Latest news with #AMSA
ABC News
25-06-2025
- Health
- ABC News
Medical student body calls for urgent review of rural doctor placement scheme
The peak body for medical students says a government program mandating newly graduated doctors work in regional areas is flawed and in urgent need of review. The Bonded Medical Program (BMP) offers Commonwealth-supported places in medical courses at Australian universities. In return, participants must complete three years of service in eligible regional, rural or remote areas within 18 years of graduating, in a bid to ease staff shortages in locations that may otherwise struggle to attract doctors. However, only 13 per cent of the nearly 17,000 participants have completed their return of service (ROS) obligation since the program began in 2001, despite the federal government investing more than $170 million over its first 20 years. The Australian Medical Students' Association (AMSA) said changing life circumstances are prompting many participants to rescind their commitment, which requires them to pay out the cost of their course. "We've had consultants come to us and express how challenging it is to fulfil their ROS obligation and are asking us to advocate on their behalf," advocacy officer Sparsh Tiwari said. "We've had a couple of situations where the stress of the ROS obligations has been quite severe." Griffith University medical student Taylor Cabassi may soon face that dilemma. After years of hard work, the Townville local accepted a bonded place at a Sunshine Coast campus. But two years later, she says personal changes have made it difficult for her to relocate, leaving her unsure whether she will be able to fulfil the obligation. She also plans to specialise in forensic pathology, which has limited training and job opportunities outside of major cities. "I'd only be able to work in Brisbane, Gold Coast or Townsville," Ms Cabassi said. Ms Cabassi is one of many students concerned about completing the obligation too early in their careers. "It was one of those things where I thought, 'Oh, I'll just figure it out,' but then that's also a lot of time for things to change," she said. The concerns come as many regional, rural and remote areas struggle to recruit and retain doctors. Competition is so severe that some towns have resorted to so-called "bidding wars", offering huge salary packages and, in some cases, free housing to attract doctors from cities. The shortages are having consequences for health provision, with people living in the most under-served areas receiving about a third fewer specialist services than their peers in areas with better coverage, according to a report by the Grattan institute. Rural Doctors Association of Australia CEO Peta Rutherford agreed the bonded program had potential but said it needed to better support students who commit before making serious career decisions. "When you're looking at your return of service obligations, they're happening later in your training pathway or later in your career," Ms Rutherford said. "That becomes really difficult when you've settled, you've got a partner who works, or you've got kids in school." The scheme has had multiple revisions — including more time to complete the obligation and flexible work options — but the AMSA hopes to conduct research that will guide further evidence-based reform. As it stands, Mr Tiwari questioned whether the program fostered long-term rural staff retention. "Yes, you can push people for three years into a rural site but at the end of the day, to what extent does that solve the workforce shortages?" Mr Tiwari asked. "We know that based on previous studies and audits there's been a low expression of interest in actually remaining and sustaining rural ties." Federal Health Minister Mark Butler said rebuilding general practice is a top priority, with new incentives and payments introduced to support rural doctors. "We're seeing a rush of new doctors joining the health system, with more doctors joining in the last two years than at any time in the past decade," he said. Ms Rutherford said one cause of the recent decline in doctors choosing to work rurally was government changes to classifications that rank the remoteness of locations and their need for doctors. However, the changes mean bonded graduates and internationally trained doctors or medical graduates can fulfil their obligation to work in areas of need that are much closer to metropolitan centres. "We acknowledge that outer metropolitan areas have workplace pressures; they need GPs, particularly in bulk-billing services," Ms Rutherford said. "That's OK, but only if the policies are being ramped up to incentivise people going to rural and remote locations. "Because when all things are equal, it's really easy to stay in the city as a doctor."
Yahoo
11-06-2025
- Business
- Yahoo
Basic Iron and Steel Manufacture and Wholesale in South Africa 2025: AMSA to Close Long Steel Business Amidst Industry Challenges
South Africa's crude steel production was down 5% in 2024. ArcelorMittal South Africa's planned closure of its long steel business highlights issues like local demand, government policies favoring mini mills, high logistics, and electricity costs. Environmental regulations, overcapacity, and import competition exacerbate challenges. Amidst these, opportunities exist in 3D printing, robotics, mini mills, and exporting statewide compliant products. Key players include AMSA, Scaw Metals, and Autocast. Dublin, June 11, 2025 (GLOBE NEWSWIRE) -- The "Manufacture and Wholesale of Basic Iron And Steel in South Africa 2025" report has been added to offering. This report on the manufacture and wholesale of basic iron and steel, including metal casting, includes information on production, manufacturing performance, capacity, demand and profitability. The report looks at plans by ArcelorMittal South Africa (AMSA) to shut down its long business and possible solutions, the status and performance of mini mills, and US steel tariffs. The report also includes information on notable players, corporate actions and new capex projects. There are profiles of 64 companies including steel companies such as AMSA, Scaw Metals, Columbus Stainless, Cape Gate, Macsteel and BSi Steel, and casting companies such as Autocast, Mitak, Wahl Industries, Weir Minerals and Atlantis Foundries. Introduction South Africa's crude steel production declined by 5% year on year in 2024. The local steel industry is at a crossroads, with speciality steel producer AMSA announcing in December 2024 that it would shut its long steel business. The company has blamed a lack of local demand, the government's scrap metal policy which favours competing mini mills, and escalating logistics and electricity tariffs, which have made it unsustainable. Industry challenges include significant overcapacity, dumping and decarbonisation. Metal casting has faced similar challenges, and the number of companies involved in the sector has contracted significantly in recent years. Trends A number of countries have added tariffs recently to protect their steel sectors. Decarbonisation of steel. Foundries are investing in technology solutions like 3D printing and robotics to become more competitive. Imports of steel flats are growing. Steel demand locally and globally remains low. The growth of local mini mills, with a number also expanding production recently. Opportunities 3D printing and robotics in metal casting to improve productivity. Opening a mini mill, given the supportive policies for scrap metal and IDC funding available. Some steel products have a local content threshold of 100% (the product must be made entirely of local steel) designated for procurement by state entities. The African Continental Free Trade Area agreement. The introduction of export support and support for downstream producers to export to the rest of Africa. Challenges AMSA's imminent closure threatens to reduce the country's steel competitiveness. Dumping of steel by other countries has created unfair competition with cheap imports. Environmental regulation affects steel producers and foundries. Imports are rising. Input costs have grown, particularly for logistics and electricity. Large producers like AMSA say the state's scrap metal policies have created unfair benefits for mini mills. Low steel demand, in part due to delayed infrastructure projects, means that there is significant overcapacity. Poor logistics have created additional costs for producers. Shortage of skilled employees. Steel tariffs are lower than in other steel-producing countries. The EU's Carbon Border Adjustment Mechanism may reduce exports to Europe. Outlook Steel producers say the outlook for the basic iron and steel production industry is grim as local demand is expected to remain low as the economy barely grows. The industry is facing increased competition from cheap imports and challenges such as high electricity and logistics charges. Some experts have said that AMSA's R1.7bn loan from the IDC will just delay the inevitable closure of the business. AMSA expects no real improvement in the steel market in 2025. With an increase in demand unlikely, the solution to the crisis facing long steel producers is to increase exports or reduce capacity. Key Topics Covered: 1. INTRODUCTION2. DESCRIPTION OF THE INDUSTRY2.1. Industry Value Chain2.2. Geographic Position2.3. Size of the Industry3. LOCAL3.1. State of the Industry3.2. Key Trends3.3. Key Issues3.4. Notable Players3.5. Trade3.6. Corporate Actions3.7. Regulations3.8. Enterprise Development and Social Development4. AFRICA5. INTERNATIONAL6. INFLUENCING FACTORS6.1. Economic Environment6.2. Environmental Issues6.3. Technology, R&D, Innovation6.4. Government Support6.5. Input Costs6.6. Performance of End User Industries7. COMPETITIVE ENVIRONMENT7.1. Competit7.2. Ownership Structure of the Industry7.3. Barriers to Entry8. INDUSTRY SUMMARY9. OUTLOOK10. INDUSTRY ASSOCIATIONS COMPANY PROFILES - IRON AND STEEL A Holman Trading Company (Pty) Ltd Aeroton Steel (Pty) Ltd Africa Pipe Industries (Pty) Ltd Allied Steelrode (Pty) Ltd Andrew Mentis (Pty) Ltd Arcelormittal South Africa Ltd Argent Industrial Ltd Augusta Steel (Pty) Ltd Barnes Reinforcing Industries (Pty) Ltd Barnes Tubing Industries (Pty) Ltd Bsi Steel (Pty) Ltd Cape Gate (Pty) Ltd Capital Africa Steel (Pty) Ltd Clotan Steel (Pty) Ltd Coega Steels (Pty) Ltd Columbus Stainless (Pty) Ltd Consolidated Wire Industries (Pty) Ltd Duferco Steel Processing (Pty) Ltd Fischer South Africa Facilities (Pty) Ltd Garsin Steel Tube And Pipe (Pty) Ltd Hall Longmore Holdings (Pty) Ltd Hudaco Trading (Pty) Ltd Jaguar Metals (Pty) Ltd Kamal Cape Town Iron And Steel Company (Pty) Ltd Macdonald Steel Sa (Pty) Ltd Macsteel Service Centres Sa (Pty) Ltd Meshco (Pty) Ltd N J R Steel Holdings (Pty) Ltd Neven Matthews (Pty) Ltd Pro Roof Steel And Tube (Pty) Ltd Rand York Minerals (Pty) Ltd Richards Bay Titanium (Pty) Ltd Sa Metal Group (Pty) Ltd Scaw South Africa (Pty) Ltd Shaurya Steel (Pty) Ltd Stewarts And Lloyds Holdings (Pty) Ltd Tradecore Steel (Pty) Ltd Unica Iron And Steel (Pty) Ltd United Heavy Industries (Pty) Ltd Veer Steel Mills (Pty) Ltd COMPANY PROFILES - CASTING Akhani 3D (Pty) Ltd Arcelormittal South Africa Ltd Atlantis Foundries (Pty) Ltd Autocast South Africa (Pty) Ltd Bosal Afrika (Pty) Ltd Cast Products South Africa (Pty) Ltd Ceracast (Pty) Ltd Copalcor (Pty) Ltd Elmacast (Pty) Ltd Get Metal Group (Pty) Ltd Hudaco Trading (Pty) Ltd Kimberley Engineering Works (Pty) Ltd M I S Engineering (Pty) Ltd Me Elecmetal Prima Manufacturing (Pty) Ltd Natal Iron And Brass Foundry Cc Non-Ferrous Metal Works (S A) (Pty) Ltd Pressure Die Castings (Pty) Ltd Prevail Engineering (Pty) Ltd Rely Precision Castings (Pty) Ltd Rustenburg Engineering And Foundry (Pty) Ltd South African Roll Company (Pty) Ltd Thomas Foundry (Pty) Ltd Thos Begbie And Company (Pty) Ltd Transnet Soc Ltd Vereeniging Foundries (Pty) Ltd Viking Foundry (Pty) Ltd Wahl Industries Cc Weir Minerals Africa (Pty) Ltd For more information about this report visit About is the world's leading source for international market research reports and market data. We provide you with the latest data on international and regional markets, key industries, the top companies, new products and the latest trends. CONTACT: CONTACT: Laura Wood,Senior Press Manager press@ For E.S.T Office Hours Call 1-917-300-0470 For U.S./ CAN Toll Free Call 1-800-526-8630 For GMT Office Hours Call +353-1-416-8900
ABC News
08-06-2025
- General
- ABC News
Four rescued from Hoskyn Island after boat begins to sink
Four people have been rescued from a remote island on the southern Great Barrier Reef after their boat began to sink. The Australian Maritime Safety Authority (AMSA) said it detected a distress beacon from the recreational boat near Hoskyn Island about 4:30am on Sunday. The boat was about 55 kilometres north-east of 1770 in the Gladstone region. A spokesperson for Bundaberg's LifeFlight Rescue helicopter said three adults and a teenager had been out fishing on Saturday when they took shelter on the island because of poor weather. During the night, they discovered their boat was also taking in water. The group were flown to Lady Musgrave Island and then transferred back to the mainland by boat. The Queensland Ambulance Service said no-one was injured or required medical treatment. The AMSA said the event served as an important reminder of the importance of carrying distress beacons.
The Advertiser
15-05-2025
- General
- The Advertiser
Ship's near stranding exposes emergency response flaws
A ship's anchors prevented a "catastrophic stranding" on a rocky shore in heavy weather, a safety investigation has found, faulting the ship's operator, maritime agencies, a port authority and a salvage company. The Australian Transport Safety Bureau's final report into the July 2022 incident found the bulk carrier Portland Bay left Port Kembla, south of Sydney, but remained near the coast instead of safely clearing it. Multiple engine problems as the Hong Kong-flagged vessel pitched and rolled reduced speed to a minimum, "effectively disabling the ship in bad weather" and endangering the crew. The vessel was carrying 950 tonnes of heavy fuel oil, raising concerns a grounding would have dire environmental consequences. When the master reported to the ship's operators, Pacific Basin Shipping, he was not advised about notifying authorities. This led to a delay in reporting the situation to the Port Authority of NSW's vessel traffic service, compounded by the service not promptly forwarding the master's report to the Australian Maritime Safety Authority. "The various delays resulted in delaying the tug assistance requested and the master had to deploy both anchors to prevent stranding," said the report, released on Thursday, the bureau's most comprehensive marine investigation in nearly two decades. Rescue helicopters were sent to the ship but had to abandon a plan to winch the crew to safety due to the ship's instability. Three tugs began towing the carrier away from the coast but one towline parted in rough seas, causing the vessel to again drift towards the shore, prompting the master to again deploy anchors. ATSB Chief Commissioner Angus Mitchell said the anchors, while not designed to hold the ship in such severe conditions, "prevented a catastrophic stranding on the rocky shore". An emergency towage vessel was sent from Newcastle and the vessel was towed into Port Botany for repairs on July 6. The ATSB report identified several emergency response issues, including that AMSA and port authority procedures were "not effectively implemented". It also found the co-ordination of critical elements of the emergency response between the port authority, Transport for NSW and AMSA were inadequate and inconsistent with the National Plan for Maritime Environmental Emergencies. "These safety issues prolonged the emergency and the exposure to stranding, with potentially severe consequences." The investigation also found United Salvage was limited in its ability to provide the salvage services required as it did not operate towage vessels, so was reliant on towage providers. Pacific Basin Shipping has revised its crisis management procedures to include at least one exercise each year and to stress early reporting of incidents AMSA has reviewed emergency procedures and increased staffing and training. The ATSB recommended AMSA, the NSW port authority and maritime arm of Transport for NSW take further action on issues raised in the report. "Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility," Mr Mitchell said. The report noted failures in emergency response were usually associated with actions that were "too little, too late". "Australia's National Plan reiterates the principle of over‑escalation in an initial response as it is more effective to scale down than up." A ship's anchors prevented a "catastrophic stranding" on a rocky shore in heavy weather, a safety investigation has found, faulting the ship's operator, maritime agencies, a port authority and a salvage company. The Australian Transport Safety Bureau's final report into the July 2022 incident found the bulk carrier Portland Bay left Port Kembla, south of Sydney, but remained near the coast instead of safely clearing it. Multiple engine problems as the Hong Kong-flagged vessel pitched and rolled reduced speed to a minimum, "effectively disabling the ship in bad weather" and endangering the crew. The vessel was carrying 950 tonnes of heavy fuel oil, raising concerns a grounding would have dire environmental consequences. When the master reported to the ship's operators, Pacific Basin Shipping, he was not advised about notifying authorities. This led to a delay in reporting the situation to the Port Authority of NSW's vessel traffic service, compounded by the service not promptly forwarding the master's report to the Australian Maritime Safety Authority. "The various delays resulted in delaying the tug assistance requested and the master had to deploy both anchors to prevent stranding," said the report, released on Thursday, the bureau's most comprehensive marine investigation in nearly two decades. Rescue helicopters were sent to the ship but had to abandon a plan to winch the crew to safety due to the ship's instability. Three tugs began towing the carrier away from the coast but one towline parted in rough seas, causing the vessel to again drift towards the shore, prompting the master to again deploy anchors. ATSB Chief Commissioner Angus Mitchell said the anchors, while not designed to hold the ship in such severe conditions, "prevented a catastrophic stranding on the rocky shore". An emergency towage vessel was sent from Newcastle and the vessel was towed into Port Botany for repairs on July 6. The ATSB report identified several emergency response issues, including that AMSA and port authority procedures were "not effectively implemented". It also found the co-ordination of critical elements of the emergency response between the port authority, Transport for NSW and AMSA were inadequate and inconsistent with the National Plan for Maritime Environmental Emergencies. "These safety issues prolonged the emergency and the exposure to stranding, with potentially severe consequences." The investigation also found United Salvage was limited in its ability to provide the salvage services required as it did not operate towage vessels, so was reliant on towage providers. Pacific Basin Shipping has revised its crisis management procedures to include at least one exercise each year and to stress early reporting of incidents AMSA has reviewed emergency procedures and increased staffing and training. The ATSB recommended AMSA, the NSW port authority and maritime arm of Transport for NSW take further action on issues raised in the report. "Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility," Mr Mitchell said. The report noted failures in emergency response were usually associated with actions that were "too little, too late". "Australia's National Plan reiterates the principle of over‑escalation in an initial response as it is more effective to scale down than up." A ship's anchors prevented a "catastrophic stranding" on a rocky shore in heavy weather, a safety investigation has found, faulting the ship's operator, maritime agencies, a port authority and a salvage company. The Australian Transport Safety Bureau's final report into the July 2022 incident found the bulk carrier Portland Bay left Port Kembla, south of Sydney, but remained near the coast instead of safely clearing it. Multiple engine problems as the Hong Kong-flagged vessel pitched and rolled reduced speed to a minimum, "effectively disabling the ship in bad weather" and endangering the crew. The vessel was carrying 950 tonnes of heavy fuel oil, raising concerns a grounding would have dire environmental consequences. When the master reported to the ship's operators, Pacific Basin Shipping, he was not advised about notifying authorities. This led to a delay in reporting the situation to the Port Authority of NSW's vessel traffic service, compounded by the service not promptly forwarding the master's report to the Australian Maritime Safety Authority. "The various delays resulted in delaying the tug assistance requested and the master had to deploy both anchors to prevent stranding," said the report, released on Thursday, the bureau's most comprehensive marine investigation in nearly two decades. Rescue helicopters were sent to the ship but had to abandon a plan to winch the crew to safety due to the ship's instability. Three tugs began towing the carrier away from the coast but one towline parted in rough seas, causing the vessel to again drift towards the shore, prompting the master to again deploy anchors. ATSB Chief Commissioner Angus Mitchell said the anchors, while not designed to hold the ship in such severe conditions, "prevented a catastrophic stranding on the rocky shore". An emergency towage vessel was sent from Newcastle and the vessel was towed into Port Botany for repairs on July 6. The ATSB report identified several emergency response issues, including that AMSA and port authority procedures were "not effectively implemented". It also found the co-ordination of critical elements of the emergency response between the port authority, Transport for NSW and AMSA were inadequate and inconsistent with the National Plan for Maritime Environmental Emergencies. "These safety issues prolonged the emergency and the exposure to stranding, with potentially severe consequences." The investigation also found United Salvage was limited in its ability to provide the salvage services required as it did not operate towage vessels, so was reliant on towage providers. Pacific Basin Shipping has revised its crisis management procedures to include at least one exercise each year and to stress early reporting of incidents AMSA has reviewed emergency procedures and increased staffing and training. The ATSB recommended AMSA, the NSW port authority and maritime arm of Transport for NSW take further action on issues raised in the report. "Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility," Mr Mitchell said. The report noted failures in emergency response were usually associated with actions that were "too little, too late". "Australia's National Plan reiterates the principle of over‑escalation in an initial response as it is more effective to scale down than up." A ship's anchors prevented a "catastrophic stranding" on a rocky shore in heavy weather, a safety investigation has found, faulting the ship's operator, maritime agencies, a port authority and a salvage company. The Australian Transport Safety Bureau's final report into the July 2022 incident found the bulk carrier Portland Bay left Port Kembla, south of Sydney, but remained near the coast instead of safely clearing it. Multiple engine problems as the Hong Kong-flagged vessel pitched and rolled reduced speed to a minimum, "effectively disabling the ship in bad weather" and endangering the crew. The vessel was carrying 950 tonnes of heavy fuel oil, raising concerns a grounding would have dire environmental consequences. When the master reported to the ship's operators, Pacific Basin Shipping, he was not advised about notifying authorities. This led to a delay in reporting the situation to the Port Authority of NSW's vessel traffic service, compounded by the service not promptly forwarding the master's report to the Australian Maritime Safety Authority. "The various delays resulted in delaying the tug assistance requested and the master had to deploy both anchors to prevent stranding," said the report, released on Thursday, the bureau's most comprehensive marine investigation in nearly two decades. Rescue helicopters were sent to the ship but had to abandon a plan to winch the crew to safety due to the ship's instability. Three tugs began towing the carrier away from the coast but one towline parted in rough seas, causing the vessel to again drift towards the shore, prompting the master to again deploy anchors. ATSB Chief Commissioner Angus Mitchell said the anchors, while not designed to hold the ship in such severe conditions, "prevented a catastrophic stranding on the rocky shore". An emergency towage vessel was sent from Newcastle and the vessel was towed into Port Botany for repairs on July 6. The ATSB report identified several emergency response issues, including that AMSA and port authority procedures were "not effectively implemented". It also found the co-ordination of critical elements of the emergency response between the port authority, Transport for NSW and AMSA were inadequate and inconsistent with the National Plan for Maritime Environmental Emergencies. "These safety issues prolonged the emergency and the exposure to stranding, with potentially severe consequences." The investigation also found United Salvage was limited in its ability to provide the salvage services required as it did not operate towage vessels, so was reliant on towage providers. Pacific Basin Shipping has revised its crisis management procedures to include at least one exercise each year and to stress early reporting of incidents AMSA has reviewed emergency procedures and increased staffing and training. The ATSB recommended AMSA, the NSW port authority and maritime arm of Transport for NSW take further action on issues raised in the report. "Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility," Mr Mitchell said. The report noted failures in emergency response were usually associated with actions that were "too little, too late". "Australia's National Plan reiterates the principle of over‑escalation in an initial response as it is more effective to scale down than up."
Perth Now
15-05-2025
- General
- Perth Now
Ship's near stranding exposes emergency response flaws
A ship's anchors prevented a "catastrophic stranding" on a rocky shore in heavy weather, a safety investigation has found, faulting the ship's operator, maritime agencies, a port authority and a salvage company. The Australian Transport Safety Bureau's final report into the July 2022 incident found the bulk carrier Portland Bay left Port Kembla, south of Sydney, but remained near the coast instead of safely clearing it. Multiple engine problems as the Hong Kong-flagged vessel pitched and rolled reduced speed to a minimum, "effectively disabling the ship in bad weather" and endangering the crew. The vessel was carrying 950 tonnes of heavy fuel oil, raising concerns a grounding would have dire environmental consequences. When the master reported to the ship's operators, Pacific Basin Shipping, he was not advised about notifying authorities. This led to a delay in reporting the situation to the Port Authority of NSW's vessel traffic service, compounded by the service not promptly forwarding the master's report to the Australian Maritime Safety Authority. "The various delays resulted in delaying the tug assistance requested and the master had to deploy both anchors to prevent stranding," said the report, released on Thursday, the bureau's most comprehensive marine investigation in nearly two decades. Rescue helicopters were sent to the ship but had to abandon a plan to winch the crew to safety due to the ship's instability. Three tugs began towing the carrier away from the coast but one towline parted in rough seas, causing the vessel to again drift towards the shore, prompting the master to again deploy anchors. ATSB Chief Commissioner Angus Mitchell said the anchors, while not designed to hold the ship in such severe conditions, "prevented a catastrophic stranding on the rocky shore". An emergency towage vessel was sent from Newcastle and the vessel was towed into Port Botany for repairs on July 6. The ATSB report identified several emergency response issues, including that AMSA and port authority procedures were "not effectively implemented". It also found the co-ordination of critical elements of the emergency response between the port authority, Transport for NSW and AMSA were inadequate and inconsistent with the National Plan for Maritime Environmental Emergencies. "These safety issues prolonged the emergency and the exposure to stranding, with potentially severe consequences." The investigation also found United Salvage was limited in its ability to provide the salvage services required as it did not operate towage vessels, so was reliant on towage providers. Pacific Basin Shipping has revised its crisis management procedures to include at least one exercise each year and to stress early reporting of incidents AMSA has reviewed emergency procedures and increased staffing and training. The ATSB recommended AMSA, the NSW port authority and maritime arm of Transport for NSW take further action on issues raised in the report. "Three legislated bodies had a defined role within relevant legislation and state and national plans to respond to this emergency, but each agency did not believe that the response necessarily fell within their responsibility," Mr Mitchell said. The report noted failures in emergency response were usually associated with actions that were "too little, too late". "Australia's National Plan reiterates the principle of over‑escalation in an initial response as it is more effective to scale down than up."
