ICCAT Regional Observer Programme · Atlantic bluefin (Thunnus thynnus), yellowfin (Thunnus albacares), albacore (Thunnus alalunga) and bigeye tuna (Thunnus obesus); swordfish (Xiphias

ICCAT Regional Observer Programme

Manual

November 2012

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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

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3.1 Data Collection 38 3.1.1 Introduction 38

3.2 General Data Form and Reporting Instructions 40 3.2.1 Pre-Sea forms and Reports 43

3.2.1.1 Form T1 - Observer / Vessel Details 44 3.2.1.2 Form T2 - Deployment Forms 44 3.2.1.3 Form T3 - Inspection Checklist 46 3.2.1.4 Report R1 – Observer Deployment Report 48

3.2.2 Mid Deployment Forms & Reports 49 3.2.2.1 Form T4 - Transhipment Details Form 49 3.2.2.2 Report R2 – Observer 5 Day Report 51 3.2.2.3 Photo and Video Log and Files 53 3.2.2.4 Form R3 – Supplier R3 Report 53

3.2.3 Mid-Deployment Observer Duties 54 3.2.3.1 Southern Bluefin Tuna 54 3.2.3.2 Priority Mid Deployment Duties 55 3.2.3.3 Observer Daily Log 55 3.2.3.4 Pre-Transhipment Planning 56 3.2.3.5 Transhipment Operations Proicedure 57 3.2.3.6 Species Identification and Tallying Estimations 58 3.2.3.7 Weight Estimations 60 3.2.3.8 Post-Transhipment Duties 63

3.2.4 End of Deployment Reports 64 3.2.4.1 Form R4 – End of Trip Report 64

3.2.5 Disembarkation 66 3.2.6 Debriefing 66

4 Health & Safety 67 4.1 Introduction 67

4.1.1 Pre-sea Safety check 68 4.1.2 Familiarisation Tour 69 4.1.3 Health and Safety Reports 70

4.2 Emergency Situations 71 4.2.1.1 Man Overboard 71 4.2.1.2 Gas Leakage 71 4.2.1.3 Fire 72 4.2.1.4 Flooding 72 4.2.1.5 Abandon Ship 72 4.2.1.6 Launching the Life Rafts 72

4.2.2 Emergency Communication 73 4.2.3 Health, Accident and Injury 75 4.2.4 Accidents 77 4.2.5 Fatigue 77 4.2.6 Upper-deck Safety 78 4.2.7 General Safety Precautions 79

4.2.7.1 Working near Hatches 79 4.2.7.2 Overhead loading 79 4.2.7.3 Entering Enclosed Spaces 80

4.2.8 Transfers at Sea 80 4.2.8.1 Transfer via a Cargo Sling or Basket 81

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Abbreviations AOR-E Atlantic Ocean Region East AOR-W Atlantic Ocean Region West BIOT British Indian Ocean Territory COFI FAO Committee on Fisheries CPCs Contracting Parties, Cooperating non-Contracting Parties, Entities or

Fishing Entities CPUE Catch per Unit Effort EPIRB Emergency Position Indicating Radio Beacon EEZ Exclusive Economic Zone FAO Food and Agriculture Organisation of the United Nations GMDSS Global Maritime Distress and Safety System GRT Gross Registered Tons HF High Frequency (radio) IATTC Inter-American Tropical Tuna Commission ICCAT International Commission for the Conservation of Atlantic Tuna IOR Indian Ocean Region IOTC Indian Ocean Tuna Commission IMO International Maritime Organisation IPOA International Plan of Action ISM International Safety Management IUU Illegal, Unreported and Unregulated (fishing activity) LOA Length Overall (of the ship) LSA Life-saving Appliance LSTLVs Large Scale Tuna Longline Vessels MCS Monitoring, Control and Surveillance MF Medium Frequency (radio) MoU Memorandum of Understanding PFD Personal Flotation Device POR Pacific Ocean Region PST Personal Survival Techniques RFMO Regional Fisheries Management Organisation ROP (ICCAT) Regional Observer Programme SART Search and Rescue Transponder SCRS Standing Committee on Research and Statistics SOLAS International Convention for the Safety of Life at Sea, 1974 UNCLOS United Nations Convention on Law of the Sea 1982 VHF Very High Frequency (radio) VMS Vessel Monitoring System

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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.

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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 Non-Contracting 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:

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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

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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).

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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 ICCAT Area – from ICCAT website

1.2 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

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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 Inter-American 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.

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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

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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 non-compliant behaviour.

1.4 Recommendation on Transhipment (Rec 06-11) The Recommendation requires that all transhipment operations at sea, of tuna and tuna-like 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.

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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.

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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.

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1.6.2 Bigeye Tuna (Thunnus obesus)

Figure 3 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 (May-June) 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

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(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 Swordfish (Xiphias gladius)

Figure 5 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)

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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 Yellowfin Tuna (Thunnus albacares)

Figure 7 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)

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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 Albacore (Thunnus alalunga)

Figure 9 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.

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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 Northern Bluefin Tuna (Thunnus thynnus)

Figure 11 Northern Bluefin Tuna (FAO, Fishbase)

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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

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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

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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. Line-hauling 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 Hauling operations on board a tuna longliner (Manning)

1.7.4.1 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.

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Figure 15 A Yellowfin tuna being gaffed on board (Manning)

Figure 16 Yellowfin just landed (BIOT images folder)

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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 at-sea 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).

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Figure 17 Photo series depicting an in-port transhipment of tunas (Purves)

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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)

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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 responsibilities of the Observers as set out in Annex 2 of the recommendation and have been summarised in Text Box 1 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.

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2.2 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.

Text Box 1: Summary of Observer Responsibilities (from the Recommendation 06-11)

• 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.

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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 Cause a reasonable person to question the impartiality or objectivity with which the Observer Program is administered;

o Significantly impair the observer’s ability to perform his/her duties. o 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

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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:

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.

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.

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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.

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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:

• 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

2.5.1.1 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.

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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:

• 1 Species ID publication (FAO identification guides as electronic copies1); • 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.

2.5.2 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

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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.

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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.

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.

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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.

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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

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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

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)

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).

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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.

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.

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.

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.

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2.6.2 Work Schedule

2.6.2.1 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 self-organisation 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

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.

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2.6.3 Disembarking Upon completion of transhipment activities, observers should jointly notify their co-ordinators 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.

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.

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.

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3 Technical

3.1 Data Collection 3.1.1 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.

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.

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.

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Figure 19 Schematic diagram of observer logbook and reporting tasks and order the in which they will typically be completed

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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

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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.

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Figure 20 World time zones (from: sparce.evac.ou.edu/q_and_a/universal_time.htm)

• 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.

http://sparce.evac.ou.edu/q_and_a/universal_time.htm

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• 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:

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• 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)

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• T2 (iii) on Transfer Vessel (Return) The following outlines the information to be collected (by data field) for all three sub-forms 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

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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 Pre-Sea 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.

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• 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:

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o 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”.

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:

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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

3.2.2 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

3.2.2.1 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.

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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

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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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• 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

3.2.2.3 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 Mid-Deployment Observer Duties

3.2.3.1 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.

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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 e-

mail 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.

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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.

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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.

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• 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.

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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)

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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 STCW95 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;

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• 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 sea-worthiness 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

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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

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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

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

4.1.3 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

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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

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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

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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.

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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

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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 stress-related 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

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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.

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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.

4.2.4 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 CO2 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.

Documents

ICCAT Regional Observer Programme · Atlantic bluefin (Thunnus thynnus), yellowfin (Thunnus albacares), albacore (Thunnus alalunga) and bigeye tuna (Thunnus obesus); swordfish (Xiphias