty
 ii) Engaging in the use or distribution of illegal substances
 iii) Becoming physically or emotionally involved with vessel
personnel
25
Overall, it is important to remember that observers are representing both the
Consortium and ICCAT on a 24-hour basis. With this in mind, alcohol consumption
must be kept to a minimum and behaviour must befit the position.
On the matter of confidentiality, all information regarding your deployment, including
any images or footage taken of operations must not be divulged to a third party. This
applies in particular to operations of LSTLVs and your deployment on board a
transhipment vessel.
If you have any doubts about the sensitivity of information or material in your
possession contact the Programme Manger for verification.
General conduct and behaviour expected from observers is also addressed in
subsequent sections on transit (2.5.3) and on board vessels (2.6).
2.3
Responsibilities of Transhipment Vessels
The responsibilities regarding observers of the flag States of the carrier vessels and
their captains shall include the following, notably:
Text Box 3: Summary of Vessel Responsibilities (from the Recommendation 06-11)
•
Observers shall be allowed access to the vessel personnel and to the gear and
equipment;
•
Upon request, observers shall also be allowed access to the following equipment, if
present on the vessels to which they are assigned, in order to facilitate the carrying
out of their duties set forth in paragraph 5:
o
Satellite navigation equipment;
o
Radar display viewing screens when in use;
o
Electronic means of communication;
•
Observers shall be provided accommodations, including lodging, food and adequate
sanitary facilities, equal to those of officers;
•
Observers shall be provided with adequate space on the bridge or pilot house for
clerical work, as well as space on deck adequate for carrying out observer duties;
and
•
The flag States shall ensure that captains, crew and vessel owners do not obstruct,
intimidate, interfere with, influence, bribe or attempt to bribe an observer in the
performance of his/her duties.
•
The Secretariat, in a manner consistent with any applicable confidentiality
requirements, is requested to provide to the flag State of the carrier vessel under
whose jurisdiction the vessel transhipped and to the Flag CPC of the LSTLV, copies
of all raw data, summaries, and reports pertaining to the trip.
•
The Secretariat shall submit the observer reports to the Compliance Committee and
to the SCRS.
26
2.4
MoU between the Observer Suppliers & Carrier Vessel Operators
The Memorandum of Understanding clearly states the conditions that must be observed
by Carrier Vessel Operators (Operators) in order to secure an observer. A template of a
draft MoU can be found in Appendix E.
To summarise, Operators are notified of their obligations to ensure that all vessels upon
which observers may be deployed must have adequate health and safety measures in
place and posses relevant valid certification. Furthermore, all vessels will be subject to
an inspection by the observer (section Error! Reference source not found.) and the
MoU alerts Operators to this procedure and what items will be checked and the
consequences if a vessel fails an inspection. The MoU also re-iterates the arrangements
between observers and vessels in the ROP: the tasks you are permitted to perform, the
conditions you should expect to work recognition of the hierarchical system onboard,
access to communications, confidentiality matters etc.
Additionally, the MoU sets out the terms which Operators must abide by which govern:
•
•
•
Observer transfer between vessels;
The duration of a trip;
Allowances for recovering an observer mid-trip.
You will be issued with a copy of the MoU for the vessel you will be joining. It is
vital that you are conversant with its contents before deployment.
27
2.5
Pre - Deployment
Due to the short period of notice for travel, it is important that observers should be
suitably prepared. Any personal matters and problems should be resolved prior to
accepting a contract. Given the geographical location of operations, observers must
prepare for a deployment period of up to three months in a particularly demanding
environment.
2.5.1
Observer Checklist
Given that individuals will be required to travel large distances and accommodation
facilities will be limited it is recommended that Observers bring essential items required
for international travel, to perform their duties, those required for communication e.g. cell
phones and those they cannot possibly do without. A provisional list is provided below:
•
•
•
•
•
•
•
•
•
•
•
2.5.1.1
Passport
Cash (reasonable amount to cover taxi etc and in the appropriate currency)
Credit card
ICCAT ID Card & Letter of Introduction
Copy of the MoU
Phrase Book(s)
Mobile / Cell Phone
Programme Manual
Observer Logbooks (Forms T1 to T4) & Reporting Forms (R1, R2 & R4)
Programme database
Equipment issue
Equipment
Observers will be issued with a set of equipment. Each item has a serial number which
will be used to maintain a register of equipment issued. You will be required to sign for
the equipment you take and responsible for its condition until it is returned. Please look
after, clean and maintain it. All health and safety kit should be thoroughly cleaned as
soon as possible after leaving your vessel, or if possible onboard vessels before you
leave. Your kit should be dried thoroughly before it is packed into the kit bag.
Observers will be held responsible for any kit damaged due to mistreatment, particularly
if it is packed away wet. A written explanation will be required for any loss or breakage.
28
Observers will be issued with the following equipment:
Health & Safety
•
•
•
•
•
•
•
1 Immersion suit;
1 Personal Floatation Device;
1 Strobe light;
1 Signal mirror; and
1 Emergency Position Indicating Radio Beacon (406 MHz EPIRB, preferably with
integral GPS navigation receiver).
1 Hard hat (to European Standard EN397 “Industrial Safety Helmet”);
1 Safety Lanyard; and
Professional Equipment
In addition observers will be issued:
•
•
•
•
•
•
2.5.2
1 Species ID publication (FAO identification guides as electronic copies 1);
1 Clip board with waterproof paper;
Photographic camera (digital);
Data recording forms.
Laptop computer to ensure timely and submission of satisfactory data with the
database installed;
Protective case in which to safely store all electronic and/or sensitive equipment.
On Standby
Once observers have completed training they will be notified on their potential
deployment. When a deployment is imminent observers will be put on “Standby
Status”.
Observers must confirm their availability and keep coordinators informed of all their
contact details. Observes will be required to move at short notice and must have their
bags packed, and personal documents and equipment prepared.
Once confirmation of a request for an observer has been received, the designated
observers must be deployed on the vessels within 96 hours.
1
Tuna, billfish and sharks
29
2.5.3
Logistics
The Consortium will make all international travel arrangements, including visa
requirements. Prior to being deployed, observer will be issued a Travel Letter detailing
international airfare, vessel agent, and hotel reservations. Observers will generally be
traveling on a one-way airline fare, it will be very important to have the Travel Letter
readily available for providing proof to immigration officers of the intended departure (by
sea) from a particular port.
In the port of the intended deployment, local agents appointed by the operator/company
of the Carrier Vessel should be available to assist the observer. Typically the vessel
agent will meet the observer at the airport, arrange accommodation, and orientate the
observers with their assigned vessel and crew.
On occasion, observers may be required to independently organize local travel or
accommodations. Observers will always keep the Consortium and local agents informed
travel arrangements. The Consortium or vessel agent will pay for lodging directly if
observer provides contact information for the lodging establishment. All observers must
have access to sufficient funds (cash and credit) to pay for both hotel accommodation
and subsistence en-route. Travel expenses incurred can only be reimbursed if receipts
are presented in a timely manner. The Consortium will provide a travel advance prior
to flight in necessary to ensure observers have sufficient funds for travelling.
Because of the flexibility required to satisfy the logistical elements of deployment,
observers may find themselves at a particular location awaiting flights or for a vessel.
During this period observers’ conduct must befit the position and the Observer
Standards of Conduct. Any reports to the contrary will be treated seriously by the
Programme Manager. Observers will always keep their coordinator updated in regards
to all actions and developments pertinent to their deployment.
2.5.4
Vessel Inspection Check
Observers boarding procedures onto carrier vessels and or transfer vessels are subject
to a number of conditions. Prior to embarkation and an observer sailing with a carrier
vessel or a transfer vessel, the observer (where possible together with their technical
coordinator) will be required to conduct a pre-sea inspection to assess the vessels
compliance with respect to safety standards (Observer Logbook Form T3).
The results of this inspection and the requirement for the vessel to meet the “minimum
compulsory requirements” (outlined in Text Box 4 below) for international maritime
safety standards will determine whether or not the observer will be permitted to board or
can result in an observer’s refusal to board a vessel.
30
Text Box 4: Minimum Requirements for Inspection
The following items that will be checked as part of the “Pre-Sea Inspection” will be
considered as the minimum compulsory requirements. Should any of these items
not comply the Observer will not be permitted to embark onboard the vessel.
Safety Certificate (Safety Management Certificate)
• The vessel must have onboard a current and valid Safety Certificate that does
not expire for a period of at least four months from the date of
embarkation of the observer.
Life Rafts
• The Life rafts must have the capacity to accommodate the full crew
compliment including the observer.
• Life Rafts must be within their serviceable date, which must cover the
expected maximum duration of observer deployment.
• All Life Rafts must be fitted with a Hydrostatic Release mechanism.
Life Jackets
• There must be a total number of life jackets onboard, readily available at the
emergency muster stations to accommodate each of the compliment onboard
the vessel.
• All Life Jackets must comply with IMO – SOLAS LSA standards.
Immersion Suits
• There must be a total number of Immersion Suits onboard, readily available at
the emergency muster stations to accommodate each of the compliment
onboard the vessel.
• All Immersion Suits must comply with IMO – SOLAS LSA standards.
GMDSS Requirements
• The vessel must be GMDSS compliant in accordance to its tonnage and its
area of operation.
• Any component of the GMDSS requirement that is out of date or
unserviceable will render the vessel as NOT being GMDSS compliant.
If the conditions are not satisfactory, copies of the R1 Form: Observer Deployment
Report and a completed Inspection Form (T3) must be immediately submitted to:
•
•
•
The master of the vessel;
The observer coordinator; and
ICCAT Secretariat.
If for any reason the observer refuses to board they must immediately notify their
coordinator, and furnish full reasons for not boarding.
31
The same inspection procedure and the “right of the observer to refuse to board” is also
applicable when the observer is required to embark onboard a transfer vessel, either to
take them to the carrier vessel or to return from the carrier vessel back to port.
Other items on the safety checklist although not compulsory still reflect on the safety and
seaworthiness of the vessel and are expected to be in a fully serviceable state.
Note that the safety checklist sheets may have to be faxed and must be filled in clearly
and neatly. Also do not leave any field blank. Where there is an item missing or the
field cannot be completed for any reason explain your reason in the comment section.
Remember the person receiving the sheet or entering the data will not be in a position to
question your data.
2.5.4.1
Reporting to Coordinators
If conditions on board the vessel are satisfactory, observer is required to send their
coordinator via fax or email the R1 Form: Observer Deployment Report within 24
hours of embarking onboard the vessel. The report must confirm that the Pre-Sea
Inspection has been completed and the copy of the completed vessel Inspection report
must be attached.
32
2.6
Deployment
In the event that observer embarkation/disembarkation directly onto carrier vessels is not
possible in port by the quayside, 3 options exist for observer transfer. In each case,
transfers shall be made during daylight hours if possible and sea conditions must be
evaluated and judged to pose no undue risk to the observer before any at sea transfer
can take place.
•
•
•
Option 1:Transfer at-sea from a vessel that has recently left port to a carrier
vessel;
Option 2: Transfer at-sea from a carrier vessel onto a vessel returning to port;
and
Option 3: Transfer from/to a launch in and around a port area.
All of these options involve transfers between the transhipment vessel and another
vessel at-sea and do not permit a Pre-sea Boarding Inspection to be performed
alongside the quay for one or more of the vessels. This procedure is not without risk and
the Supplier shall agree to its implementation under the following terms and Conditions:
The Supplier will apply the following protocol when taking decisions regarding observer
deployments:
Low risk options will have priority
•
Embarkation
o In port
 Directly onto transhipment vessel tied up alongside
o In port
 Onto vessel at anchor via local port services
•
Disembarkation
o In port
 Directly from transhipment vessel tied up alongside
o In port
 From vessel at anchor via local port services
33
Medium risk options will be considered, but only if the vessels involved have been
identified and approved by ICCAT and Consortium partners to undertake such transfers.
These transfer vessels will require port inspection and must have a clean safety record
issued by the flag state safety authority. As far as possible, Consortium partners will
inspect these vessels, but when this is not possible, agents for these vessels must
submit safety certification in inspection documentation.
•
Embarkation
o In port
 Directly onto fishing vessel
o 1 leg transfer on high seas; transfer from fishing vessel to transhipment
vessel
•
Disembarkation
o 1 leg transfer on high seas
o From transhipment vessel to fishing vessel returning to port
For Options 1 & 2
Option 1:Transfer at-sea from a vessel that has recently left port to a carrier vessel
Option 2: Transfer at-sea from a carrier vessel onto a vessel returning to port
Carrier Vessel Operators must notify the Suppliers, and through the
appropriate CPC authorities the Purchaser, at least 3 days (72 hours) prior to
an at-sea transfer and supply the following details (these will be logged in the
Programme Database).
High risk options will not be considered unless circumstances prevail where the
observer has to return urgently to home base or unless vessel operators can satisfy
Consortium technical advisors that such transfers can be safely performed without
endangering the observers’ safety unduly.
•
Embarkation
o Directly onto fishing vessel in port
o 2 leg transfer on high seas; transfer from fishing vessel to transhipment
vessel via third vessel (i.e. two at-sea transfers)
•
Disembarkation
o 2 leg transfer on high seas
o From transhipment vessel to vessel returning to port via third vessel (i.e.
two at-sea transfers)
34
Once on board, observers must ensure that they meet the master and officers
at the earliest opportunity. Observers should produce their ICCAT Letter of
Introduction and their ICCAT ID card; explain clearly whom they represent and
their role on board the vessel.
Observers must quickly familiarise themselves with the layout of the vessel
and the facilities/amenities onboard. Meal times are an important social aspect
of life at sea. Observers should be both punctual and well presented – soiled
work clothes are not suitable attire for the officers’ mess.
Observers should conduct themselves in a professional manner at all times.
Observers should not discuss fees/rates of pay with crew. You will be paid
considerable more which may lead to resentment.
2.6.1
Communication
As soon as possible after boarding the Observer must attempt to test the communication
system onboard the vessel. The GMDSS equipment onboard should include telephone,
fax and email facilities. As part of the Pre-sea Inspection record these contact numbers.
With the Captains permission send a test fax and/or email to your agencies office. Your
coordinator should reply to both of these immediately.
The format for all written communications should include specific details to
facilitate a response. The details required are:
•
•
•
•
•
•
Name of sender;
Name of intended recipient;
Date;
Contact details (vessel/hotel name and contact numbers inclusive of
all available telecommunication formats);
Number each page and total number of pages; and
Reference or title of the message or request.
Personal communications, between observers, should only be undertaken under
supervision and at the discretion of the ships radio operator or master.
VHF radios have a short maximum range (approx. 15-55 miles) and are dependent on
atmospheric conditions. They are frequently used by the officers to communicate with
ships in the area and must not be over-used.
35
Remember, communications over the radio are NOT secure. Do not use
inappropriate language or discuss inappropriate topics. In particular, observers
should be careful not to discuss issues relating to transhipment activities.
If observers are uncertain with an aspect of their duties or responsibilities, all
queries should be directed to their coordinators.
2.6.2
2.6.2.1
Work Schedule
Transhipment Days
A diligent observation and documentation routine should be developed for collecting and
collating data (see section 3.1). An effective programme will be tailored to the manner in
which transhipment operations are undertaken, and may vary considerably from one
vessel to another.
Daily Tasks will include liaising with officers to establish logistical and transhipment
plans and checking information on position to develop a timeline of events for selforganisation purposes.
Maintaining a diary of events is recommended as observations may contribute to the
final report and satisfy observer reporting obligations as described in section 3.2.3.3.
Observers are encouraged to collate photographic images or footage of transhipment
activities and events for training purposes or of products for identification guides or other
support documentation. Naturally, observers will also record images for their own
purposes. Ensure that you have permission from the master of the vessel or the officer
on watch or inform them that you plan to take photographs. Some may be more
sensitive than others and it would be prudent to err on the side of caution.
2.6.2.2
Non- Transhipment Days
It is likely that non-transhipment days will offer the best opportunity to report to
coordinators, enter data into the database; carrying out data checks, write up notes of
events and observations made during actual transhipments, and review any images or
footage taken. The latter will inform which footage is required from future transhipments
bearing in mind that the material should be used for developing training and the Manual.
It also offers an opportunity for observers to recover sufficiently if transhipment
operations have been protracted.
Otherwise observers should attempt to collect information, where possible on
transhipment strategies and the factors that influence them
36
2.6.3
Disembarking
Upon completion of transhipment activities, observers should jointly notify their coordinators and the vessel’s agent in the port of destination. The observer should have
the information on their date of arrival, request assistance for a visa if required, secure
accommodation (if needed) and request return flights to either the UK or RSA.
Before disembarking from the vessels the observer must submit a draft copy of
their end of trip report to the Master of the Vessel.
If you have problem completing this task e.g. rapid transfer to another vessel or
insufficient time to produce a report notify your coordinator for further advice.
2.6.3.1
Debrief
Upon their return, observers will be expected to visit the offices of their coordinator for a
debriefing session. Ideally, observers should aim to have a first draft of their final
reported completed to submit to the observer co-ordinator. This provides an opportunity
for any outstanding matters for the report to be addressed. Observers will also be
expected to submit a copy of their data. This will be checked in their presence, so
observers should ensure that the data set is complete and correct before debriefing.
37
3
Technical
3.1
3.1.1
Data Collection
Introduction
Scientific observers, aboard transhipment vessels, are required to report upon all
transhipment operations within ICCAT waters. Notwithstanding the fundamental ICCAT
logbook data requirements, actual tasks undertaken by scientific observers are
dependent upon arrangements made between Members designating and receiving
scientific observers. Text Box 5 details the priority activities of observers on board
transhipment vessels.
Text Box 5: Current obligations of observers operating on transhipment vessels
operating in the ICCAT area:
•
•
•
•
•
Record and report on the transhipment activities carried out;
Verify the position of the vessel when engaged in transhipping;
Observe and estimate products transhipped ;
Verify and record the name of the LSTLV concerned and its ICCAT number;
Countersign the transhipment declaration.
Actual data requirements and associated data reporting formats expected of observers
are discussed comprehensively below. Logbook forms are completed throughout the trip
and are presented to the observer supplier offices post-deployment. Additionally, the
observer is required to communicate Reporting Forms immediately following completion
of specific tasks. Figure 16 shows the order in which the observer logbook and reporting
forms are completed during the typical deployment.
38
Figure 19
39
Schematic diagram of observer logbook and reporting tasks and order the in which they will typically be completed
3.2
General Data Form and Reporting Instructions
The standard instructions and rules for all data forms and reporting needs associated
with the deployment of an ICCAT transhipment observer have been listed here. Certain
information overlaps from one form and/or report to another, these general instructions
should prove useful for completing various forms and/or reports throughout a
deployment. Observers will enter all forms into the Access observer database which will
be merged into the Master database and submitted to ICCAT at the end of the trip.
Instructions below describe the circumstance by which data will be entered into the
Access data forms.
Observers will maintain hard copies of all forms and reports. Forms are designed for
entry in the field, however, it is acceptable to record raw-data in another format and then
complete the form later. If forms are not completed on deck, please attach the deck
sheet (raw data) to the form. Observers will maintain all electronic and hard copies of
data until debriefing, maintain one copy on the computer’s hard drive and a copy on the
travel “flash” drive. Back-up all digital files regularly (preferably daily).
•
ICCAT Observer Number: This is a numerical value unique to each observer.
This number will be assigned to the observer by the Consortium coordinator prior
to deployment and will be displayed on the identification card.
•
Names of People: There will be many instances when completing forms,
reports, and logs where the name of a person (i.e. yourself, captain, crew) will be
reported. Regardless of order (the order of surnames and given names can
change from one nation to another), report names in full, as they would be
spoken during introductions, and include prefixes such as Mr. and Mrs. when
appropriate.
•
ICCAT Request Number: This is a numerical value unique for each deployment.
This number will be provided to the observer by the coordinator prior to
deployment and will appear on all forms, reports, and logs.
•
ICCAT (Vessel) Reference Number: This is a vessel-specific numerical
identifier, used by ICCAT to track permitted vessels and to help identify vessels
without permits:
o Large Scale Tuna Longline Vessels (LSTLVs) registered in the ICCAT:
record value found on the provided list in the database.
o For LSTLVs not on the list: contact the Consortium for more information.
The ICCAT-authorized vessel list is periodically updated and some
vessels may have been recently added that are not on observer’s list.
•
Carrier Vessels ICCAT Number (observed vessel): This number will be
provided to observers by the coordinator prior to deployments.
•
(Vessel) Registration Number: This is a vessel-specific identifier, used to
identify registered vessels by many different entities and for many different
40
purposes internationally. This “number” may be made up of digits, characters,
and sometimes dashes. Record it exactly how it is printed with characters always
recorded as capital letters.
o LSTLVs: this number may be included on the list provided. Otherwise, it
can be obtained from the transhipment declaration form completed by the
carrier vessel. To verify, observer may be able to view this number
printed on the vessel, though it may not be visible.
o Carrier vessels (observers’ vessel): this number will be readily available in
many types of documentation on the vessel and will normally be
displayed inside the wheelhouse.
•
LSTLV Vessel Name: There are different ways by which a numerical value may
be associated with a vessel’s name (i.e. No. 4 Sea Bird, Sea Bird No. 4, Sea Bird
IV, etc.) or there may be unforeseen breaks in an assumed single name. In some
cases, as the names are transliterated from a foreign language and may be
spelled slightly differently, for example Chen Yu 3 may be spelt Shen Yu 3.
Record the name exactly as it is observed on the vessel. Different companies
may operate similarly named vessels, and these seemingly small differences
may have significance in verifying the identity of a vessel.
•
Vessel Call Sign: This is an international vessel identifier generally found on the
side of a vessel, on the top of the wheelhouse, and by the radio. This may be
made up of digits and characters. All characters will be recorded as capital
letters. Call signs are included in the vessel list provided.
•
Operator/Company: The terms “operator” and “company” are interchangeable.
This field is asking for the name of the company that operates a particular vessel.
This information may or may not be currently documented for ICCAT-registered
LSTLVs in the current vessel list. Observers can retrieve the Operator by asking
LSTLV captains. Carrier vessels will have documentation of this available on
board. Record operator/company names exactly as they are provided - names
may be very similar in spelling though not at all associated.
•
Flag State: This is the nation by which a particular vessel is registered. This is
normally displayed on the vessel, with the vessel’s name and can be retrieved
from many sources. This oftentimes does not correlate with the nation of origin of
the vessel, the crew on board the vessel, or the operating company of the vessel.
Flag state is listed in the current vessel list.
•
Port Name: Record the names of the city and nation of the port
•
Date: Record date fields in the following format - dd/mm/yyyy.
•
Time: Record time fields in the following format GMT+-hh xx:xx, on a 24-hour
“military” clock. GMT+-hh will be the time zone plus or minus hh hours from
Greenwich Mean Time. Use the official time on the vessel. Most vessels have a
ship’s clock system that maintains the proper time based on position.
41
Figure 20
World
time
(from: sparce.evac.ou.edu/q_and_a/universal_time.htm)
zones
•
Position: Latitude and Longitude will be filled out in the following format [
___°___.___ N/S / ____°___.___ E/W] Degrees, minutes hundredth of minutes,
Direction. Each position has eight fields to enter on e-reports.
•
Deployment Method: There are 3 recognized methods for an observer to
embark (board) or disembark a vessel (carrier or transfer), thus beginning or
ending a deployment on a vessel:
o Portside, directly on to/off of the carrier vessel.
o Portside, by way of a port-services launch, on to/off of the carrier vessel.
o At sea, off of/on to a transfer vessel on to/off of a carrier vessel.
•
Deployment Start: Port-stops excluded, the start of the deployment is defined
as when the observer leaves portside (directly or by launch) or an assigned
vessel (carrier or transfer), embark upon an assigned vessel (carrier or transfer),
and complete the safety inspection.
•
Deployment End: Port-stops excluded, the end of the deployment is defined as
when the observer disembarks an assigned vessel (carrier or transfer) and
embark portside (directly or by launch) or an assigned vessel (carrier or transfer).
•
Weight: Will be reported in metric tons.
42
•
Measurements: Will be reported in meters or centimeters.
•
Speed: Will be reported in nautical miles (knots)
•
Species Names: When writing out species names, common names will all be
written in lower case and the ICCAT recognized scientific name should follow:
when mentioned for the first time- e.g. bigeye tuna (Thunnus obesus). If a
scientific name is repeated, write the genus with a single capitalized letter, ,
followed by the species name as usual- e.g. T. obesus.
•
Species Group Codes: Observers will endeavor to identify transshipped
products down to the most precise grouping (coding) possible, however,
observers will regularly need to classify fish products under more general
groupings (codes). For the purposes of standardizing how those groupings are
classified, listed here are codes used for grouping certain commonly
transshipped products:
o SKH (various sharks; Selachimorpha/Pleurotremata): unidentified shark
species, record the unclassified shark species as a SKH. Shark fins will
be listed under this code, though notes should accompany this partial
product.
o BIL (marlin, sailfish, spearfish; Istiophoridae): unidentified billfish species
(i.e. blue marlin; BUM; Makaira nigricans), record it as a BIL. Swordfish
(SWO; Xiphius gladius) will be readily identifiable and generally will not be
listed under this code.
o TUN (tunas; Thunni): unidentified tuna or tuna-like fish species, record it
as a TUN. Tunas may be difficult to identify to species for several
reasons, including one common occurrence – when several individual
tunas of various species are transshipped on a string too quickly to
estimate the number of tunas by species – these may be grouped under
the TUN code. Tuna roe and stomachs will also be listed under this code,
though notes should accompany these partial tuna products.
o OTF (Other fish Unclassified): unidentified fish product (or a group of fish
products) or species group, this unclassified fish species will be recorded
as OTF. For instance, when a brailer/cargo net being used to tranship
miscellaneous fish product is going by too fast , is obscured, or at an bad
angle to identify fish products, this code may be useful.
Instructions listed here will not be repeated for each set of form instructions found further
on, refer back here frequently. Form-specific instructions, detailing further information
useful in the completion of each form and report, are listed along with the associated
Observer Duties that necessitate their completion
3.2.1
Pre-Sea forms and Reports
Observational requirements have been grouped into four categories, each of which is
referenced to specific ICCAT Observer Log sheets where appropriate:
43
• Form T1 - Observer / Vessel Details
• Form T2 - Deployment Forms (i, ii and iii)
• Form T3 - Inspection Checklist
• Report R1 – Observer Deployment Report
ICCAT codes and units of measurement to be used in completing the logbooks are
found in the Appendix B.
3.2.1.1
Form T1 - Observer / Vessel Details
Form T1 describes the basic information required to identify the observers’ deployment
onboard their assigned carrier vessel. This form will only be completed for carrier
vessels and not completed for any other vessel (i.e. transfer vessels).
The following outlines the information to be collected (by data field) for the Form T1:
• ICCAT Request Number
• Observer identity:
o Observer’s full name
o Observer’s signature
• Carrier vessel identity:
o Vessel Name
o ICCAT Reference Number
o Vessel Call Sign
• Port of Boarding
• Deployment Start and End
The T1 form is basically a cover sheet for the Logbook; observers will not need to
forward copies of the Form T1 to the Consortium prior to trip departure. However, aside
from the Deployment End field, it will be completed before departing for sea and retained
in the files.
Complete the Form T1 digitally as a Word document:
• Open the Form T1 template (found among the ICCAT Logbook Forms)
• Save the file separately in the following format: ICCATxxxxxT1 (ICCAT+5 digit
ICCAT request #+T1)
• Enter the data fields (as outlined below)
• Enter the file name in the footer of the document
• Save throughout entering
3.2.1.2
Form T2 - Deployment Forms
Form T2 (with all pertinent sub-forms) describes all vessels boarded during an
Observer’s deployment.
The T2 is split up into three sub-forms:
• T2 (i) on Carrier Vessel
• T2 (ii) on Transfer Vessel (Outgoing)
44
•
T2 (iii) on Transfer Vessel (Return)
The following outlines the information to be collected (by data field) for all three subforms T2 (i), T2 (ii), T2 (iii):
• Vessel Identity:
o Vessel Name
o Call Sign
o ICCAT Reference Number
o Flag State
o Registration Number
o Operator/Company
o Captain
• Vessel Embarkation and Disembarkation Information:
o Boarding Date
o Deployment Method
o Boarding/Embarkation Location: name of port (if at-sea, the name of the
vessel observer is boarding from)
o Position
o Pre-Sea Inspection Performed (Y/N)
o Deployment Refusal (Y/N): Did either the vessel refuse to accept
observer on board or did observer refuse to deploy upon an assigned
vessel?
o Problems (Y/N): Upon the Pre-Sea Inspection (Form T3), are there any
deficiencies on the vessel assigned to in regards to safety standards,
communication operations, or otherwise?
o If yes (to either a refusal or a problem), provide a reference to
documentation that supports either of these two scenarios that may
jeopardize the boarding of a vessel.
o Disembarkation Method
o Disembarkation Location: name of port (if at-sea, the name of the vessel
observer is boarding from)
In addition to the above, the following outlines supplementary information to be collected
(by data field) for the T2 (i) sub-form:
• Tuna products onboard (Y/N): Ask the carrier vessel Captain/Officers if any tuna
products are present onboard at the time of the boarding. The opportunity may
arise for the observer to view the hold in person, though it is important that the
observer does not compromise their position onboard or their personal safety in
trying to achieve this.
• Time Zone (GMT±): Record the time zone (± hours) in relation to Greenwich
Mean Time (GMT) at the Boarding Location
For deployment on a carrier vessel, complete a T2 (i) sub-form. If the observer uses a
transfer vessel for the beginning of the deployment (Outgoing) to the carrier vessel, fill
out a T2 (ii) sub-form. If observer uses a transfer vessel for ending the deployment
(Returning) from the carrier vessel, fill out a T2 (iii) sub-form. In the rare case that
observer will need to deploy upon multiple transfer vessels, outgoing or return, observer
will need to fill out multiple sub-forms to describe each vessel boarded. For transfer
45
vessels, the observer will communicate with one of the vessel officers to obtain the
required information while still onboard. If the observer boards the carrier vessel portside
(directly or by way of launch) and do not board any transfer vessels during the
deployment, only a T2 (i) sub-form needs to be completed and will not need to complete
any T2 (ii) or T2 (iii) sub-forms. Complete the T2 (i) and (as needed) the T2 (ii) prior to
commencement of the trip and retain it in the files. Observer will not need to return any
part of the Form T2 to the Consortium prior to trip departure.
Complete the Form T2 digitally as a Word document:
• Open the Form T2 template (found among the ICCAT Logbook Forms)
• Save the file separately in the following format: ICCATxxxT2 (ICCAT+3 digit
ICCAT request #+ T2). If ii or iii sub-forms used include a ii or iii in the file name
(ICCAT001T2ii).
• Enter the data fields (as outlined below)
• Enter the file name in the footer of the document
• Save throughout entering
3.2.1.3
Form T3 - Inspection Checklist
The Form T3, Pre-Sea Inspection Checklist, will be completed for all vessels boarded by
the observer during a deployment. For each vessel boarded, it is important that the
observer complete Inspections, clearly documenting any problem with the inspection
and/or with the vessel’s cooperation with the observer, before:
• Carrier vessel departs port (or away from transfer vessel), or
• Transfer vessel departs port (or away from carrier vessel)
Depending on the circumstances of embarkation on to a vessel, arranging a proper PreSea Inspection may require foresight and planning on the part of the observer
(especially in cases of at-sea transfers). Observers will ensure that all parties involved
understand the importance of the Inspection and the gravity of a failed inspection. In
completing the form, the observer will need to personally check a number of features
around the vessel, particularly relating to safety and communications. This Inspection
will be performed by the Observer in the presence of at least one vessel Officer and,
when possible, a local vessel agent and/or an ICCAT Consortium partner.
The following items to be checked during a Pre-Sea Inspection are considered to be
Minimum Compulsory Requirements (as defined in the MoU):
•
•
Safety Certificate (Safety Management Certificate)
The vessel must have onboard a current valid Safety Certificate that does not
expire for a period of at least four months from the date of embarkation of the
observer.
Life Rafts
o The Life Rafts must have the capacity to accommodate the entire
compliment onboard the vessel.
o Life Rafts must be within their serviceable dates, which must cover the
expected maximum duration of observer deployment.
o All Life Rafts must be fitted with a Hydrostatic Release mechanism.
46
•
•
Life Jackets
o There must be a total number of life jackets onboard, readily available at
the emergency muster stations, to accommodate each of the compliment
onboard the vessel.
o All Life Jackets must comply with IMO – SOLAS LAS standards
Immersion Suits
o There must be a total number of Immersion Suits onboard, readily
available at the emergency muster stations, to accommodate each of the
compliment onboard the vessel
o All Immersion Suits must comply with IMO – SOLAS LSA standards
Including the Minimum Compulsory Requirements (listed above), the following outlines
the information to be collected (by data field) for the Form T3:
• Inspected By:
o Names and Signatures of Observer and a vessel representative/agent
o Date, Port, and Position of inspection
• Vessel Details:
o Vessel Name; Captain Name; Call Sign; Flag
o Size GRT: report in metric tons; found in vessel documentation
o Length Over All (LOA): report in meters; found in vessel documentation
o Number of crew: if applicable, include crew being transported; excluding
the observer
o Vessel Contact Number: If available, include country codes in phone
numbers; include email address when it is available
o Vessel Agents: If available, include country codes in phone numbers;
include email address when it is available
• Safety Equipment:
o Valid safety Certificate (Y/N)
 Issuing Authority: The Flag State authority
o Life Boats
 Type; Number; capacity; launch method
o Life Rafts
 Type; No.; capacity; hydrostatic release (Y/N); Service Date
o Life Jackets
 Type; Number; location; SOLAS approved (Yes/No)
o Immersion Suits
 Type; Number; location; SOLAS approved (Yes/No)
o Life Buoys
 Type; Number; Free Release (Yes/No); Light/SART attached
o Flares
 Location; If checked, Number; Expiration Date (earliest)
o First Aid Materials Location
o Certified Medical Officer: which Officer
o Fire Extinguishers
 Positioned in main corridors and bridge (Yes/No)
 Charge Seals intact: for the ones checked
• GMDSS Requirements:
47
Radio Equipment: Check the operational status of the HF, MF, VHF
radios, the INMARSAT and the NAVTEX on board
o EPIRB:
 Type, Number, location, Float Free or Manual Release
 If possible, note the Service Date
o SARTs:
 Type, Number, location, Float Free or Manual Release
 If possible, note the Service Date
Accommodation (Observer):
o Single Cabin or Sharing, and Comments
o This is a basic check to see if accommodations are acceptable. Further
details regarding accommodations will be recorded in the vessel’s
Observer Guide
General Comments: Record here,
o Any issues or problems with the Inspection
o Further details in regards to inspection items listed
o If the comments are lengthy, do not be limited by the confines of the
provided text box- if necessary, attach and extra sheet labeled “Pre-Sea
Inspection Comments”.
o
•
•
If any of the Minimum Compulsory Requirements not comply in a Pre-Sea inspection
and/or the observer believe their safety would be compromised by deploying on the
inspected vessel, the observer will inform the Consortium immediately - first email and/or
fax the coordinator the Form T3 along with the Report R1 and/or other documentation
and follow up with a call.
Complete the Form T3 digitally as a Word document:
• Open the Form T3 template (found among the ICCAT Logbook Forms)
• Save the file separately in the following format: ICCATxxxxxT3 (ICCAT+5 digit
ICCAT request #+ T3). If multiple vessels are inspected label electronic files
chronologically with a, b,c, etc after the T3 (ICCAT001/10T3a).
• Enter the data fields (as outlined below)
• Enter the file name in the footer of the document
• Save throughout entering
3.2.1.4
Report R1 – Observer Deployment Report
Report R1, the Observer Deployment Report, summarizes certain essential details
collected in the T1, T2, and T3 forms. This report must be completed for every vessel
boarded by the observer during a deployment.
The Report R1 is a pre-sea report and will be returned digitally (and by fax) to the
Consortium prior to departing for sea (certainly within 24 hours of deployment), along
with the Form T3. If assigned vessel (carrier or transfer) does not pass the Pre-Sea
Inspection, the Report R1 and the Form T3 will be returned to the Consortium as soon
as possible and follow up with a phone call.
The following outlines the information to be collected (by data field) for the Report R1:
• Observer Identification:
48
•
•
•
•
3.2.2
•
•
•
•
3.2.2.1
o Observer Name
o ICCAT Request Number
o Observer ICCAT Number
o Observer Contact No.- Cell Phone and/or Email address
Deployment Details:
o Departure Date and time- The date and time that the Observer began
their travels from London or other Point of Hire
o Boarding date, time and location
o Deployment Method - method of embarkation (portside, launch, transfer
vessel)
Inspection Status:
o Safety Inspection (Y/N)
o Deployment Refusal (Y/N): Did captain refuse to accept observer on
board or did observer refuse to deploy upon an assigned vessel?
o Problems (Y/N): Upon the Pre-Sea Inspection (Form T3), are there any
deficiencies or notable issues on the vessel assigned to in regards to
safety standards, communication operations, or otherwise?
o Form T3 Attached (Y/N): The Form T3 will accompany the Report R1 in
the Pre-Sea reporting.
Vessel Details:
o Vessel Type: carrier vessel, transfer vessel, or other
o Vessel Name, ICCAT Reference No., Call Sign, Flag State
o Captain
o Operator: The name of company that operates the vessel.
Problems Comments: if “Yes” for “Problems” is recorded, explain here any and
all deficiencies and/or issues associated with the Pre-Sea Inspection
Mid Deployment Forms & Reports
Form T4 – Transhipment Details Form
Report R2 – Observer Five Day Report
Photo and Video Log and Files
Report R3 – Supplier 5 Day Report
Form T4 - Transhipment Details Form
Each cruise may include more than 30 separate transhipments with different LSTLVs. A
separate T4 form must be completed for each transhipment event. The first part of this
form (T4 i) requires the observer to identify the LSTLV transshipping with the carrier
vessel. In addition, the observer will record the timings and positions of transhipments.
The second part of the Transhipment Details Form (T4 iii and iv) contains the observer
estimates of the species, product codes, fish counts and weights. The observer
calculates the percentage of transhipment observed. There are tables to record the
product information provided in the Declaration Form, as reported by the LSTLV, and by
the Carrier vessel.
49
The final part of the form T4(ii) track the tuna products transferred between vessels. The
tunas are typically transferred using a boom winch, in batches of between 10-30
individual fish. The observer will need to estimate the numbers of fish and species
composition of each load or string. The tunas will be partially processed and frozen.
Thus, species identification can sometimes be difficult. The observer will refer to the
species identification guides provided with the Observer Manual (Appendix I), so that
they become practiced at discerning between tuna species.
Observers will complete the following procedure for each transhipment and associated
T4. The Observation number is the same as the transhipment number. Keep
transhipment numbers in order by date. If observer takes a break or LSTLV divides a
transhipment into two parts record this as separate observation periods.
•
•
•
•
•
•
•
Prior to Transhipment record on Form T4(i) the Vessel Name, ICCAT Ref #, Flag
Nation and Registration number from the Vessel List. Number the Transhipment
at the top right of the T4 (i) in chorological order throughout the trip. (Will be
same number as transhipment number on R2).
o For transhipments that occur near the equator make sure you record
carefully whether it is north or south
o If the carrier vessel offloads fish product to another vessel, record the
details of the receiving vessel and use a OFF before the number. Record
the weight transferred in the ‘Reverse Transhipment’ form in the
database.
While LSTLV is tying up verify Vessel Name, ICCAT Ref #, Flag Nation and
Registration number. Take photographs of markings, unless there is anything
unusual restrict these to three:
1. Whole vessel
2. Bow
3. Stern
Record LSTLV Call Sign, Captain and Operator (if identifiers of vessels are
missing or wrong, document thoroughly and photograph) for T4(i).
Record Lat and Long position at start for T4 (i).
Record start time of transshipping for T4 (i & ii)
Retrieve LSTLV estimates of fish to be transshipped for T4(iv). Observer may
complete one or more of the three tables in T4 (iv).
o The observer will always complete the 1st table Summary as per
Declaration Form.
o If the LSTLV reports species number and/or weight record in 2nd table.
o If the Carrier vessel is using a hook scale, complete the 3rd table.
o If the Carrier vessel is not making an independent count/weight then the
Declaration form table and the LSTLV numbers will be the same.
Interruptions: Record any breaks or unobserved portion of the transhipment for
T4 (ii & iii). If observer stops the observation during the transhipment, a new T4
(ii) will be used. An observer with multiple start and stop times during a
transhipment, will have multiple T4 (ii)s. A break in the transhipment or switching
of holds does not constitute an interruption. For interruptions/breaks:
o If observation occurs both before and after an interruption, a second T4(ii)
will be needed. IF THERE IS NOT AN INTERRUPTION T4(iii) Summary
50
•
•
•
•
•
•
•
•
•
for Observed Fraction of transhipment B will be blank (or in the case of a
split transhipment, see below).
o Estimations of numbers and weights (for the Observer Fraction – T4(iii))
will be a summarization of estimated numbers and weights from all of the
observation periods in that transhipment (not a total estimate).
o Justify all interruptions in the Observer Daily Log and T4 comments.
Record the estimated number of fish and weight (if a hook scale is used only) of
each string on T4(ii).
o Row and stomachs maybe transshipped in sacks.
o Shark fins maybe transshipped in rectangular bundles.
o For partial fish products such as tuna row and stomachs or shark fins general species group codes (i.e. TUN, SKH) will be used. Summarize
these types of products as their own "string", separately reporting
estimated weights for these products.
Record end time and Lat and Long position of transshipping for T4 (i & ii).
Verify final transfer records from the LSTLV and the carrier vessel and record in
(T4(iv)).
In all cases of observed transhipments the observer will sign the Transhipment
Declaration prepared by the master of the carrier vessel to confirm that the
transhipment has been observed.
o Signing this does not mean that observer agrees or disagrees with their
declarations- it simply confirms that the transhipment has been observed.
o Vessel may ask the observer to sign this during or after operations.
Sum the total number of fish and weight (if a hook scale us used) for each
species and product type at the bottom of the T4 (ii). Calculate a weight estimate
if a hook scale was not used, see Weight Estimation below. Summarize species,
product code, number of fish and estimated weight in T4 (iii).
Calculate the Observer coverage for the transhipment
o Subtract the begin observation time form the end observation time (add
multiple sample periods) and enter in 1st blank
o Subtract the start transhipment time from the end transhipment time and
enter in 2nd blank.
o Divide Observed Time/Total Transhipment Time
Complete any comments or notes regarding product transhipped, LSTLV, etc
Note MARPOL and SOLAS violations in Logbook (with Photographs if possible;
do not confront or include on T4.)
Record the Transhipment #, LSTLV Name and ICCAT #, date, position on the R2
for the current period.
If an in port transhipment is observed, do not include in the primary data set. The
Consortium is not required to record the port transhipments; however, it is still good
practice to observe port transhipments and the data will be used. Include these in an
appendix to the main report
3.2.2.2
Report R2 – Observer 5 Day Report
The R2 Report is a summary of the transhipments that occurred during the 5-day
reporting period. The report only includes completed transhipments and only
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transhipments of fish are reported. If a transhipment is in progress at the end of a
reporting period then it will be included in the next R2. Observers will compile and send
their R2 reports on the schedule below:
 Period A – 1st to 5th
 Period B – 6th to 10th
 Period C – 11th to 15th
 Period D – 16th to 20th
 Period E – 21st to 25th
 Period F – 26th to the end of the month
It is important to send the R2s on time. Email these reports to [email protected],
[email protected] and [email protected], ensuring to copy all of these email
addresses in. If the e-mail is not working a fax copy to +44 (0)20 7499 5388.
To complete an R2 Report, open the R2 e-report 1.1. Save the file as
ICCATxxxR2mmddyy.xls (Which is derived from ICCAT request #+ R2+date in ddmmyy
format). Enter the fields and save the file when complete or as required to ensure no
loss of data to both computer Harddrive and flashdrive.
The following outlines the information to be collected (by data field) for the R2 Report:
o ICCAT request number
o Observer’s full name
o Observer ICCAT number
o Vessel Name
o Vessel Type
o ICCAT Reference Number
o Position on Date of report
• Date – date of report, will be 5th, 10th, 15th, 20th, 25th, or last day of the month.
• Transfer at Sea – observer only completes this section if conducted a vessel
transfer during the report period.
• Days Steaming – days during the five day period underway/steaming
• Days Standby - days during the five day period standby waiting for transhipment
• Transhipment Details
o Transhipment Number: assigned by observer, will be chorological
throughout trip.
o If the carrier vessel offloads fish product to another vessel. Record the
details of the receiving vessel and use a OFF before the number. LSTLV
Name
o Record if any southern bluefin tuna are being transshipped and whether it
was accompanied by a Catch Monitoring Form (CMF).
o LSTLV ICCAT number – If the vessel does not have an ICCAT
number, observer will highlight this in the R2 report. LSTLV Flag
o Date – of Transhipment, dd/mm/yyyy
o Position – Record the start position in degrees, minutes and hundredths
of minutes. Be sure to include whether it as north or south.
• Embark Date – date observer boarded carrier vessel.
• Embark Port – City or location observer boarded the vessel.
• Disembark Date – date observer disembarks carrier vessel.
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•
•
•
•
•
•
•
3.2.2.3
Embark Port – City or location observer disembarks the vessel
Return Date – Date observer returns to disembarkation port
Report Sent To - Will be either MRAG or Capfish on most occasions.
Date – of Transmission
By – list OBS if faxed or e-mailed directly by observer, Vessel if officer sends
documents
Time – of Transmission
Complete any comments
Photo and Video Log and Files
In order to easily sort and track pictures taken by observers, all relevant pictures taken
on the cruise will be archived in an Excel photo log. Download, label and record all
pictures on a daily basis in the order taken. The Photo and Video Log has a brief key at
the top. Take photographs of LSTLV bow, stern, side, and stack insignia (if present);
zoom in on any interesting features (such as shark fins or former names painted over but
still visible, or other identifying characteristic.)
1) Save pictures to a temporary folder on the computer desktop.
2) Select the best images (do not save three pictures of the stern, choose the best
one).
3) Rename selected photo files using the ICCAT request number followed by the
five digit picture number (xxx-00001). Save in a Logged Photo folder and backup
on the flash drive.
4) Record the pictures sequentially in the photo log include a fields:
a) all picture entries will have unique picture number xxx-xxxxx
b) all entries will have date
c) all entries will have the transhipment number or one of the codes
below:
i. MM for pictures of Marine Mammals, birds, etc
ii. VOL - for potential violations, not during a transhipment (use
transhipment # - VOL for pictures of potential problems
during a transhipment)
iii. MISC - other pictures such as crew, living quarters, training
shots, etc
iv. transhipment number will match format on the R2 report.
d) all entries of a vessel will have the Vessel name and ICCAT # or a
"-" if not applicable.
e) all entries will have a brief description.
Do not save very poor quality, accidental pictures or multiple pictures of the same
subject. Select the most representative pictures.
3.2.2.4
Form R3 – Supplier R3 Report
It is not the responsibility of the observer to fill in this form, it will be completed by the
observer supplier.
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3.2.3
3.2.3.1
Mid-Deployment Observer Duties
Southern Bluefin Tuna
Since January 1 2010 the CCSBT Catch Documentation Scheme (CDS) has been in
operation this has had a minor impact on the work of transhipment observers for
transhipments of SBT at sea. All transhipments, landings of domestic product, exports,
imports and re-exports of SBT must be accompanied by the appropriate CCSBT CDS
Document. In addition, from this time, each whole SBT that is transhipped, landed as
domestic product, exported, imported or re-exported must have a uniquely numbered tag
attached to it
3.2.3.1.1 Transhipments and CDS Documentation
The CDS form that transhipment observers will be dealing with is the Catch Monitoring
Form (CMF). A copy of the form is attached in Appendix 2. This same form is also in
the attached to the CDS resolution, but it is also attached as a separate attachment for
reference.
Please note that for transhipments, the CMF records ALL the SBT being transhipped
and it does not record any SBT that are not being transhipped.
The transhipment observer will be required to enter his/her full name, signature and date
in the appropriate part of the transhipment section of the CMF form. The CCSBT is not
requiring this to be a certification or validation of the correctness of the information on
the form. The observer’s signature simply provides evidence that the transhipment
observer was present and has examined the completed sections (Catch/Harvest Section
and Transhipment part of the Intermediate Product Destination Section) of the CMF
document. However:
• The observer’s transhipment report should record any discrepancies between the
observed details and the details recorded on the CMF form (particularly
discrepancies in weights or number of SBT, catching vessel details, transhipment
vessel details, or dates);
• It is preferable for discrepancies to be sorted out at the time of transhipment, but
this is up to the discretion of the observer and the perceived nature of the
discrepancy (e.g. accidental mistake or otherwise);
For discrepancies that cannot be sorted out at the time of transhipment, the CCSBT
would like to investigate ways of providing early notification to flag States and Fishing
Entities of such discrepancies so that those States and Entities can more easily resolve
the discrepancies. If possible these can be completed under the comments section on
the R2 form, the R2 form has been adjusted so the observer can record if a CMF was
present
3.2.3.1.2 Transhipments and SBT Tags
All whole SBT that are transhipped from January 1st 2010 will require a uniquely
numbered tag to be attached to it. Any transhipment where SBT are observed to be
without tags should be recorded in the observer’s report. If possible, the general
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presence of tags should be checked for all SBT transhipments, although this may not be
possible at a distance, so this is subject to feasibility.
3.2.3.2
Priority Mid Deployment Duties
The main purpose for deploying observers aboard transhipment (carrier) vessels is to
track at-sea transhipment operations between Large-Scale Tuna Longline Vessels
(LSTLVs) and carrier vessels. The list of essential duties for observers on board carrier
vessels operating in the assigned ROP Convention Area(s):
1) Record and verify identification information and other identifying characteristics of
all transshipping LSTLVs.
2) Record and verify the times and positions of all transhipments.
3) Sign transhipment declaration documentation on observed transhipments.
4) Record and verify the species and product types transshipped, estimating
numbers and estimating and/or verifying weights.
5) Issue periodic reports upon all transhipments.
Though observers should be equipped and able to complete all mid-deployment duties,
they should know their priorities well and not jeopardize the completion of higher priority
duties for the sake of completing less-essential duties.
Each day an observer is onboard the vessel there are three main duties that will be
completed daily:
a) Take daily position with heading and speed (same time each day if possible)
b) Determine the ETA for next stop and/or next transhipment
Record in Daily Observer Log notes regarding the day’s activities.
3.2.3.3
Observer Daily Log
Regardless of whether or not transhipment operations occur, there are certain important
tasks that observers will complete on a daily basis throughout their entire deployment.
The Observer Daily Log is a day-by-day record, maintained privately by each observer,
in regards to all professional activities occurring among the course of the observer’s
deployment.
The following information will be recorded in the Observer Daily Log:
• Position, Course, and Speed of carrier vessel, preferably taken at the same time
each day (i.e. noon). Position and date, can act as the header to each day’s Log.
• Estimated date of upcoming transhipments and other activities, including an ETA
for the next port stop as the dates are made available or adjusted.
• Other (than fish transhipments) vessel-to-vessel exchanges (i.e. goods, fuel,
crew).
• Potential violations, vessel problems, and interpersonal conflicts.
• Anything else of professional noteworthiness, such as:
o Important correspondences with the contractor.
o Professional planning (i.e. length sampling strategies).
o Issues concerning job performance.
o Marine mammal, seabird, and other professional interest sightings.
55
The Daily Log will be considered a professional document. Always use detailed,
appropriate, clear, and precise language when drafting entries. Observers do not need
to maintain a hard copy of their Observer Daily Log.
The Observer Daily Log will be completed digitally as a Word document:
• Create log as a MS Word document.
• Enter header information, where xxx is the ICCAT request number. The observer
will enter their name and vessel name in format:
ICCATxxx Observer Daily Log: observer name; M/V vessel name;
• Save the file entitled in the following format: ICCATxxx – Daily Log, with
ICCATxxx as the ICCAT request number.
• Enter the file name in the footer of the document.
• Save this running file with each entry.
Below are some examples of a typical entry in a Daily Log:
MM/DD/YY
Position: xx.xx.xx N/S, xxx.xx.xx E/W; Speed: x; Course: xx knots
Flew from London to Singapore via Doha today. Upon arriving, was greeted at the
Changi by the vessel agent, Henry from Trimarine group (number (xxx) xxxxxxxx). As it
was late was taken to hotel to join the vessel the next day. Arranged to meet the agent
at 09:00 the next morning at reception.
3.2.3.4
Pre-Transhipment Planning
The number of transhipments may vary greatly on trips. The maximum number of
transhipments observed to date was 67 in a 12-week deployment. The minimum number
of transhipments observed to date was 4 in a 6-week deployment. Transhipments are
typically segmented, for instance vessel may have a long steam to a certain area where
a series of transhipments will occur. The vessel will steam for a couple of days to a new
location and take more transhipments. Vessel may continue this pattern throughout the
deployment before steaming on to the port of disembarkation.
Prior to transhipment operations, there are certain actions to help plan for transhipments
and ensure successful completion of mid-deployment duties:
1. Observer will visit the wheelhouse at least once per day to obtain location
information and to liaise with vessel officers in regards to any updates in
transhipment plans.
2. Once a transhipment is scheduled:
a. Record identification details the carrier vessel has on file for that vessel.
b. Verify LSTLV is registered in ICCAT by consulting the vessel list and email the Consortium if vessel not present. The Consortium will relay any
recent updates to vessel list to observer.
3. Keep list (with schedule information) of all LSTLVs the carrier vessel plans to
transship with, updating the list as plans change.
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4. Transhipment Declaration Forms may pre-declare LSTLV estimates of to be
transshipped. This information can help planning for the workload and when
implementing a sampling scheme.
5. Solidify plans for instituting sampling methodology for estimating the weight of
transshipped product.
6. Prepare all needed gear for deck work, ensuring that:
a. have all deck-use paperwork ready, with all know LSTLV information
completed beforehand
b. All batteries are charged for digital tools (i.e. camera, recorder)
Dress appropriately for the conditions at hand- sunscreen, sunglasses, floppy hat, and
lots of water, or rain gear as conditions warrant.
3.2.3.5
Transhipment Operations Procedure
Before transhipment operations begin, observer will: have a sense for how long
operations will last, be prepared for the work to be performed on deck, and have all of
the gear ready to go.
 Prior to Transhipment record on Form T4 the Vessel Name, ICCAT Ref #, Flag
Nation and ICCAT Registration number from the Vessel List.
 Identify LSTLV (When vessel is coming alongside):
o Photographs; bow, stern, side, company insignia (typically on stack if
present); zoom in on any interesting features (such as shark fins or
former names painted over but still visible, etc.)
o Verify LSTLV Vessel Name, ICCAT Ref #, Flag Nation and Registration
number.
o Record LSTLV Call Sign, Captain and Operator (if identifiers of vessels
are missing or wrong, document thoroughly and photograph) for T4 (i)
 Get LSTLV estimates of fish to be transshipped for T4(iv)
 Monitor the transhipment
• Record start time of transshipping for T4 (i & ii)
• Record position at start for T4 (i)
• Record any breaks or unobserved portion of the transhipment for T4 (ii &
iii)
• Record the estimated number of fish and weight of each string (record
weight only if a hook scale is available) on T4(ii). Summarize in T4 (iii).
• Record end time of transshipping for T4 (i & ii)
 Verify final transfer records from the LSTLV (t4(iv)) and the carrier vessel
(T4(iv)).
 In all cases of observed transhipments the observer will sign the Transhipment
Declaration prepared by the master of the carrier vessel to confirm that the
transhipment has been observed.
 Note MARPOL and SOLAS violations in Logbook; do not confront. Photograph
and notes in Daily Log.
 Record on the R2 E-report: the Transhipment #, LSTLV Name and ICCAT #,
date, position, and the Weights of BET, YFT, SWO, and OTH as reported on the
transhipment Declaration.
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When on deck, be keen to anticipate potential hazards, such as:
• Unforeseen factors necessitating the sudden separation of vessels.
• Cables under tension.
• Cargo or rigging moving about overhead.
• Strings of product dangerously swinging about in rough weather conditions .
• The bites of mooring lines.
• Nylon loops (used to string fish together) which can be slippery if stepped upon.
Stay out of the crew’s way as much as possible, while maintaining the ability to signal
them easily when need be. Map the best observation point(s) to conduct observations
avoiding the direct sunlight and high traffic zones. Often a good location is under the
cover of the mast house near the cargo hold to be loaded.
There are no general rules for how product is transshipped and there are many variables
to consider. It is good practice to liaise with the carrier vessel crew and/or the LSTLV
vessel Captain prior to transhipment to get an idea of which species and approximate
number of metric tons (by species) of product they intend to transship. Find out how
(hold to hold, deck to hold, etc) and where (which hold) they intend to conduct the
operations. Finalize the sampling strategy once the final pieces of the puzzle are in
place.
Generally, there are two main ways that product are hoisted over:
• All strings moved with carrier vessel equipment: hoisted directly out of the LSTLV
cargo hold, swung over, and then lowered into the cargo hold of the carrier
vessel
• Strings arranged on the deck of the LSTLV with their equipment. Then, with
carrier vessel equipment, hoisted, swung over, and lowered into the cargo hold of
the carrier vessel.
Product is generally transshipped in strings, though cargo-net baskets may be used
throughout or just for a portion of operations. For instance, a mix of small fish, is often
found towards the end of operations, may be hoisted over in nets because stringing
together small fish may be too time consuming. Product may be predominately
separated by species and species groups throughout an entire transhipment. Generally,
there is some mixing among species/species groups and the severity of mixing can vary
greatly from one transhipment to another and even within one transhipment.
The per string average may vary greatly, but a normal number of fish per string ranges
from 10 to 30, with sometimes more than 50-60 fish in a string. Additionally, the use of
nets may significantly inhibit observations of product.
3.2.3.6
Species Identification and Tallying Estimations
Species identification of frozen fish (of various product types) will always be limited as
compared to freshly caught, pre-dressed fish. The variable nature by which product is
transshipped from one transhipment operation to another and even within a single
transhipment operation (as discussed above) can have significant influence on
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observers’ methodology and in the ultimate effectiveness of successfully identifying and
tallying transshipped product. Prior experience working with pelagic (tuna and/or
swordfish) longline fisheries and increased transhipment observer experience will greatly
help the observer’s species identification and tallying of product.
Observers should not expect their species identification and tallying functions to be as
accurate as with more ideal circumstances:
• Use best judgment and utilize all the tools available;
• Identify, minimize and take into account limiting factors that influence
identification and tallying.
• Maintain detailed records of all influences upon the accuracy of collected data, as
well as any adjustments made to the observation methodology in order to
account for such influences.
Observers will tally product by species and species groups. Observer will try to identify
transshipped products down to the most precise grouping (coding) possible, however,
regularly they will need to classify fish products under more general groupings (codes).
See the selection of commonly used species group codes in the General Data Form and
Report Instructions above (for tuna, sharks, billfish, and other unclassified fish species)
that may be helpful.
There are multiple tools available for completing species identification and tallying
duties:
• Digital Camera: photo and video footage of strings can help verify species
identification and tally estimations
o Especially useful for large and/or highly mixed strings
o Pictures and video can be reviewed multiple times in between strings.
o For further verification, retain footage to review on a computer after
transhipment operations are complete.
o Observers can save footage of pictures of product they have trouble
identifying, to be later reviewed during debriefing.
• Thumb Counter: counters can be very useful for tallying transshipped product.
Will be able to click faster than an observer can memorize a count.
• Deck Forms: Aside from T4 (ii) forms, observers may wish to have other blank
forms in/on clipboard for tallying, taking notes, and for length sampling purposes
The following is a list of the ICCAT-recognized Product-type Codes, with descriptions:
• GG: Gilled & Gutted (with heads still normally attached)
• DR: Dressed (gilled, gutted, part or all of head off, fins off)
• RD: Rounded (fins may be off, though trunk not dressed/processed at all; whole)
• FL: Fillet (completely dressed fish, parted into fillets)
• BM: Belly Meat (a partial product; may be transshipped in sacks)
• OT: Other (any other unclassified product types)
• NR: Number (when the product type is un-observable and can only be tallied)
• LW: Live Weight (live product; should not be needed on carrier vessels)
• SF: Shark fins (a partial product usually shipped in bundles)
• RO: Roe from Tuna (usually transshipped in sacks)
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Some species/species groups may be transshipped as multiple product types. Be sure
to record all product types for each species/species group recorded (per string and for
“Observer Fraction” on the T4(iii).
3.2.3.7
Weight Estimations
Observers are tasked with estimating the weight of transshipped product by the species
and species group that they tally during their observation period(s). The main purpose is
to verify the weights recorded by the carrier and LSTLVs on the Transhipment
Declaration. The observer records the weight estimates on the Observer Fraction of the
Form T4 (iii). There are five (5) preferred options for accomplishing this task. These
options are ordered by preference of implementation - Option #1 being first and Option
#5 being last. Observers will avoid estimating the weight of strings by solely visual
means. If visual estimations are used, the observer must document the rational and
means of the visual estimation thoroughly.
 The most accurate and independent weight estimations observers can make will
come as a derivative of their tally estimations (assuming that these tallies are
complete for the observation period(s) recorded).
 Observers will only complete the String Weight field on the T4 (ii) when a hook
scale is available (Option #1).
 The Observer Fraction of estimated weight of transshipped product (by species,
species groups is the summation of each species’/species groups’ tallied in the
observation period(s), multiplied by average weights (independently estimated or
derived from Declaration numbers).
Option #1 – Weights from CV Hook Scale Readouts: If the carrier vessel employs an
operational in-line scale, observers can make an estimation of the total weight of the
product transshipped by:
o Total Weight - sum the recorded CV scale readouts for all strings in a
transhipment.
o Total Product Count - Sum of species tally estimations (by
species/species groups),
o Proportional Weight of Product – Use number of fish and weight from
Transhipment Declaration to proportion the Total Weight into a weight for
each product code declared.
Total Product Weight = Declared Poduct count x Total Weight
Declared Product Weight
o
If the Declared weight or total count of products is not available from the
vessel, determine an average weight for strings of non-mixed product. For
example, if a transhipment has three strings of BET without other species,
sum the total weight of the three strings and divide by the estimated count
of the product on those three strings. Observer will use the largest
possible sample size to determine average weights.
60
Option #2 – Hanging Scale to Determine Average Weight – If vessel has a hanging
scale, the observer will take weights on a random systematic basis from every nth string.
The observer will use the fish(es) selected by the carrier vessel to test temperature as
part of the weight sample. The observer will select X number of fish form from each
string based on a systematic sampling scheme with a random starting point. The
observer will maximize the sampling size, collecting as many fish as possible, without
causing excessive delay in the transhipment process. Confirm with carrier vessel crew
that weight sampling will be allowable (will require every nth string to stop shortly before
lowering into the hold).
For example, the observer may select three fish from each 3rd string starting at the string
corresponding to the roll of a six-sided die. The observer will try to maintain the same
selection process throughout the cruise, randomly selecting the starting point. Fish
selection will be selected in the same manner each time also, ie lowest fish, three fish
closest to a point on rail, etc. Changes in transhipment procedures way force the
observer to alter the sampling scheme to ensure excessive delays are not caused.
Provide thorough notes regarding the sampling design.
Observer combines the actual weights and divids by the total number of fish weighed for
each product/species group. This average weight is then multiplied by the total
estimated counts for each product/species group to reach a Total Product Weight.
Total Product Weight = Avg wt for Species x Total Observer Count Species
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Option #3 - Weights from Length-Sampling: If no scale is available, observer will
sample for length measurements and convert to weight to determine an average weight
for each product/species group. A length-sampling strategy can help to acquire an
independent estimation of weights. The average weight is applied to the observer
estimate of fish in each product/species code similar to Option #2.
o Confirm with carrier vessel crew that length sampling will be allowable
(will require every nth string to stop shortly before lowering into the hold.)
o Consider the circumstances and the resources on hand.
o Devise a random systematic sampling scheme that will be most
representative and at the same time practical in implementation (see
length sampling below).
o Fine-tune sampling design as required; however, try to maintain the same
structure throughout the cruise if possible.
o Provide thorough notes regarding the sampling design.
Total Product Weight = Avg wt for Species x Total Observer Count Species
Option # 4 – Weights from Declared Average Weights: Observer can derive average
weights from (as a proportion of) “declared” information if and only if the carrier vessel,
the LSTLV, or a combination of the two “declare” both numbers and weights of product.
This is not a full independent estimation, but may be the best estimate available.
o Use number of fish and weight from Transhipment Declaration to
determine an average weight for each product/species code declared.
o Multiply the independently collected tally data by declared average
weights of each respective product/species group to derive observer
weights.
o If observer’s product/species group designations are more specific than
those declared by the vessel/LSTLV - observer may need to proportion
the OTH group into multiple species codes.
Option #5 – Weights from Declared Weights: If Option #4 is not possible (i.e. no
numbers are declared), or there is not viable information to make an independent
estimate:
 Record the weights reported by the carrier vessel found on the
ICCAT Declaration Form, proportioning “other” species as with
Option #4.
 Pursue ideas for reaching an independent estimate with the
Consortium.
 Provide thorough notes regarding why a weight estimations by
other means cannot be accomplished and describe the outlook for
implementing other options.
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General Notes on Weight-estimation Options:
• If at any time there is a lack confidence in the results of weight default to Option
#5, and note the reasoning.
• Please keep in mind that Option #1-#4 will not work if the Observer’s tallies are
incomplete for the observation period(s) recorded.
• Option #1 will not work if CV scale readouts are missed or un-readable.
• Option #4 will not work if both numbers and weights are not obtainable (by a
combination of the carrier vessel or the LSTLV declarations).
• For transhipments with observer “interruptions,” the recorded weights will not be
total (for all transshipped product) weights, but will be a summation of weights
from all observation period(s) in that transhipment, a fraction of the whole.
3.2.3.7.1 Proportioning
The following tips are listed to assist observers with proportioning tasks associated with
deriving weights from “declared” average weights:
1. For proportion only, it is acceptable to visually estimate relative average weights
of the various species/species groups that fall under the assumed declaration.
2. For instance, observer tallies 10 opah (LAG) and 10 billfish (BIL) that are
declared as “other” on Declaration. From estimations, the average weight of BIL
is significantly larger (say 2 times larger) than that of LAG, the proportion (thus
weight) for BIL will be ~2 times that of the proportion (thus weight) for LAG.
3. Certain products such as shark fins, tuna row, and tuna stomachs may come on
board in bundles or sacks. Estimate the average weight of the bundles or sacks
that these products are transshipped in. Then multiply the average weight by the
number of bundles/sacks tallied to find their proportion among the “other”
species.
4. Justify all proportioning with notes.
3.2.3.8
Post-Transhipment Duties
Observers will complete post-transhipment duties as soon as possible following the
completion of transhipment operations. Below are the post-transhipment observer
duties:
• Use photo, video, and/or voice-recorder media as needed for verifying any
collected information, such as:
o Vessel identification
o Species identification
o Tally figures
o Length-sampling results
o Potential violations
• Label and save media using proper file name format (i.e. photos, video) in a
digital folder and complete Photo Log
• Conduct any needed length to weight calculations
• Verify final transfer records from the LSTLV and the carrier vessel
• Complete hard copy of the T4 form
• Enter data into T4 e-report
• Add line for transhipment to the R2 e-report.
63
3.2.4
End of Deployment Reports
3.2.4.1
Form R4 – End of Trip Report
Observer will complete an R4 report for each cruise. A template is provided with
headings, some basic narrative and instructions. Observers will use their Daily Log,
forms and reports to add the required information. In order to give the captain an
opportunity to comment on the report, an initial draft report will be submitted to prior to
disembarking vessel. Observer will emphasize the report is a draft only and the captain
can submit any comments to the Consortium or the observer within 5 days of receiving
it.
The observer must also submit a draft report during their debriefing session upon return
to the country; this will be reviewed during the debriefing session along with health and
safety issues, conditions onboard and ease of performing observer duties. Following
this, a final draft submission will be given to the observer supplier within 7 days of
disembarkation. The Consortium will combine any comments from the master of the
carrier vessel, edit the report and submit to the ICCAT secretariat.
3.2.4.1.1 Guidelines for Completion
Use the electronic template when creating the cruise final report. The following general
points will be considered when writing the report:
• The observer report is a means of presenting all work carried out by the observer
in a clear and concise format. All information requested is essential and will be
used for assessing vessel compliance.
• The report, together with the data set, also provides a standard format for
evaluating observer performance.
• All final reports and data are submitted to the ICCAT Secretariat, the report is the
road map to the data set.
• It is essential that observers dedicate sufficient time and effort to both writing and
editing R4 cruise reports. Report quality not only reflects upon the
professionalism of the observers, but also upon the program.
The ROP point 5c requires that observers provide an opportunity for the Master of the
vessel to contribute to or comment on the trip report. To enhance transparency, the
Consortium recommend that as standard:
•
•
•
•
A draft copy of the report will be provided to the Master prior to the
Observer leaving the vessel.
The observer will bring to the Masters attention the relevant section of the
ROP relating to records/reports.
The observer will respond to any (reasonable) request from the Master to
include information in the report.
When submitting report to the Master, observer will indicate that the
report is a draft only and that some changes may be made by MRAG to
the final report.
64
•
The report will provide contact details of the Consortium with instructions
that the Master must submit contributions to the report within 5 days.
3.2.4.1.2 Political Issues and Violations
If ICCAT measures are contravened or MARPOL regulations are violated, please do not
refer directly to violations in the main body of the report. Accurately document any
observations and include them in the appropriate section of the report. The observer will
not state that the vessel was in breach of “rule xxxx”, but simply report factually the
details of what occurred. ICCAT will determine if an infringement has occurred.
Items of a sensitive nature such as MARPOL violations, suspected fish laundering,
safety concerns, etc will be placed in an Addendum to the report at this time. The
Addendum will not be a part of the main report given to the Master of the vessel.
Relations between the carrier vessels and the program are still new. It is important to
provide clear details of observations regarding any suspect activity. However, it is not
the observer’s responsibility to provide any judgment of the vessel activity. The ICCAT
Secretariat will determine if further action is required. Until the program is further
established and the ICCAT and the Consortium have a firm grasp of what normally
occurs on the carrier vessels, politically sensitive issues will be handled discreetly. If an
observer has questions regarding the sensitivity of a subject, please confirm with the
Consortium before including in the main body of the report.
3.2.4.1.3 Technical Points
a) Restrict the report to ICCAT ROP tasks only; if in doubt include details in an
annex.
b) Write the report in third person, past tense. For example, “The observer
measured” rather than “ I measure”.
c) Check the document with an English spell-checker.
d) Ensure that spellings and names used are correct.
e) Use the appropriate terminology for species, vessels etc.
f) All scientific names used will be in italics, genus capitalized, species lower case,
e.g. blue fin tuna (Thunnus thynnus).
g) Common names, unless proper nouns, will all be written in lower case and the
ICCAT recognized scientific name will follow, when mentioned for the first time in
the report. e.g. blue fin tuna (Thunnus thynnus)
h) When referring to fish species, use the scientific name, when possible. If a
scientific name is repeated, contract the genus to a single capitalized letter
followed the species as usual e.g. T. thynnus.
i) Ensure that values stored in the e-reports match those included in the report;
compiling the report will allow a review of inputted data and check for typos or
omissions made whilst at sea.
j) Once complete, set the report aside for a day and then re-read it with a fresh
perspective and a critical eye. If possible, ask someone to proof read it.
Remember this is a report and flippant language is to be avoided.
65
3.2.4.1.4 Vessel-Specific Observer (How-To) Guide
In an attempt to build a record for future observers, the Consortium is asking all
observers to create a How To Guide for each vessel’s first deployment. The How to
Guides will be provided to the subsequent observers on the vessel, who will update the
Guide. Please record the procedures for each of the following items and record in the
format of the attached guide for the Fuji I.:
OUTLETS
FAX
SCANNER
PHONE
EMAIL
SHIP OFFICE
USB drives/Attachments/Printing
SAFETY
MEALS
Suggestions of Things to Bring
MISC INSTRUCTIONS
3.2.5
Disembarkation
Upon completion of transhipment activities, observers will jointly notify their coordinator
and the vessel’s agent in the port of destination. The observer will provide the
information on the date of arrival; request a assistance for a visa if required, secure
accommodation (if needed) and request return flight.
The supplier will provide flight information and hotel information and coordinate the
observers return, typically to London.
3.2.6
Debriefing
Upon return to London, observers will be expected to visit the MRAG office for a
debriefing session. Unless otherwise noted, the observer will report at 10am. Observers
will have a first draft of their final reported completed to submit to the observer
coordinator. This provides an opportunity for any outstanding matters in the report to be
addressed. Observers will be expected to have the following completed prior to
debriefing:
• R4-Final Report completed.
• All R1, R2, T1, T2, T3, T4 forms imputed into e-reports
• All pictures correctly labeled and archived in the Picture Log
• Daily Notes and Transhipment Declarations in order
• Gear cleaned, packed and ready to return
Observers are to place all e-reports and files in the following file format, where
ICCATxxx is the ICCAT request number for the current cruise:
ICCATxxx – Vessel Name – Obs Last Name – Obs Number
ICCATxxx – T4 Forms - Obs Last Name (place all T4 e-reports and len-wt calcs)
66
ICCATxxx – R2 Reports – Obs Last Name (place all R2 e-reports)
ICCATxxx – Pictures
ICCATxxx Photo Log
In addition the following individual files will be included:
ICCATxxxR1.xls
ICCATxxxT1.doc
ICCATxxxT2.doc
ICCATxxxT3.doc
ICCATxxx R4 Final report – Obs Last Name
ICCATxxx - Daily Logs
4
Health & Safety
4.1
Introduction
Life at sea working onboard a vessel is a dangerous occupation. Safety training
includes survival at sea, first aid and fire fighting. However all these involve training in
reactive actions to deal with the accident or loss of a vessel, an injury or a fire onboard.
Equally important is training in preventative actions or pro-active safety training to
prevent accidents from occurring in the first place.
Prior to sailing when observers board carrier vessels or transfer vessels for the first time
they will be required to conduct a pre-sea safety inspection. This inspection provides the
first opportunity to assess the safety standards onboard a vessel and in the event that
the vessel does not meet the minimum safety requirement it affords the observer the
right to refuse to board.
The overall safety of all personnel onboard the vessel, including that of the observer, is
the responsibility of the Captain, and in all aspects involving safety onboard, the
Observer falls under the authority of the Captain. In this respect Observers must
familiarize themselves with the general and emergency alarms and the emergency
procedures onboard and know where their muster station are situated. All new
personnel onboard should be taken on a familiarisation tour of the vessel by one of the
senior officers shortly after boarding. On board carrier vessels, where issues such as
language and cultural differences might be an obstacle, Observers may have to remind
the Captain of this requirement or be prepared to undertake their own tour to familiarise
themselves with the vessel layout.
Additional safety precautions have to be taken onboard carrier vessels when the vessel
is transhipping and hatches will be open and overhead cranes in operation.
Prior to being deployed onboard a carrier vessel all observers will have undergone
formal STCW 95 approved courses in personal survival training (PST), CPR & first aid
and fire fighting training.
Accidents to the vessel at sea and that threaten all the personal onboard include;
67
•
•
•
•
•
Groundings
Collisions
Fire
Flooding
Floundering or Capsizing
While onboard dangers to personnel include.
• The danger of falling overboard, “Man Overboard (MOB)”
• Falling into open hatches
• Moving machinery and cargo
• Gas leaks and suffocation when entering into confined spaces
Health and safety training leads to a heightened awareness of safety issues and through
this awareness many accidents and or disasters can be averted. In addition, and critical
to achieving this objective, is the need to cultivate an attitude and commitment to safe
working practices. Short cuts or neglect to wearing safety gear, smoking in your bunk or
leaving equipment unsecured put other people’s lives at risk as well as your own.
4.1.1
Pre-sea Safety check
Prior to sailing when observers board carrier vessels or transfer vessels for the first time
they will be required to conduct a pre-sea safety inspection to ascertain the vessels
compliance with respect to international safety standards. (Ref Pre-Sea Inspection Sheet
T3 Forms). The pre-sea boarding inspection provides the first opportunity to assess the
safety standards onboard a vessel and can be crucial to the Observer’s safety.
The result of this inspection and the requirement for the vessel to meet the “minimum
compulsory requirements” for international maritime safety standards determines
whether or not the observer will be permitted to board. The Observer also has the right
of “refusal to board a vessel” if they are uncomfortable with the apparent overall seaworthiness of the vessel.
The “minimum compulsory requirements” that a vessel is expected to comply with
are,
1
Safety Certificate (Safety Management Certificate)
 The vessels must have onboard a valid Safety certificate that is still in date
and must not expire during the pending cruise
"Safety Management Certificate" means a document issued to a ship, which
signifies that, the Company and its shipboard management operate in
accordance with the approved safety management system as set out in the
International Management Code for the Safe Operation of Ships and for
Pollution Prevention, (International Safety Management (ISM) Code).
2 Life Rafts
68
 The Life rafts must have the capacity to accommodate the full crew
compliment including the observer.
 Life Rafts must be within their serviceable date and the date before the next
service must accommodate the expected maximum duration of the pending
cruise on which the observer will be deployed.
 All Life Rafts must be fitted with a Hydrostatic Release mechanism.
3
Life Jackets
 There must be a sufficient number of life jackets onboard, readily available at
the emergency muster stations to accommodate each of the compliment
onboard the vessel.
 All Life Jackets must comply with IMO – SOLAS LSA standards.
4
Immersion Suits
 There must be a sufficient number of Immersion Suits onboard, readily
available at the emergency muster stations to accommodate each of the
compliment onboard the vessel.
 All Immersion Suits must comply with IMO – SOLAS LSA standards.
5
GMDSS Requirements
 The vessel must be GMDSS compliant in accordance with its tonnage and
its area of operation.
 Any component of the GMDSS requirement that is out of date or
unserviceable will render the vessel as not being GMDSS compliant.
Other items on the safety checklist, although not compulsory still reflect on the safety
and seaworthiness of the vessel and are expected to be in a fully serviceable state.
4.1.2
Familiarisation Tour
Whenever personnel board a vessel for the first time it is a requirement for them to be
taken on an orientation tour of the vessel to familiarize them with the vessels safety
systems and practices. The vessels safety officer, normally the First Mate, should
conduct the tour. On board carrier vessels, where issues such as language differences
might be an obstacle, observers may have to remind the Captain of this requirement or
be prepared to undertake their own tour to familiarise themselves with the vessel layout.
During the tour check specifically for;









Identify the fire/emergency/abandon ship alarms
Location of life rafts, release method
Location of muster lists and your muster station
GMDSS Equipment
Location of EPIRBs
Location of SART
Location of Inmarsat terminal and radios
Note where the immersion suits and life jackets (PFDs) are located
Note where the flares are located
69




Note where the first aid kit is kept and who is the medical officer
Take note of the escape routes from your cabin and normal work station
Location of fire fighting equipment and placement of fire extinguishers.
Note the location of life rings and their release method
The orientation tour should also address the following drills and procedures that you will
need to adhere to







4.1.3
Procedure for making a distress call
Abandon ship - Survival craft or life raft
Actions to be taken in the event of a fire
Actions to be taken in an emergency
Putting on an immersion suit and your life jacket
Procedure for reporting and recovering a “person overboard”
Procedures to be followed in the event of a gas (refrigeration) leak
Health and Safety Reports
Pre-sea inspections are recorded on the T3 forms. Within 24 hours of boarding a
vessel, observers have to submit their R1 reports. This report together with a copy of
their T3 forms is submitted to their respective controlling authorities, (CAPFISH or
MRAG). All the information on these reports will be entered onto the ROP database and
forwarded to the ICCAT Secretariat.
If for any reason the vessel does not pass the inspection or the observer refuses to
board a vessel, a report clearly stating the reasons for this action must be compiled, and
copies of this report must be submitted to the vessel operators and the Observer’s
controlling agency.
During a cruise, should any incident or accident occur or if the observer becomes ill or
sustains injuries, a full report describing the circumstances symptoms and treatment
must immediately be sent to the observer’s agency.
At the end of a cruise as part of the trip report Observers must comment on the safety
procedures and practices that were apparent during the trip. These include:
Reports on any accidents during the cruise
Results of the familiarisation tour
Comments on emergency drills
Comments on the crew’s compliance to safety standards
70
4.2
Emergency Situations
An emergency situation arises whenever there is and imminent danger to the vessel and
/ or the lives of any personnel onboard. Incidents that can lead up to a state of
emergency includes;
• Groundings
• Collisions
• Fire
• Flooding
• Floundering or Capsizing
Personnel emergencies arise from;
•
•
•
A man falling overboard, “Man Overboard (MOB)”
Life treating accidents
Gas leaks from refrigeration equipment, release of flammable or explosive
gasses or suffocation due to low oxygen levels when entering into confined
spaces.
Formal certified courses in Personal Survival and Safety Training and Marine Fire
Fighting training are compulsory for observers before they can be deployed onboard
Carrier Vessels and will prepare the observer for the extreme event that they have to
abandon ship. The following sections are a short summary of the observer’s protocol
and expected reaction to an emergency.
In all emergency situations that threaten the safety of the vessel and crew the observer
fall under the authority of the master of the vessel. Observers should obey all
reasonable orders given to them and assist where possible in accordance with their
abilities and training. At no stage will the observer be expected to put their lives at risk.
Communications between the personnel due to language differences can be a major
problem in an emergency situation. It is therefore imperative that the observer
familiarize themselves in advance where their muster station are and the procedures
that they expected to follow in the event of a man falling overboard, gas leaks, fire,
flooding or to take to the life rafts. In all events (Don’t Panic).
4.2.1.1
Man Overboard
If you observe a person falling overboard the following steps must be adhered to:
 Throw or release a life ring overboard
 Simultaneously raise the alarm by shouting, “man overboard”
 Keep the person in sight as far as possible and keep pointing with your arm at
them.
4.2.1.2
Gas Leakage
71
On a carrier vessel “reefer” leakage of refrigeration gas can have serious consequences.
Should a leak occur evacuate the accommodation as quickly as possible. Proceed to
the upper deck on the windward side of the deck. If the general alarm is sounded
proceed to your muster station.
4.2.1.3
Fire
In the event of discovering a fire, immediately raise the alarm and if possible attempt to
extinguish the blaze using a portable fire extinguisher. Your training is essential in this
respect. As soon as the vessels personnel take over control you should stand back or
proceed to your muster station. Keep in mind you should not put your life at risk but be
prepared to assist where possible. Language differences and being able to understand
instructions can be a critical factor in these situations.
In the event of the fire alarm going off immediately go to your designated muster station
and take orders from the person in charge.
4.2.1.4
Flooding
When moving around below decks is important to be aware of the watertight integrity of
the vessel by correctly closing watertight doors and hatches after passing through them.
Also be aware of the possible limited training or negligence of the crew. If you observe
hatches or doors being left open or are concerned about any aspect of the vessels
safety report this immediately to the master and make a note of it for your report.
When a vessel is taking on water, depending on the circumstances, the flooding can
often be contained. When hearing the emergency alarm immediately proceed to your
designated muster station
4.2.1.5
Abandon Ship
In the worst-case scenario where the vessel must be abandoned, proceed to your life
raft stations. Be sure to have your immersion suit and PFD and personal EPIRB and
strobe light with you. (Note abandoning the vessel must be the last resort)
If time allows and without compromising your or anyone else’s safety;
 Put on as much warm clothing as possible before donning your immersion suit.
 Collect any available additional full water containers and food. Although there
will be rations in the life rafts anything extra should be taken.
 Collect the EPIRB and SART from the bridge if this has not already been done.
4.2.1.6
Launching the Life Rafts
72
Assist where necessary. It is possible through your training that you may have to
assume the leadership role. Before launching the raft overboard, make sure the rope
(painter) that is used to inflate the raft is secured to prevent the raft from drifting away.
Any number of scenarios can be envisaged in such a situation. Keep in mind your
training and react to the situation as appropriately as possible.
4.2.2
Emergency Communication
Onboard foreign flagged vessels the chances are that in an emergency situation your
knowledge of English may put you in the situation where you will be the most qualified to
send off a distress message or communicate with rescue vessels. It is therefore
important that you familiarize yourself with the Global Maritime Distress Safety Systems
(GMDSS) equipment. Take specific note of where the radios are situated and how to
operate them. The emergency frequencies that must be remembered are,




VHF Channel 16
SSB High Frequency
2182.0 kHz
SSB Medium Frequency 4125.0 kHz
Inmarsat Terminals have a “single press” distress button that must be held down
for 7 seconds to send out an automatic distress signal.
Note listening times or silent periods on distress frequencies specifically to allow for the
maximum opportunity of a MAYDAY being picked up by a listening vessel.
Also keep in mind that as a listening vessel a distress call received on VHF or HF may
mean that due to the limited range of these frequencies you are the closest vessel to the
vessel in distress and as such obliged to respond.
Distress Call Procedure
(Remain calm and speak slowly and clearly)







MAYDAY – MAYDAY – MAYDAY (said three times)
Vases Name (said three times)
Position (check the GPS if possible)
Nature of Emergency
Number of Crew
Vessel Description
Transmitting frequency
Repeat as often as possible allowing a reasonable time interval for a reply.
73
GMDSS
From 1st February 1999 all commercial vessels over 300 tonnes operating on the High
Seas are required to comply with international GMDSS standards. The main
components for GMDSS are:
EPIRBs Emergency Position-Indicating Radio Beacon - 406 MHz
NAVTEX
an international, automated system for instantly distributing maritime
navigational warnings, weather forecasts and warnings, search and
rescue notices and similar information to ships
Inmarsat
Four types of Inmarsat ship earth station terminals are
recognized by the GMDSS: the Inmarsat A, B, C and F77
HF Radio The GMDSS includes High Frequency (HF) radiotelephone and radio telex (narrow-band
direct printing) equipment, with calls initiated by digital selective calling (DSC). Worldwide broadcasts
of maritime safety information are also made on HF narrow-band direct printing channels.
SART
The GMDSS installation on ships include one or more search and Search
and Rescue Radar Transponders (SART) devices which are used to
locate survival craft or distressed vessels by creating a series of dots on a
rescuing ship's 3 cm radar display
DSC
The IMO also introduced Digital Selective Calling (DSC) on MF, HF and
VHF maritime radios as part of the GMDSS system. Each DSC-equipped
ship, shore station and group is assigned a unique 9-digit Maritime Mobile
Service Identity.
GMDSS sea areas have been defined to describe areas where GMDSS services are
available, and to define what GMDSS ships must carry. Prior to the GMDSS, the number
and type of radio safety equipment ships had to carry depended upon its tonnage. With
GMDSS, the number and type of radio safety equipment ships have to carry depend
upon the areas in which they travel. The maritime authorities of a vessel’s Flag State
define the GMDSS sea areas applicable to their vessels.
Sea Area A1 An area within the radiotelephone coverage of at least one VHF coast
station in which continuous digital selective calling (ch70) alerting and radiotelephony
services are available. Such an area could extend typically 30 to 50 Nautical miles from
the Coast Station.
Sea Area A2 An area, excluding Sea Area A1, within the radiotelephone coverage of at
least one MF coast station in which continuous DSC (2187.5 kHz) alerting and
radiotelephony services are available. For planning purpose this area typically extends
74
to up to 150 nautical miles offshore, but would exclude any A1 designated areas. In
practice, satisfactory coverage may often be achieved out to around 400 Nautical miles
offshore.
Sea Area A3 An area, excluding sea areas A1 and A2, within the coverage of an
INMARSAT geostationary satellite in which continuous alerting is available. This area
lies between about latitude 76 Degree NORTH and SOUTH, but excludes A1 and/or A2
designated areas.
Sea Area A4 An area outside sea area A1, A2 and A3 is called Sea Area A4. This is
essentially the POLAR Region, NORTH and SOUTH of about 76 Degree of Latitude, but
excludes any other areas.
4.2.3
Health, Accident and Injury
Prior to being deployed all observers will be required to obtain certification in both CPR
and First Aid training. Before sailing Observers need to have their inoculations in date
for tetanus, typhoid and for some areas yellow fever. It is also advisable to have malaria
prophylactics on board in case the vessel docks in a port in the tropics.
Observers should be able to monitor and assist themselves if they fall ill or sustain a
minor injury while onboard. Each observer is issued a personal first aid kit to meet these
incidences. The observers should initially attempt some self-diagnosis and utilise the
remedies available to them. In the event of a chronic illness where symptoms persisting
for more than 24 hours or a serious injury it is important to report your condition to both
the Captain of the vessel and your controlling agency.
Common illnesses and injuries that can afflict an Observer are’




Sea Sickness
Diarrhoea and food poisoning
Flues and colds
Cuts, bleeding and aberrations
Sea Sickness
Observers with prior experience of working at sea will know they are prone to motion
sickness and need to take a supply of motion sickness medication with them.
Sea Sickness occurs when the body, inner ear and eyes all send different signals to the
brain. Agitated by this perceptual incongruity the brain responds by releasing stressrelated hormones that can lead to a cold perspiration, headaches, dizziness, nausea and
vomiting. Seasickness usually occurs in the first 12 to 24 hours after sailing and can
also be weather dependant.
Should symptoms persist for longer than 24 hours
75
together with vomiting be aware of dehydration and drink sufficient water to replenish
lost fluids.
Methods to prevent or alleviate sea sickness include,





Avoiding alcohol and fatty and spicy foods, try eating dry crackers or plain toast
or cereals.
Drink plain bottled water or natural low acid juices with a low sugar content.
Avoid citrus juices, milk and coffee.
Stay in fresh air and breath deeply and avoid confined spaces
Focus on the horizon as it helps to stabilize the visual conflict in your brain
Stay busy and keep your mind occupied
Cold and Flues
Colds and flues often occur within a week or so after sailing. New crew joining the
vessel after being flown in from other parts of the world and although not showing
symptoms can carry infectious bacteria or viruses against which other persons onboard
have no resistance. Although uncomfortable the symptoms of a cold or flu can be
overcome within a few days without having to resort to antibiotics. Although observers
are issued with a personal first aid kit they are also encouraged to take extra flu
remedies, pain pills and vitamin supplements. Should flu symptoms persist there is
always the danger of pneumonia developing and observers are cautioned to report
immediately if the are not showing any signs of recovering from flu symptoms and
continue coughing.
Diarrhoea and Food Poisoning
Diarrhoea is an abnormal increase in the frequency and liquidity of the stools and can be
caused by a virus or bacteria or from food poisoning. Symptoms can be acute lasting for
only one or two days or chronic lasting for a week or more. These symptoms are not
uncommon but if they persist for more than 24 hours specific diagnosis and treatment
may be required. In this event it is important to report your condition to both the Captain
of the vessel and your controlling agency. Warning signs where medical assistance will
be necessary are,




If symptoms persist for longer than a week
Blood, pus or yellow mucus appears in the stools
Inability to dink or hold down water due to vomiting
Advent of dehydration which symptoms include excreting small amounts of dark
urine, dry mucus membranes and drowsiness. The skin also starts to lose its
elasticity.
Diarrhoea can be treated by,

Medications are available and a supply of “Imodium” tablets should be added to
your first aid kit.
76



4.2.4
Drinking extra fluids with small amounts of salt and sugar added to replace lost
salts.
Maintain a high standard of hygiene.
Try to eat normally as soon as you feel better and your appetite returns.
Accidents
Always get medical attention, no matter how small the injury. Observers should be able
to assist themselves for small injuries using their own first aid kit however, be aware of
the possibility of infection. All wounds should be thoroughly and regularly cleaned with
an antiseptic solution (or with soap and water) and dressed with clean plasters or
bandages to prevent infection. All accidents and or injuries must immediately be
reported to the Captain and the observer-controlling agency. In the event of a serious
injury or when injuries fail to respond to early treatment it is important to communicate all
the details to the captain and your controlling agency.
In extreme situations of illness or injury it may be necessary to arrange for the
evacuation of the observer to the nearest port or onto a suitable vessel returning to Port.
In these situations the necessary logistics will be taken over by the controlling agency
ashore.
4.2.5
Fatigue
Lack of sleep can be extremely dangerous and cause serious problems for an observer.
Fatigue can result in poor decisions and slow reactions that greatly increase the risk of
accidents and or injury. The only solution is to attempt to sleep uninterrupted for
between six to twelve hours.
To prevent fatigue it is suggested that observers plan their work schedules to be able to
sleep uninterrupted for at least one four to six hour period out of every 24 hours.
Other health risks that observers should be aware of are,



Prolonged exposure to sunlight (Sunburn)
Hypothermia (working in refrigerated holds)
Noise
Personal Hygiene (Customs onboard vessels)
Observers are expected to be aware of their own personal hygiene onboard vessels.
Adequate washing and shower facilities are expected to be available on all vessels. In
tropical conditions it may be necessary to change your clothes daily. Enquire as to the
washing and drying facilities onboard and make use of these. Washing clothes and
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hanging them out to dry in your cabin is not hygienic. Washing and hanging clothes up
in the showers or bathrooms may also be offensive to others.
Be sure not to wear working clothes in the accommodation or in the mess room. On
some vessels shoes are not worn on the bridge or in the accommodation. On vessels
where officer and crew eat in separate venues, you would be expected to eat with the
officers. It is normal practice to change into acceptable attire before taking your meals.
There may also be protocol as to the seating arrangements and early in the trip wait to
be invited or shown where to sit. This can prevent resentment from other officers who’s
preferred seat you may have taken over. Similarly note and adhere to the meal times.
Custom onboard some vessel make provision for communal baths, saunas etc. There
are strict procedures and rituals to utilizing these facilities. Be sure to understand these
before attempting to make any use of these facilities. A breach in this protocol can
seriously offend the other parties. By not being aware or understanding these protocols
you may not understand why or how this offence was caused.
4.2.6
Upper-deck Safety
• Reference “Code of Safe Working Practices for Merchant Seaman” UK Regulation
1998 UK Merchant Shipping Act
The upper deck of a vessel is a potentially dangerous area, especially when
transhipments are in progress. The first step is to identify potential hazards on the deck
and determine the risk in the area where you will be working. Ask the questions,



Is there a source of harm?
Who could be hurt?
How can the harm occur?
Be aware of the limitations and training of the crew operating cranes and derricks.
Language differences and misunderstandings can also result in dangerous situations
developing. Your understanding and that of a crew member can put you in the wrong
place at the wrong time.
Protective clothing and gear can protect against potential harm or injury but does not
reduce or take away the danger or hazards on the deck.
The following safety clothing and gear, (or a combination of these items), should be worn
at all time when moving around and working on the upper deck.




Hard hat
Safety boots with steel toecaps
Reflective jacket or vest (day-glow green or red)
Personal flotation device (life jacket or buoyancy vest) - where possible wear
your reflective jacket over your PFD
 Gloves
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 Protective glasses
 Harness and safety line when working near open hatches or next to the deck
rails
It is important to note that protective gear can also add to potential hazards by restricting
vision or movement or becoming entangled with moving machinery on the deck.
4.2.7
General Safety Precautions
General Precautions




Avoid wearing loose clothing and keep long hair tied up.
Don’t run
When moving in alleyways be aware of combings and overhead fittings
When moving through watertight bulkheads, hatches or fire doors make sure you
close them correctly in accordance with the sea state readiness in which the vessel
is operating
 Be aware of fatigue especially when working on the upper deck or close to moving
machinery
4.2.7.1
Working near Hatches
It is important to clip your safety lead onto a rail or secure point and keep this attached at
all times when working in the immediate vicinity of open hatches. When the vessel is
transhipping the main hatches will be open. The combings around most hatches are low
and should one trip or slip on the deck, especially in adverse weather conditions, there is
a real danger of falling into the hold. In terms of the “Code of Safe Working Practices for
Merchant Seamen” guardrails should be erected around open hatches or areas where
there is a hazard, however these may not always be in place or correctly secured. A fall
into a hold can be fatal or result in a serious injury.
4.2.7.2
Overhead loading
Do not stand below or in the path of product being swung overhead. Be aware of cables
under tension and the movement of cranes and overhead derricks.
During transhipping operations product and supplies will be passing overhead to and
from the LSTVs and carrier vessel and there is always a danger of an object breaking
free or falling out of a sling. Similarly a sling, crane hook or derrick swinging free in bad
weather can be extremely dangerous.
When using a “union purchase” in s transhipment stand well clear of the point where the
load is transferred from one derrick to the next.
Moving around on the deck.
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Be aware of spillages of oil, grease or soapy water on the deck. The deck can also
become slippery from sea spray and rain. Be aware of open hatches, manholes and
pipes and low combings. Hold onto rails when moving around the open deck and avoid
jumping off or over hatches or guard rails.
In adverse weather conditions there is always a danger of a sudden lurch or heave of
the deck and extra caution must be taken when moving around on the upper deck, as
there is a significant increase in the danger of slipping and falling or being struck by
swinging overhead objects. Heave objects such as 44 gal (220lt) drums can break loose
and move suddenly resulting in a serious injury or even death
4.2.7.3
Entering Enclosed Spaces
All refrigeration and enclosed spaces must be treated as dangerous. Poor ventilation
can result in a build up of CO 2 and reduced levels of O2 with the result that if someone
enters these spaces they can easily lose consciousness and die of asphyxiation.
Leakages of refrigeration gas or flammable gases are equally dangerous and life
threatening. Flammable gases can result in both an explosion, fire and the loss of the
vessel. No persons should ever enter an enclosed space before first testing the
atmosphere or ensuring that the space has been well ventilated.
4.2.8
Transfers at Sea
Transfers from one vessel to another will be necessary when a transfer vessel is used to
either take and observer out from the port to a carrier vessel at sea or return the
observer to port. Transfers may be executed either using a small boat or can be via a
sling using a derrick. In both cases these are dangerous operations and extreme
caution must be taken.
In all transfers choose favourable weather and the correct time. A transfer using a small
boat in the late afternoon, in conditions of restricted visibility or during hours of darkness
will not be acceptable except in emergency situations. Under no circumstances start a
transfer in a small boat if the destination vessel is not within sight or within a reasonable
distance, a few hundred meters maximum, not kilometres apart. Insist on at least 24
hours notice prior to the transfer taking place. Prepare a checklist so that you don’t
forget anything. Pack all electronic equipment and items that must stay dry into your
“dry bag”. Attach ropes to your gear when transferring it from vessel to vessel. Never
throw an item down from the upper deck to a small boat alongside.
Prior to the start of the transfer check the seaworthiness of the transfer boat and ask for
the engines to be tested. In many cases outboards are not services or regularly run and
can breakdown at inopportune times. A competent coxswain and crewman must crew
the transfer boat.
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During the entire transfer process wear your PFD and if possible your immersion suit
during the transfer. The immersion suit may impede movement and in which case it may
be more practical to rely on your PFD and where footwear that facilitated climbing up
and down the rope ladder. Wear your hard hat.
If the boats are able to be launched and raised with the personnel in the boat it is
important to hold onto your life line firmly until the boats is in the water or secured
inboard.
When boarding from the transfer boat, before trying to climb up a rope ladder first give it
pull to make sure it is secure and there is no slack on the ladder before putting your foot
on the rungs.
4.2.8.1
Transfer via a Cargo Sling or Basket
In the event of the two vessels being secured alongside each other the transfer may take
place using a sling or cargo net.
Make sure that guide ropes from the sling are manned from both vessels to prevent
unnecessary swinging and to guide the sling or basket down onto the deck. While in the
sling or basket crouch down to lower your centre of gravity and prevent your arms or
elbow from protruding. It is essential to wear both your PFD and hard hat.
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