🚤 OVID -- Crew Transfer Vessel (2/2)

State Code if not SOLAS and issuing authority.

State HSC Code issuing authority.

The noise level in public spaces and crew accommodation should be kept as low as possible. A risk assessment of noise and vibration impact should address passengers and crew.

For example, passenger transfer/control and evacuation. Additional STCW requirements for HSC. Induction and Safety Briefing videos.

Procedures are in line with ISPS requirements.

Including definition of safe access routes, segregation of passengers (ongoing and offgoing) and cargo, provision of handrails, deck marks, non-slip coatings, target area for frog/basket.

Where there is no gated bulwark, are there suitable provisions for safe personnel access?

Inspector to state when the man-overboard alarm was last checked. If no alarm is available, there should be formal procedures in place to manage man-overboard situations during personnel transfer.

Depends on location. Covering crew and passengers.

Covering do's and don'ts, signs posted, and method of disembarkation (e.g. surfer landing, frog, Billy Pugh, pilot ladder etc.).

Record date last serviced.

Record date of last exercise.

If the vessel is not fitted with dedicated accommodation, inspector to comment on what is in place for crew during rest periods.

Safety briefings should be carried out on every voyage and cover safe boarding, disembarkation and general safety whilst onboard.

Passenger areas should provide a safe and comfortable environment: air conditioning, toilet facilities, passenger seating, lighting, noise levels, etc. Seatbelts should be available and in good order for all passenger seats.

Certificates for ropes, wires and records of inspections and maintenance should be available. A condition-based retirement requirement should be in place.

If double bitts are available, the recommended method 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.

Fender securing arrangements such as pad eyes, chains etc. should be visually checked without compromising the personal safety of the inspector.

Winches fully operable, covered by planned maintenance system, with guards in place. Foundations, brake linings, drums and pins should be in satisfactory condition, with brake tests recorded.

Where available, the minimum requirements for radio equipment should be taken from the Radio Certificate and its attachment Form R, or Form C if the Safety Radio Certificate is combined in the Harmonised Certificate.

Sufficient portable radios should be available to allow effective communications during operations.

Check that intrinsically safe portable radios are available for operations inside a 500 m zone of production installations and rigs while engaged in drilling operations.

Machinery procedures should include at least: guidelines on engine room operations; manufacturer documentation; procedures to restart critical equipment; reporting equipment deficiencies; engine room emergency preparedness; planned maintenance and control of critical spare parts; bunker transfer procedures.

In compliance with Flag State requirements. Hand written logbooks must be entered in ink.

As a minimum the PMS should contain: list of equipment; details of maintenance schedule and history; inventory of critical spares.

Critical spare parts should be the outcome of a formal risk assessment and the inventory should include both operational and safety critical spares.

Also ensure all lights in the engine compartment and machinery spaces are covered.

Engine exhausts may not be fitted with spark arrestors for in-shore support vessels not engaged in carrying flammable goods or not entering within 500m of hazardous facilities.

Emergency equipment will include, where fitted: emergency air compressor; emergency generator; emergency steering; quick closing valves; emergency stops; engineers' alarms; bilge pumping equipment; emergency fire pump.

Emergency stops include ventilation fans, fuel pumps and quick closing valves, as applicable. Check that emergency stops are adequately protected from inadvertent activation.

Lagging and insulation should be in good condition and free from oil. Evidence of oil leakage or oil-soaked lagging must be recorded as an Observation.

Electrical installations should be checked for satisfactory protection from water spray, loose wires and proper door covers.

Grinders, air compressor belt drives, vent fans, lathe, drill press etc.

SDS should be readily available in hard copy format.

Oily areas indicate a lack of maintenance and cleanliness. A small amount of oil in savealls should not be considered unsatisfactory.

Inspectors should consider requesting that this critical alarm be tested in their presence.

Items of machinery may include: main engine(s); auxiliary engines and generators; compressors; purifiers and fuel oil handling equipment; sewage plant; bilge pumping arrangements and oily water separators; general pipework; air conditioning machinery; ventilation fans and trunking; stern tube and thruster sealing arrangements; exhaust manifolds.

The generator should be capable of providing full load requirements for at least 18 hours.

The emergency batteries must supply the designed power load for up to 18 hours. Check battery test/inspection records.

Request that an officer demonstrates the operation of the emergency steering arrangement. Is there an operating procedure posted?

Check that the hull is free of oil staining, extensive coating breakdown or excessive marine growth.

Hydraulic pipework, fire mains, compressed air lines and bulk cargo lines should be examined, particularly on the underside, for corrosion and patching. Pipe securing arrangements should be intact and permit free movement of the pipes.

Are all watertight doors operating correctly, with seals in good condition? Doors normally closed at sea should be marked accordingly on both sides.

Vent heads should be regularly inspected and flame screens, where fitted, checked for cleanliness.

The level of lighting should be adequate for safe access, safe use of mooring equipment and monitoring of the deck area.

Unburned fuel or fatty deposits in galley ranges, flue pipes and extraction fan filters can cause fire and must be kept clean. Inspector to make an observation if accommodation is not well ventilated / air conditioned where appropriate.