🚢 OVID -- Barge Operations

Inspector should undertake a spot check of certificates to validate OVPQ data. Certificates may include the following: Certificate of Registry, Certificate of Class, Continuous synopsis record, Document of Compliance, Safe Manning Certificate, Bollard pull certificate (as applicable). Note: where applicable, the issuing authority for the DoC and the SMC may be different organisations, but the name of the operator of the vessel/unit must be the same on both. There should be a copy (which need not be a certified copy) of the DoC on board. Loadline Certificate, International Tonnage Certificate (ITC). With respect to SOLAS certificates, if the language used is neither English nor French, the text shall include a translation into one of these languages. Note: Situations may arise in cases where a Recognised Organisation (RO) issues the original certificates and the vessel/unit's flag State Administration conducts subsequent annual surveys. In such cases, it is acceptable for the flag State to endorse the RO's certificates to attest that the annual surveys have been conducted.

The Company should ensure that the safety management system operating on board the vessel/unit contains a clear statement emphasising the Master's authority. The Company should establish in the safety management system that the Master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company's assistance as may be necessary. The Inspector should undertake a spot-check of the list of contents of the procedures manuals to ensure that they are relevant to the vessel/unit and written in the working language of the crew, and that they at least contain: a safety and environmental policy; a Safety Case (where applicable); emergency procedures; a description of the Master's and crew's responsibilities; operation plans; procedures for reporting non-conformities and for corrective action; maintenance programmes; procedures for auditing and reviews. Occasionally the operator's procedures are available only in computerised versions. Ascertain whether there is access for all personnel to a computer and whether training has been given to all personnel in accessing the operator's procedures using one. In any case, the operator's navigation procedures should be available on the bridge. Make an Observation if paper and electronic systems differ.

Record the date of the last 2 visits e.g. Annual ISM and Technical/Marine Inspections. Verify that office managers have visited the vessel/unit to undertake a formal audit or inspection as per safety management system within the last six months.

Note: Satisfactory evidence should record that corrective action was taken to rectify non-conformities. A close-out system, which includes a time limit for corrective action, informing the operator when completed and the operator ensuring that it has been, should be in place and the inspector should ensure that the required actions have been made within the required time. Operator's audit observations should not be used as a means to record Observations unless there is no evidence of a close out system in place, at which point those observations should be listed in this question only.

Inspector to record date of last docking or underwater survey. If the last drydocking/underwater survey was unscheduled, record observation and reason for docking / survey

Record any conditions of class or significant recommendations, visas, memoranda or notations of any nature, including due dates as an Observation. Class status report reviewed should not be older than 30 days. If report not available, note an observation

Inspector to provide details and specify if it was “Warm” lay-up or “Cold” lay-up

Inspector to review MOC and maintenance plan utilised. Class Society/P&I Club recommendations often refer to regional and flag state requirements. Where appropriate, Inspector to check for compliance with statutory lay-up requirements

Check for a quarantine area on board the unit, Inspector to document if the quarantine area is secure from reuse once items are deposited. Inspectors may be advised that damaged equipment is destroyed to prevent re use and should check for procedures that document this requirements and examples/records of equipment with drawn from service and destroyed.

State which side of vessel inspected. State condition of the paint. Inspection should include checking for any evidence of wastage, leakage, corrosion, structural problems including collision/jetty contact damage or distortion from heavy weather. Crew should be aware of permitted deck loading capacity.

Request to sight UTI reports where applicable and any owners hull condition survey report or asset integrity reports. Is there evidence of a ballast tank and enclosed space entry programme that is in use and up to date. Inspectors shall request sight of NDT records of tanks and class reports to validate that steel internal stiffener and hull plating thickness and anode condition is being periodically monitored to meet class requirements. Where evidence of steel wastage requiring additional monitoring or repairs is evident the inspector shall record this.

Inspection of the hull should include checking for any evidence of structural problems including collision/jetty contact damage or distortion from heavy weather. State which side of vessel inspected.

Check that the planned maintenance system covers the checking and maintenance of valves and top plate assembly. If the vessel is not subject to class inspections ensure that the local Flag State have similarly approved any through hull penetrations and they are subject to regular inspection.

Class records should be examined to confirm that Class has been involved whenever significant modifications have occurred.

Inspector should verify if stability changes have been approved by Class. Minor changes to light weight condition may not require new stability calculation however this should be confirmed by class

Inspector should verify that the OVPQ has accurately recorded any modifications that have been made to the vessel/unit.

This includes bridle legs, apex (delta plate), shackles and intermediate pennant if provided. Connection to the barge should be by a two-legged bridle for raked bow barges; Model bow barges may use single tow pennant. This arrangement has proven to be the most efficient method for towing this type of barge. Minimum Breaking Load (MBL) of each bridle leg or tow pennant should be at least 1.5 times that of the MBL of the main towing line. The angle formed by the two legs should not exceed 120 degrees. Bridles should be made of Grade 2 (or higher) welded stud link chain or IWRC (Independent Wire Rope Cores) wire rope. Bridle to be fitted with sufficient chaffing protection.

Surge chains should be Grade 2 or higher welded stud link chain and should be of the same grade and type and at least as large as that as that in the towing bridle. A synthetic shock line may be used as surge gear if rated at 1.3 times the breaking strength of the primary tow wire or hawser.

Emergency towing gear should be provided to cope with towline failure, bridle failure or inability to recover the bridle. Emergency towing wires where fitted should be in serviceable condition and correctly fitted. If available, record the dates of installation or test. Holding devices (clips) and wire sockets should be inspected for excessive corrosion. Towing lines should be inspected for signed of degradation, frayed fibres etc.

There should be certification and a class approved calculation for the bow door arrangement.

Acceptable arrangements for small barges include an anchor fitted on a slanted billboard (e.g. , @ 60°) at the stern of the barge, secured for easy release. The cable should be secured and arranged so that it will payout unobstructed when the anchor is let go.

Navigation lights shall be independently powered. Spare bulbs should be carried even if the tow is unmanned. Radar reflectors should be considered if barge has low freeboard

Record if winch is manually operated or powered

Brackets should allow a fouled bridle or towline to be cleared, but should also be secured against premature release.

All barges shall be provided with suitable access. Suitable arrangements should be in place to allow safe transfer from ladder to main deck. This may include stanchions, grab bars, etc. The ladder should be in contrasting colour to the hull for easy identification

Non destructive tests (NDT) or Magnetic Particles Inspection (MPI) should be conducted on towing brackets, on an annual basis

Barges which are constructed without safety handrails, such as material barges, etc shall have the edge highlighted in a contrasting colour to the rest of the deck

Systems should be included within planned maintenance system and, where required, carry adequate reserve of fuel. Where appropriate, the Inspector should consider: Fire fighting equipment, Secondary containment, Inlet and Exhaust arrangements

Is the hull free of oil staining, extensive coating breakdown or excessive marine growth?

Ensure escape routes and emergency exits are clear and available to use.

The ship's identification number shall be permanently marked: in a visible place either on the stern of the ship or on either side of the hull, amidships port and starboard, above the deepest assigned load line or either side of the superstructure, port and starboard or on the front of the superstructure. The permanent marking shall be plainly visible, clear of any other markings on the hull and shall be painted in a contrasting colour (SOLAS XI-1/3.5.1). The following should also be clearly indicated, where applicable: the vessel/unit's name; loadlines; draft marks; thruster warnings; tug push points.

e.g. rails, platforms, back-scratchers

Notes: The following deck pipework, should be examined, particularly on the underside, for external indications of corrosion and for patching or accelerated wear caused by rope abrasion: hydraulic and pneumatic pipework; fire mains and associated fittings; compressed air lines; bulk cargo lines. Pipe securing arrangements should be intact and permit free movement of the pipes as necessary. Check the condition of pipe stands, clamps, supports and expansion arrangements?

Check that save-alls/driptrays are free from oil residues.

Are all watertight doors operating correctly, with seals in good condition? Doors which are normally closed at sea, but are not provided with means of remote closure, should have notices fixed to both sides of the doors stating: “To be kept closed at sea”. Doors which should be permanently closed at sea should have notices fixed to both sides stating: “Not to be opened at sea”

All personnel should have received instruction in the operation. Signs giving operating instructions should be posted on either side of the doorway

Inspector to check records of induction / training

This includes powered and non-powered watertight doors.

Indicators should be available at remote operating and control stations.

Are there any open penetrations; or penetrations that appear to have been altered; or penetrations with packing that appears disturbed or insufficient? If the vessel/unit is DP3, cable transits should be double-glanded.

e.g. bulk cargo tanks, bulk powder silos and tanks for cargo fresh water, drill water, mud, brine, fuel, Ballast, NLS and methanol.

Note: Vent heads should be regularly dismantled to prove that flame screens, where fitted are clean and in a satisfactory condition and that the closing device which prevents the ingress of water is also in good condition and operating correctly.

Note: The level of deck lighting should be adequate to allow for: safe access to the various areas; the safe use of mooring equipment; monitoring of the deck area; monitoring of all deck areas and the adjacent surrounding areas to prevent unauthorised access.

Confirm company procedures address all issues, including segregation of area from work dress to rest/recreational dress; appropriate provision of toilet facilities; linen changes weekly or better; and that good health and hygiene practices are publicised and enforced.