🔍 OVID -- MPSV Operations (ROV, Well Servicing, Helicopter)

Inspector should review MOC provided ensuring changes to stability information to have Class approval and this should be evident in the vessel's stability booklet. Check that any limitations have been documented and that key personnel are aware of them. Example limitations may include restrictions on the number of slack tanks and/or requirements to have tanks full or empty during ROV operations.

The CCTV cameras shall be positioned such that the area obstructed by the ROV or supporting equipment is now visible on a TV screen which is clearly visible from the conning positions. Inspectors should make note in other comments section if recording functionality is not available.

Primary and back up communication systems must be independent of each other (a single VHF unit with a primary and back up channel does not meet this requirement)

Do these procedures specify minimum manning in all departments while conducting ROV operations? Do these procedures specify maximum environmental limits for launching, recovery and operations? Where the ROV is operated by a third party how are their operating procedures approved and included within the vessels operating procedures?

Spot check training, experience and certification records carried by personnel/crew.

Spot check training, experience and certification records carried by personnel/crew.

The contingency plans may include for example, Loss of ROV, failure of communications or positioning, secondary recovery methods, recovery in adverse conditions, entanglement of ROV umbilical.

Where more than one ROV is fitted limits may differ depending on type (work/observation) of ROV and whether launch and recovery is over the side or through a moonpool.

Do navigators/DPOs have displays showing operational status in relation to vessel/unit's position, and do ROV personnel have full information on vessel/unit's track and propulsion status?

This could include procedural barriers, physical barriers and signage

Check test records.

Inspections should review location ROV umbilical excursion charts, comment should be made if not available with vicinity of conning station.

Including requirements for PPE, lifejackets, lifebuoys. Check safety signage and availability of fall arrestor equipment for more than one person to use in exposed areas. CCTV monitoring of working areas should feed to bridge and operations control room.

Gas detection systems should be function tested and records maintained. System should be calibrated on an annual basis

Check that assessments include equipment deployment and recovery operations.

Check communication equipment (intercoms, telephones and UHV/VHF hand-held radios) including backup arrangements for: Communications between the working deck and the Operations Control Room operators; Communication between the bridge and Operations Control Room.

Spot check training, experience and certification records.

Spot check training, experience and certification records.

e.g. loss of stability/watertight integrity, loss of moorings/station keeping, emergency disconnect, helicopter accidents, severe weather, tidal waves, tsunami, solitons. Procedures to be available onboard, evidence that personnel are familiar with them.

Decks should assessed and have sufficient strength for specific equipment and should be surrounded by containment arrangements in case of leaks.

Where applicable, person should be qualified under STCW95. All personnel involved in ballast control operations should be trained and certified in line with IMO Resolution A.1079(28), includes, Barge Supervisor and Ballast Control Operator.

Demonstrated via induction and vessel specific training records. If semi-submersible, to be capable of taking unit to survival draft if required. BCO's should know the operating inclination limits of the ballast control system, this should be stated in onboard documentation.

Inspectors should determine that prior to specific operations involving the transfer of weights, calculations have been made for stress and stability conditions for the start, interim and completion of operations. Regular monitoring of stress and stability should be taking place throughout the operation to ensure that the conditions have been maintained within design limits.

Procedure for calibration and cross reference to visual and loading computer values.

System of cross checking should be in place to assure accurate weights and CoG of materials placed subsea or recovered from seabed, are manually input to keep stability model accurate. Inspector to verify that sample inventories of variable weights appear reasonable and accurate.

Documented procedure with record sheets showing additions/deletions since last inclining experiment conducted.

To be covered in procedures and documented.

System to be in place to prevent unauthorised operation of bilge and ballast system.

Ballast station to be manned continuously to ensure prompt action can be taken when required.

Seals, locking devices and remote indicators should be in good order and fully functional.

Crane should be regularly checked to see if slewing or rocking motions are controlled in a seaway; tension monitoring equipment should be operational

If column stabilised, the pumps should be physically separated so that loss or damage to one pump will not adversely affect the other pump. To be confirmed by FME(C)A.

Located to minimise blind sectors.

Exhausts, dangerous chemicals, hot pipes, pressurised pipes, radioactive sources should all be identified and managed within the vessel/unit's SMS.

Includes all bulk products, both liquid and non-liquid.

Best practice is to adhere to industry GOMO, i.e. do procedures exist for marine transfer operations including emergency stops?

Focus on hydraulic fracture applications and other speciality services. Also applicable to OSV's which supply all or part of the hose string for transfer operations.

Records to be sighted confirming regular tests for pressure. Confirm there is a process of routine inspection of hoses. During operations, inspection of hoses is primarily by 'close visual inspection' of the entire hose length, paying particular attention to the end terminations. Close visual inspection means a visual check of the entire external area of the flexible hose assembly paying particular attention to blisters, deep lacerations or abrasions exposing inner core or fabric, unravelling of the outer cover, surface cracking and misalignment of coupling paint marks. Floatation collars should be secure and in the correct position. Water should be used to carry out leak tests wherever possible. Leak testing should be conducted on the complete hose assembly wherever possible and should consist of: hose assembly hung off or laid on deck; blank end cap fitted at one end; hose filled with water; pressurise to circa five (5) bar sufficient to indicate a leak; hold for five minutes and visually inspect complete length; if all okay, drain assembly to oily drains system; repair or replace as needed, re-test and return to service. The use of compressed gas such as air or nitrogen for any form of leak or pressure test is not permissible because: large volumes of pressurised gases are dangerous; hoses are not designed for pressurised gas; leaks in hydrocarbon hoses can produce a flammable mist; pinhole leaks are not always detected.

Bulk transfer hoses include hoses used for well servicing and sub sea operations. If bulk hoses are stored on reels, Inspector is to make a comment in this section. All hoses should be suspended in arrangements that avoid sharp bends and protrusions wherever possible. Where fitted, the saddle and rack arrangement should be a permanent structure with appropriate foundations. All lifting gear used in the hose arrangement should be certified and inspected on a periodic basis. Inspector to mark NO to the question if the hose saddles/lifting gear is rig fabricated and lacks a load test SWL certification. Reference: Step Change 'Bulk Hose Best Practice Guidelines' Check for inclusion of the hose collar/hanging arrangement being included as an item of certified lifting equipment.

Bulk transfer hoses include hoses used for well servicing and sub sea operations. Check also fitted with reflective tape. Number and distribution of floatation collars to be in accordance with guidance contained in GOMO.

Helideck is usually Approved/Certificated by CAA; FAA; or equivalent. Specify applicable jurisdiction/region for certification in Comments. Add regions/jurisdictions previously worked as a Comment. Helidecks may be issued a letter from its classification society attesting to construction in conformance to CAP437. In such cases has an audit been conducted to confirm continued conformance to CAP437? Are the results of that audit available for review and have the findings been actioned.

Inspector to identify the body/company issuing the certification and date of issue of certification. Records of inspection and certification should be checked to determine if recommendations made at the time of survey have been completed.

These may include, for example: - CAP 437; (Inspector to comment if not on-board) - IATA/ICAO IAMSAR Manual; - IATA Regulations; - ICAO Heliport Manual; - ICAO Convention on International Civil Aviation - Annex 14 Vol II (Heliports) and Annex 6 Part III (International Operations - Helicopters); - IMO Resolution A.855(20) Standards for On-board Helicopter Facilities

The operations procedures should include strict controls on work authorisation/management and communication protocols between crane drivers, deck workers, helideck staff, navigators, engine room staff and any other groups whose work may affect equipment moves, atmosphere changes, or personnel proximity to helideck. Normally, the HLO should have working authority to control. Procedures should also include specifying control of heliops when meteorological conditions change substantially.

Appropriate PPE and identification tabards should be provided and used. This would normally include HLO and HDAs wearing flame retardant overalls or proximity suits with safety helmet/visor or goggles, and the fire monitor crew with the same dress.

Procedures should include issues such as: - checking that helideck is taut (not possible to lift any part more than 250mm clear of deck, with a vertical pull by hand); - all lighting should be functioning (perimeter and floodlights); - perimeter nets should not be taut; - helideck needs to be checked for loose objects and any such items removed.

All passenger routes to/from helideck should be well marked and final access to helideck should be positively controlled by helideck crew (e.g. gate or traffic light).

Formal training/certification should be available on board.

Formal training/certification should be available on board.

All personnel involved in transmitting or receiving radio messages from helicopters shall carry appropriate radio licence as issued by Local NCAA for area of operation e.g. UK Restricted Radio operators certificate of competency (ROCC)

Weather observing, report assessment, movement monitoring should be conducted by trained and experienced personnel, in most cases the navigating officers on the vessel/unit. Where used, state details of Helideck Monitoring System (HMS). Inspector should note approving civil aviation authority for HMS system

Must allow both operating frequency spacing required use for normal communicating with the aircraft and watch/emergency frequencies for flight watch and following. E.g. 8.33 Khz spacing.

Qualified radio operating personnel should be available. Formal flightwatch/following instructions and records should be confirmed in place and correctly logged. Where this performed by an onshore organisation the inspector is requested to identify who performs this role.

Equipment should include an AFFF foam system to helideck and foam monitors designed to knock out a fire within 30 seconds of activation; fireman's outfits (including breathing apparatus); crash box (hammers, bolt-croppers, hatchets, etc.); powder and CO2 extinguishers (including a unit with lance to reach engine intakes, should that be required by pilot).

Briefing details/CD's of helicopter types should be available to include danger areas; boarding/exiting procedure; emergency procedures; use of seat belts; no loose objects/clothing; prohibited goods; documentation needs, etc.

Check calibration records for consistency. Sample freight/baggage manifests for completeness, calibration should be undertaken by on shore 3rd party independent vendor at intervals not exceeding manufacturer's recommended practice.

Should be under the direct control of one appointed person - aspects of this may come under the vessel/unit's Security Plan, which the Inspector should be made aware of, but review of the SSP is not permitted.

Wind sock(s) shall be illuminated and installed in sufficient number or location so that the air flow through at least one wind sock is not obstructed by MO(D)U structure.