⚓ OVID -- Commun 3/4 (Stability, Mooring, Anchoring, Hull, Electrical, Accommodation)

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.

Where appropriate, records should be maintained to verify stability calculations at all stages of the voyage. Such stages could include Port departure, Port arrival and discharge / backload of significant amounts of cargo. Does the operator have a policy detailing the frequency of stability calculations? Are calculations being conducted and documented in accordance with this policy. In all cases where deck cargo is carried, a realistic weight and location (including height and COG of cargo) should be given in the stability calculation and, where pipes are carried on deck, consideration should be given to water entrapment within tubular cargo. For the purposes of the stability calculation, a quantity of trapped water (equal to a certain percentage of the net volume) should be assumed in and around the pipes. Reference IMO 2008 Intact Stability Code; IMO Resolution A.469 (XII) Guidelines for the Design and Construction of Offshore Supply Vessels; IMO Resolution A.749 (18) Code on Intact Stability for All Types of Ships Covered by IMO Instruments".

Some administrations may permit this information to be provided in the form of a simplified stability letter. Scenarios should cover likely credible events, including collision and hull breach. SOLAS Consolidation Edition (2020) Part B-1, Stability, Regulations 5&6, Pages 59-61, Damage stability is required for cargo ships of >80m and all passenger ships. Inspector should check that damaged stability is in place when applicable.

If a class/flag approved loading stability computer/software package is not available, record in other comments, how stress and stability calculations are performed.

Class approved data should be used and the tests should be carried out at the annual survey. Regular on-board testing should also take place and records attesting to this should be maintained.

Depending on vessel/unit type, free surface effects may differ widely. Check for any limitations in number of slack tanks noted in stability booklet.

Check records in PMS. For vessels with dual gauge system, check that records indicate that both systems are checked/compared.

Weight discrepancies (missing weights) should be assumed to be located at the main deck level or above. Inspector should check record of draft surveys and record of 'unknown weight'. Inspectors shall record the difference in displacement between the loading computer and that provided by reading the actual drafts.

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.

Are changes tracked in Lightship data log? Additions of structure and weight since the last inclining experiment or update to the stability book/programme shall be tracked in a light ship changes log maintained by the supervisor responsible for stability calculations. Inspectors should seek sight of the light ship changes register and confirm that items are tracked by location with weights VCG and LCG entered, and it is up to date. Supervisory personnel should demonstrate a clear understanding on the effect of structural additions on Variable Deck Load/Displacement.

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

Test certificates for mooring lines and associated equipment should be kept in a file clearly indicating the location of each item.

Are there records of the inspection and maintenance of mooring ropes, wires and equipment and is there a documented changeout policy in place? Records should be kept of date placed in use, inspections, and any maintenance. The SMS should have clear instructions on replacement of mooring lines. The changeout policy should be time and condition based

Crewing levels should take into account all mooring scenarios.

For example, UHF, VHF radios, telephones, tannoys, CCTV and talkback?

Verify through SMS that procedures exist for mooring operations. Including appropriate risk assessments.

The recommended method of turning up a rope on bitts is to take one or two full turns around the leading post before figure of eighting. Note: Mooring lines must not be secured to winch warping drums.

A band brake is designed to work in one direction only, so the line must always be reeled correctly onto the drum. Each arrangement should be assessed on a case-by-case basis with reference to the manufacturer’s guidance. With lines correctly reeled, tension on the line should be in a direction that causes the free end of the band to be forced towards the fixed end, thereby forcing the two halves of the band together.

Winches should never be left in gear with the mooring winch band brake on. Hydraulic or electric drives can suffer severe damage should the brake render. Mooring drums should always be left disconnected from the winch drive whenever the mooring line is tensioned and the band brake is fully applied.

The Brake Rendering Test (BRT) should be completed at least every 5 years and when completion of major maintenance/repair or replacement of mooring lines with different criteria to that used in previous BRT. The winch should be clearly marked with required torque load/setting and means to adjust brakes to required torque should be available.

Mooring ropes should be stowed on a grating away from chemicals and out of direct sunlight.

Including the fender mooring pennants and pickup arrangements.

Winches fully operable, covered by planned maintenance system. Winch guards to be in place. Check that winch foundations are in a satisfactory condition and that brake linings, drums and pins appear to be in good order.

Notes: Splicing of ropes is acceptable but reduces the strength of the rope by about 10%. Splices in eyes and for repairs should have a minimum of 5 tucks. Particular attention should be paid to the eyes of mooring wires. If there are more than three broken wires in any strand, or five in any adjacent strands in a length of wire 10 times the diameter, the damaged part requires removal and the wire re-splicing. There should be a routine for the maintenance of wires and the lubrication of them using a preservative which will effectively penetrate the strands and wires.

Stoppers to be of a material and size appropriate to the ropes in use.

Note: The condition of the locking bars should be checked to ascertain that they function correctly by locking the chain when the vessel/unit is at anchor to prevent the brake having to take the full load of the cable.

To be available on board and include anchoring over or near to obstructions. Procedures should also include precautions to be taken during active mooring adjustments in adverse weather conditions.

FMEA should cover the reliability of spread mooring system (winch, power supply, availability of spares) to ensure that unit will move away, without assistance, from working to weather stand-by location whenever required by offshore installation.

Vessels equipped to perform spread moorings shall have accurate Chain/wiremaps of all mooring lines including details of all jewellery with certificate numbers marked on chains/wires.

Inspectors shall document if there is a requirement to monitor line tensions and document how line tensions are being monitored e.g. manual logs or electronic recording.

Inspectors shall check where records of calibration are maintained. It is recommended calibration interval should not exceed 12 months.

Are there appropriate procedures in place to demonstrate how the system is operated under emergency conditions i.e. Remote vs local control. Inspector to verify system has been operated in both local and remote modes and hence demonstrate operational awareness.

Record the date when the winch/windlass emergency release was last tested.

Inspector should check that procedures cover contingency operations and defined criteria to terminate operations.

Inspector to record date of last drill.

The following tests should be carried out: Daily: the proper functioning of the DSC facilities without radiation of signals; battery voltage checks; printers. Weekly: the proper function of the DSC facilities by means of a test call when within communication range of a coast station; where the reserve source of energy is not batteries, the reserve source to be tested. Monthly: each Emergency Position Indicating Radio Beacon (EPIRB) to be tested to determine its capability to operate. properly using the means provided on the device and without using the satellite system; each marine search and rescue transponder (SART) using the in-built test facility and checked for security and signs. of damage; the security and condition of all batteries providing a source of energy for any part of the radio installation; the condition of all aerials and insulators; each survival craft two-way VHF equipment, on a frequency other than channel 16.

The following should be being recorded: a summary of distress, urgency and safety communications; important incidents relating to the radio service; where appropriate, the position of the ship at least once per day; a summary of the condition of the radio equipment, including its sources of energy; personnel assigned responsibility for sending a distress alert instructed to operate properly all radio equipment on. the ship; necessary instruction and information on the use of the radio equipment to relevant crew members; pre-sailing checks to ensure that all equipment is in an efficient working condition; the results of the testing of the DSC distress and safety radio equipment by means of a test call at least once a week; the results of the testing of the distress and safety radio equipment by means of a test at least once each day but. without radiating any signal; the on-load and off-load daily test of the batteries; the results of the weekly hydrometer or load test of the batteries; the results of the monthly security check of each battery and its connections.

Where a reserve source of energy consists of rechargeable accumulator batteries, their capacity shall be checked, using an appropriate method, at intervals not exceeding 12 months, when the ship is not at sea. (SOLAS IV/13.6)

Inspector should make a comment if the vessel does not have duplication of equipment and is working to a Shore Based maintenance certificate only as indicated below. On ships engaged on voyages in sea areas A1 and A2, the radio availability shall be ensured by using such methods as: duplication of equipment; or; shore based maintenance (the requirement on GMDSS vessels to have shore based maintenance does not infer there. should necessarily be a contract but that maintenance should be carried out annually by a shore-based i.e. ‘expert’ organisation); or at-sea electronic maintenance capability; or; a combination of these as may be approved by the Administration. (SOLAS IV/15.6). On ships engaged on voyages in sea areas A3 and A4, the radio availability shall be ensured by using a combination of at least two of the methods detailed above. (SOLAS IV/15.7)

Notes: The minimum requirements for radio equipment for the vessel/unit should be taken from the Radio Certificate and its attachment Form R or in Form C if the Safety Radio Certificate is combined in the Harmonised Certificate.

The EPIRB shall be: capable of transmitting a distress alert through the polar orbiting satellite service operating in the 406 MHz band;''; installed in an easily accessible position; ready to be manually released and capable of being carried by one person into a survival craft; capable of floating free if the ship sinks and of being automatically activated when afloat; and; capable of being activated manually. (SOLAS IV/7.1.6) Satellite EPIRBs shall be annually tested within 3 months. before the expiry date, or 3 months before or after the anniversary date, of the Cargo Ship Safety Radio Certificate. The test may be conducted on board the ship or at an approved testing station; and subject to maintenance at intervals not exceeding five years, (SOLAS IV/15.9) Notes: The vessel/unit’s name, the serial number and the maritime mobile services identity (MMSI or 15 Hex ID) should be clearly indicated on the EPIRB. The inspection of EPIRBs should include: inspection of the housing to ensure it is undamaged; inspection of the hydrostatic release unit to ensure it is in good order and in date. Releases should be renewed after. two years; inspection of the lanyard, which should be neatly stowed and not attached to the vessel/unit; ensuring that the markings remain clearly decipherable; checking the battery to ensure it is in good order and in date. The battery life for most EPIRBs is 5 years; carrying out a self test. Most EPIRBs have a self test facility which is usually a spring-loaded switch. When activated. a light will indicate that the test circuits are operating correctly and sometimes this will also activate the strobe light. It is recommended that the self test switch be held for no more than 2 flashes of the strobe light, or no longer than 1 minute after the first self-test mode burst transmission. When the self-test is activated on a 406 Mhz EPIRB, the EPIRB is allowed to radiate a single burst which is specially coded so that it is ignored by the COSPAS-SARSAT system. The EPIRB must never be tested by actual operation. The annual testing of 406 MHz satellite EPIRBs required by SOLAS IV/15.9 requires test equipment capable of performing all the relevant measurements detailed in MSC/Circ 1040.

Note: Sufficient portable radios should be available to allow communications between the bridge/control rooms and all operational personnel.

Check that intrinsically safe portable radios are available for operations inside a 500 m zone of producing installations. GMDSS radios should not be utilised for this purpose. Best practice is to utilise UHF, where possible.

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.

Free of animal/insect infestation? Check procedures are in place to manage infestations? Inspector should review cleaning schedule and log.

Marked with luminous strip indicators/lighting/signage.

Notes: Unburned fuel or fatty deposits in galley ranges, within flue pipes and in the filters of galley extraction fans can cause fire and must be maintained in a clean condition. Oil and deep fat fryers should be fitted with thermostats to cut off the electrical power and prevent overheating and be fitted with suitable covers.

Dryers to be free from excessive lint build up.

Check whether a lighting survey has been undertaken and randomly test emergency lights.

No accommodation space or jury rigged electrical appliances or overloaded sockets.

State frequency of testing (e.g. monthly).

Dry food kept > 6 inches from deck. Stored away from direct sunlight. No obvious signs of pest infestation. Sufficient lighting and ventilation. Evidence of regular cleaning/inspection.

Aprons should be worn in food preparation area, non-slip safety shoes and hair nets/restraints should be worn. Food handlers should be in clean clothing (Ref: OGP Report 397)

Fridge (less than 5°C), Freezer (less than -18°C), Dry Store (around 10°C). Temperatures should be checked and recorded daily. If defrosting is not an automatic process, equipment should be defrosted regularly to maintain its efficiency. (Ref: OGP Report 397)

Check that documented procedures are in place and records are maintained. May include UV treatment and/or super chlorination. If there is evidence and a policy in place for Drinking water and cooking water to be supplied by Bottled water, and that all other water tanks come from a municipal supply then this question should be answered NA.