🚤 OVID -- Crew Transfer Vessel (1/2)

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), Loadline Certificate, International Tonnage Certificate (ITC). 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. 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.

If the vessel has changed class within the past 6 months, record the previous classification society and the date of change as an Observation. State if vessel is not classed.

Inspector to check and record any operating limits.

The Company should ensure that a fit for purpose safety management system is implemented onboard. The inspector should undertake a spot-check of the list of contents to ensure that they are relevant to the vessel/unit and written in the working language of the crew, and that they contain: emergency procedures; operation procedures; up to date maintenance programmes including engine room, deck and bridge equipment; incident investigation & reporting procedure; ISM internal audits, MOC Process, Management visits onboard, Risk Assessment Process, Master's Review, and programmes of drills.

If Vessel is ISM certified evidence would be by issuance of DOC and SMC certificates. Inspector should give status of operator and vessel with regards to ISM certification (SMC and DOC).

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.

The Master's review should be carried out annually and documentary evidence should be available.

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 recommendations, visas, memoranda or notations of any nature, including due dates as an Observation.

Person in command should have basic understanding of vessel stability. State how this knowledge is achieved. E.g. formal training, vessel experience.

While on board the vessel/unit, all crew and contract personnel should comply with the vessel/unit's D and A policy, except if the Contractor's policy is more restrictive.

Inspector to record minimum and actual manning.

Inspector should undertake a spot check of crew certification. Inspector to check if vessel operator has a process in place for verifying crew certificates prior to boarding.

The operator is responsible to maintain up-to-date records relating to the crew and key personnel on board the vessel at any given time, using the electronic Crew Matrix that forms part of the records for each vessel which has been submitted to OVID. The crew details must be spot checked against the data contained in the matrix and an observation made in the event of any irregularities. Observations must not be made unless the personnel change(s) took place more than seven days before the date of the inspection.

Inspector should undertake a spot check of records to confirm compliance with applicable regulations. Inspector to confirm if reasons for deviation is captured within the Rest hours Records forms sighted.

This process is conducted by shore management and should include outlining of expectations and defined responsibilities. Check if an orientation/familiarisation on the Operator's SMS Manual was conducted for the Master.

The documented training may be records of familiarisation, on-the-job training, training provided by shore based personnel, or CBT on board.

Training can be supplied by in house trainers.

The navigation, training and bridge procedures policies should be reviewed and found relevant for the vessels trading and operational area.

Example of checklist: pre-arrival, pre-departure, 500 m zone, and watch handover.

Procedures should include a requirement to test control functions in a safe location after changeover.

The inspector may accept logs in either written or electronic format where flag state permits electronic recording.

Check that there is a ready means to identify which mode of steering is engaged.

All vessels/units should carry up to date official nautical charts and all other nautical publications necessary for the intended voyage/operations. If an electronic chart plotter or alternate mechanism is used, inspector to check that present charts pertinent to the area of operations are up to date. Local area requirements for plotters and interface with other aids like AIS should be considered and confirmed.

The Master and deck officers should be familiar with the operation of the ECDIS and should be able to demonstrate the operation of the ECDIS. If no ECDIS system is fitted on board, answer the question 'NA'.

Inspector to check if previous passage can be replayed on the chart plotter to confirm that passage plan has been adhered to.

Inspector should describe the procedure and note the last update date.

Prior to proceeding on passage, the Master shall ensure that the intended voyage has been planned using appropriate charts and publications for the area concerned. Inspector to check if Passage Plans sighted include critical navigational areas and associated mitigations in place.

Watch keeping officer should be monitoring navigational warnings appropriate to the vessel/unit's proposed area of operations.

Regardless of whether or not a vessel/unit is required by legislation to carry specific navigational equipment, if equipment is fitted then it should be operational. Such equipment may be a Radar, Echo Sounder, Gyro/Magnetic Compass, VHF, ECDIS/ENC, AIS, GPS/DGPS, Helm Indicator, Tachometer, Anemometer, Binoculars, Day Signal Lamp, etc.

Where fitted, primary and secondary systems should be in good order, and there should be a procedure to check the navigation light failure alarm. Inspector to check if this is included in the vessel's PMS.

Examples: Gong, Air/Electric Horn, PA system, loud hailer, etc.

Check if the fixed searchlight is capable of rotating 360 degrees.

Check if included in vessel PMS.

Shore based contact details of key personnel should be provided. DPA contact details apply for operator holding ISM DOC.

Crew should be familiar, as applicable, with the operation of the fixed fire fighting systems, the main and emergency fire pumps, the emergency steering gear, the donning and use of breathing apparatus and life saving appliances such as lifejacket, pyrotechnics. Where liferafts are carried, crew should be familiar with their launching and operation. Are relevant personnel onboard familiar with the instructions and actions to take in an emergency? Does the vessel's Station Bill contain responsibilities of each crew during an emergency situation?

PPE may include boiler suits, safety footwear and helmets, gloves, eye and ear protection, Personal Floatation Devices/work vests, safety harnesses, and chemical protective equipment.

For regular HSSE meetings, minutes recording agenda and decided actions should be kept. For critical activities, risk assessment and job safety analysis must be undertaken and discussed during toolbox talks.

Check arrangements for deploying flotation and recovery equipment. Check that appropriate checklist is readily available on bridge.MSC.1/Circ.1447 -- Guidelines for the development of plans and procedures for recovery of persons from the water

Check evidence that reporting and investigation is effective. Near misses or incidents should be investigated based on the potential of the incident.

Restrictions must include specific controls when the vessel is in the 500 m safety zone. There should be no smoking at food preparation areas. Common areas such as restrooms, cafeterias should be designated as nonsmoking. Check if designated smoking areas are clearly marked.

This should include the handling, storage and disposal of materials such as shipboard chemicals, lithium batteries, radioactive sources and biocides. Eyes and skin protection should be available to protect from accidental exposure or contact.

Check inspection records.

Emergency numbers for tele-medical services / similar arrangement should be posted or readily available.

Check familiarisation checklist and records. On-board training shall be given as soon as possible after a person joins a vessel, covering: what to do if a person falls overboard; what to do if fire or smoke is detected; identification of muster and liferaft stations; location and donning of life jackets; use of the vessel's fire extinguishing appliances.

Lifeboat and fire drills should be carried out as required by the flag State. Check that all personnel on board are required to routinely participate, including man overboard drills. Drills shall, as far as practicable, be conducted as if there were an actual emergency.

Security procedures should be based on a risk assessment of the trading area, containing guidance on access control and recommended behaviour in case of a security incident. If fitted, are crew aware of the location and operation of the ship security alert system (SSAS)?

The vessel operator should have developed procedures for cyber risk management identifying roles and responsibilities of users/key personnel/management ashore and onboard, the IT/OT systems at risk (cargo management, bridge, propulsion/machinery/power control, access control, admin and crew welfare, communication systems), technical protection measures (physical security of network components, anti-virus, application software management, back-up facilities, control of crew internet access, control of admin/user profiles and passwords) and procedural protection measures (cyber security training, control of local/remote access, control of personal device use, equipment disposal/data destruction, contingency plans). The inspector should check that company procedures, an inventory of sensitive IT/OT systems, hard-copy cyber contingency plans, technical support contact details and training records are in place. The inspector should not request to review any confidential documents.ISM Code / MSC-FAL.1/Circ.3 / Guidelines on Cyber Security Onboard Ships v4 / Resolution MSC.428(98)

The system should cover, as applicable: hot work; enclosed space entry; work involving high voltages; working at height and over the side; work on stored systems containing stored energy e.g. pressure vessels.

Training can be conducted by vessel operator shore personnel, on-the-job training, or e-learning. PTW training records should be available.

Welding equipment used for hot work should be carefully inspected before each occasion of use, correctly earthed where required, with electrical supply connections made in a gas free space, wiring capable of carrying demand without overheating, insulation in good condition, and cable routed over gas free or inerted spaces only.

Check that flashback arrestors are fitted at both cylinders and workstation, and that caps and storage racks are available for each cylinder.

An enclosed space is any enclosed area that is large enough for personnel to enter, has limited or restricted means of entry, and is not designed for normal or continuous occupancy.

Check calibration records are available. Calibration equipment should be carried on board unless calibration is conducted on shore per manufacturer's recommendations.

Periodic inspection should be carried out per relevant legislation and industry code, including visual checks, function tests and load tests as appropriate, by a competent person. Test certificates should be available; SWL must be clearly marked; lifting gear should carry a unique identification.

E.g. emergency stops.

Check that the system is being adhered to. Wrong colour/non-coded/damaged equipment must be quarantined.

For all methods of transfer, a risk assessment should be carried out prior to operations. As applicable, methods can be by man riding crane, boat landing or swing rope. As minimum, a boat hook and lifebuoy with self-igniting light and buoyant line should be readily available. Personnel to be transferred should be briefed and wear lifejackets and suitable PPE. Does the Master have training and experience to disembark and embark passengers using the proposed personnel transfer method?

Instructions for on-board inspection and maintenance shall be easily understood, illustrated wherever possible. Such inspection can be reported in the logbook.

Muster list(s) must be clearly posted and updated before the ship sails, describing for each crew the allocated assembly station, survival craft station and emergency duty. Are the crew aware of their roles and responsibilities?

Number of liferafts carried shall comply with flag state requirements taking into account area of operations. Check inspection records.

Check that liferaft(s) are not lashed in cradles and will float free to automatically inflate if the ship sinks; every liferaft shall be stowed with its painter permanently attached to the vessel. Inspector to check the HRUs are in-date.

The two-way radiotelephone(s) should operate on VHF channel 16 and at least one additional channel, with a dedicated primary battery bearing a non-replaceable seal. Check that primary battery and SART battery expiry dates are not expired.

Number of lifebuoys shall comply with flag state requirements taking into account area of operations.

As a minimum a lifejacket shall be provided for every person on board. Inspector to check lifejacket light condition and expiration date.

Ensure instructions include all types of lifejacket carried on board.

Number of immersion suits carried shall comply with flag state requirements taking into account area of operations.

Independent of local legislation requirements, the vessel shall carry as a minimum: 4 x parachute flares; 6 x red hand flares; 2 x smoke signals (buoyant or hand held).

Containers, brackets, racks and other similar stowage locations shall be marked with symbols in accordance with IMO Res. A.760(18); if more than one device is stowed, the number shall also be indicated.SOLAS III/20.10

LSA & FFE plans should be up to date and represent the current arrangements on board.

Maintenance, testing and inspections should be carried out based on the guidelines in MSC/Circ.850, covering all fire protection systems and appliances fitted.

If fitted, check that isolating valves in fire and foam system lines are clearly marked and in good order. Make an observation if a dual type (Jet & Spray) fire nozzle is not available.

There should be a procedure for whenever a zone of a fire detection system is isolated. The engine room should not be operated unmanned with any zone isolated. Spaces not covered by detection should be covered by regular fire patrols.

Check that relevant crew are familiar with operating procedures, which should be relevant to the equipment and logically followable, with any equipment requiring operation marked legibly.

Request to witness the starting and operation of the emergency fire pump where consistent with safety. If a priming system has been fitted, it must be Flag State or Class approved.

Each extinguisher should show manufacturer, type of fire suitable for, type/quantity of extinguishing medium, approval details, use/recharge instructions, year of manufacture, temperature range and test pressure. Must be hydrostatically tested every 10 years or lesser period if required by the Administration.FSS Code 4 and Res. A.602

Outfits shall be kept ready for use in permanently marked, easily accessible, widely separated locations. Self-contained breathing apparatus should be checked for condition and satisfactory operation (drop in pressure not more than 10 bars in one minute with cylinder valve closed). All air cylinders shall be interchangeable and hydrostatically tested every 5 years or as recommended.MSC/Circ.850; FSS Code 3.2.1.2

Record of testing and/or inspection should be available.

Safety nets should be provided wherever there is a possibility of a person falling over or through the side rails of the gangway. Regardless of whether the gangway is supplied by vessel or shore, it is the vessel/unit's responsibility to ensure a safety net is rigged. If the means of access are considered unsafe, the inspector must not put him/herself at risk by going on board.

Spill kit should include absorbent pads and boom.

Record controls in place to prevent unauthorised discharge of oily waste, ensuring all discharges comply with applicable requirements. Inspectors shall validate if operation and testing of the OWS, if fitted, is included in the PMS.

Controls should be in place to prevent unauthorised discharge of sewage, ensuring all discharges comply with applicable requirements.

Inspection of the hull should include checking for evidence of structural problems including collision/jetty contact damage or distortion from heavy weather. Inspector should sample reports if available but not attempt enclosed space entry.

Class records should be examined to confirm involvement whenever significant damage has occurred or been repaired. If the vessel has never suffered structural damage, the inspector should respond NA.

Records should be maintained to verify stability calculations at least for port departure, port arrival, and when the vessel has loaded/discharged significant cargo. Check that due consideration is given to deck cargoes, free surface effects and risk of water entrapment.

State the approving entity (Class or Flag State). Record as an observation if none is available.