New Inspector Training - OCIMF - OVID€¦ · · 2018-01-02New Inspector Training A Guide to the...

OVID

New Inspector Training

A Guide to the uniform inspection procedure

Presentation E, New Edition 2013

Using the Inspector Manual

(ROOVIQ)

The Manual contains exactly the same Questions as in the

OVIQ but sets these out to follow the usual route of an

inspection – Work in progress

Introduction to the inspection

• Introductory Chapter to the OVIQ

• The inspection sections as set out in the Manual

• Recording Observations

• Recording Other Comments

• Recording Additional Comments

• Using the Inspector Guidance that accompanies many VIQ

questions

Introductory Chapter to the OVIQ

Follow the Inspection Requirements!

Respond to the questions accurately

Use only verified information

The inspection work flow

Prior to boarding

Inspector Access OVPQ

Master list of Documents

Officer Matrix

The OVID

Pocketbook,

Report Editor on

iPad, Android,

etc

Use Report Editor to produce

and print a fresh, new Report

Pocketbook template for

each inspection

Use Pocketbook/iphone/Andriod

etc during inspection

Input inspection findings

from Pocketbook into OVIQ

computer programme or use

iPad or Android etc.

Transmit OVIQ to OVID

or OCIMF Member

Introduction to the inspection

Remember when writing comments in:

a) The Comments box, and/or

b) The Other Comments box, and/or

c) The Additional Comments box

Do not include partial or overall summaries or any suggestions to

rectify situations

Summaries and Guidance

A summary will present the reader with your impressions and

conclusions

Do not summarise at the end of a Chapter

Facts that cannot be refuted are all that should be presented -

nothing more

DO NOT OFFER GUIDANCE

The Inspection

The Inspection begins...

• Prior to boarding

• Approaching the vessel

• During boarding

Prior to boarding

The condition of the hull and superstructure

• The overall physical appearance

• Air pollution

• Oil, Rust or other staining

• Mechanical damage from Berths or fenders

• Mooring arrangement

• Legible draught and hull markings

The outside…..a minor indent?

The inside story….and a significant problem.

Contact damage on

port quarter

Contact damage on port quarter at

fr 15; 0.5 m below load waterline.

Damage area 3000 mm x 500 mm

max set-in 50 mm.

Contact damage on port quarter

Suspected crack

Suspected crack up to 150 mm in

length on the port side hull plating

at fr 25, below rubbing bar.

Suspected crack

Mooring

Mooring

Sufficient mooring lines?

Mixed moorings?

Mooring line condition?

Synthetic tails properly

attached to wires (if fitted)?

Before boarding

Before boarding

Access to the vessel – be careful!

• What does it comprise?

• Is it safe enough to permit you to proceed?

• Rule of thumb – if you will write an observation relating to the

access, then you shouldn’t use it

• Are a heaving line, lifebuoy and light available?

• Is a “No Visitors” notice posted?

Is this vessel provided with a safe means of access?

Is this access safe?

Is this Access Safe?

Is this access safe?

Notches cut into gangway-reduced strength

Is this means of access safe??

Coming on board

Security

• Is the gangway manned?

• Does the deck watchman ask your business?

• Does he ask for your photo ID?

• Are you asked to sign a Visitor’s Book?

• Are you provided with an Emergency Stations

Card

• Don’t be upset if he asks to see inside your

bag

On boarding

• The inspector has been on board for only a few

minutes

• He has not yet met the Master, but…

• What he has already seen is important and

• an initial impression has been gained

Entering the Accommodation

• Are all accommodation doors shut?

• Is the watertight door seal packing sound?

• Are the alleyways brightly lit, free of clutter and

clean?

• Are the posted fire and safety signs clearly

legible?

The Pre-inspection Meeting

You will meet the master prior to commencing the

inspection

• Topics for discussion

• The order of the inspection

• The equipment you want to see operating.

• Confirmation that the access hatches to the ballast tanks you want to

sight are ready to open

• Any unusual conditions on board that you need to be aware of

• The timing of the inspection.

• Be conscious of work demands on ship’s staff

Certification and Documentation (1)

• Use the actual certificates – do not use data from the

VPQ

• General information for Chapter 1 of the OVIQ

• Certificates as listed in OVIQ Chapter 2

• Operator’s Operating Procedures Manuals

• Class Condition Survey files

• IOPPC

• Oil Record Book

• Hours of Rest


• Publications

• Crew management

• Crew licences and records of sea service

• Drug and alcohol policy

• Safety management

• Minutes of meetings,

• Records of drills, training and familiarisation

• Record of Visits by Operator’s Superintendent

(Do Not Ask to See Superintendent’s Lists of Defects)


• Ship security

• Enclosed space, entry procedures

• Hot work procedures and certificates

• Life-saving equipment from the LSC and Form E

• Garbage management plans and logs

• Cargo lifting equipment records

• Mooring equipment records

Hours of Rest – what to check

ISF Watchkeeper 3


The actual Manning level aboard and trading pattern of the

vessel is key

Accuracy in the completion of the hours of RestLog

Documents to review ( Past 6 to 12 months)

• Oil Record Book

• Enclosed Space Permits & Entry Logs

• Records of Drills – if outside normal work hours, are they

logged?


Manning Levels

• Two, Three, or Four Mates?

• Three AB’s

• Chief Engineer and two additional engineer officers

• One Oiler

Work Schedules in port

• Both deck and Engineering officers, Chief Officer and Chief

Engineer are key


Is the log completed in accordance with Operator’s instructions

• Many SMS do not have instructions

• Comments section is not completed

• Are the total daily and weekly hours recorded

• Inconsistencies between the recorded hours versus evidence that

is uncovered by reference to previously discussed records

Some examples of inspector observations

“The vessel maintained work rest logs as required. However, when the

current month’s log (May ‘08) was checked in the computer it was

noted that the entire month for both deck and engine departments had

already been filled out.

The inspection was conducted 11 of May.”


“The crew’s Hours of Rest logs were reviewed and found not to agree

with COW operations and Bunkering operations recorded in ORB. On

the 5 & 6 of Nov the ORB showed that the vessel was crude oil

washing between 5/2200 to 6/0300.

However, during these periods, in the Hours of Rest logs both the

Chief Mate and Pumpman’s Hours of Rest Logs showed both were

resting”

Hours of Rest – conclusions

• Logs are being completed by a single person – not by individuals

• Logs are not completed on a daily basis

• Compare the key documents at the same time as the Hours of

Rest Logs

Ballast tank conditions

Concerns relating to tank entry.

• Owner’s permission

• Master’s permission (Letter of indemnity)

• Terminal Regulations

• Port requirements for shore chemist

What Practical alternatives are there to actual tank entry?

Tank sighting from hatch opening – Practical aspects

What can be achieved?

• Observations from the tank access hatch

• Steel wastage of hand rails and ladder rungs (if fitted)

• Visible breakdown of transverse and longitudinal girders

• Sound of liquid falling into the tank

• Odour of Gas

• Oil sheen on the surface of ballast

Tank sighting from the deck – Practical aspects

What can be achieved?

• Colour of the sounding rod gives a good indication of the nature of

the bottom.

• Steel wastage of the deck longitudinals

• Inspection of sounding book, for any drop in sounding during

passage

Hot work certificates

• General – The bigger the file, the more concerned you need to be.

• ISGOTT Guidance or other industry guidance must be followed.

• Consideration of alternatives,(such as cold work).

• Planning.

• Execution.

• Notification process

between vessel and shore management.

Hot Work is not only welding!

Common documentation Observations

• Certificates folder disorganised

• Ship’s management manuals not updated

• Ship’s manuals not signed by personnel

• Unsatisfactory winch testing records

• Certificates for mooring lines do not indicate the winch on which

they are stored

• Inadequate Hot Work and Enclosed Space Entry Permits

• Physical evidence not in conformity with records

• Fire plans do not reflect actual equipment

• Unfamiliarity with contents of management manuals

16. Inspection of the Wheelhouse and Navigation

Equipment checks and verification techniques

• Clearly visible from the steering position? Good illumination?

• Compass error observations agree with posted deviation card and carried out as per STCW 95?

• Caution: Deviation alongside berth may be affected by proximity of steel structures and is an unreliable basis for observations.

Magnetic Compass

• Note gyro heading for later comparison with repeaters.

• Compare with berth direction on chart.

Gyro

• Switched off or standby during transfer of flammable products?

• Performance monitor readings (values) recorded in accordance with OVID guidance?

• Crew familiar with speed input when used for collision avoidance?

Radars

• Extract from Furuno Radar

Manual.

• In this example, PM readings

should include the number of

visible arcs and distance to the

innermost arc as a measure of

performance



• Correctly aligned with gyro heading? Correct quadrant alignment?

• If misaligned – does pre-arrival checklist confirm alignment was carried out? Trace back misalignment – heading at last berth from chart verses course recorder heading.

Course Recorder

• Correct date & time.

• Verify pre-port entry propulsion checks carried out.

• If no stern movement recorded – did pre-arrival checklist indicate this was done?

Engine Order Printer

• Set to correct datum for the chart used.

• Do crew understand the significance of chart datum and know how to change it?

GPS Receivers


• Power setting as per ISGOTT 4.8.4.

AIS

• Check printer data or internal memory for continuous operation during entry.

• Scale appropriate for the depths – evidence of monitoring, egchanging scale as depths change.

• Test run – displayed depths comparable with charted depth? Clear legible trace?

• Depth alarm set to provide warning of unexpected UKC reduction?

• Where no printer connected – is VDR or SVDR installed?

Echo Sounder

• Is there evidence of use (weather maps)? Maps legible?

Weather fax

Any observation?


• Data clearly legible on screen/printer.

• Correct message types and receiving stations for the area selected.

• If unit switched off – ask crew to demonstrate recovery

of messages received since power off.

Navtex


• Rudder angle & rate of turn indicators, speed log, wind speed & direction indicators, etc.

• TIP! Visualise what you expect to see before looking at any equipment – if the display does not meet with expectations….ask questions to establish why?

Other Equipment

Bridge Procedures & Teamwork

• Document Company UKC Policy in the report.

• Does the UKC calculation(s) clearly establish the controlling depth(s) and was the correct controlling depth used?

• Was the calculation valid for the actual time and speed of transit over the controlling depth (use plotted positions to verify actual speed over the ground).

• Any limitations imposed – time of transit, speed of transit – effectively brought to the attention of bridge team members including the pilot.

• Common observations: Wrong controlling depth used; calculations only use high water when passage not at high water; speed used for squat too low.

Under Keel Clearance


• Refer to Guidance Notes in OVIQ. Be practical when assessing –if a deficiency is raised, clearly document the error or omission, preferably with industry guidance reference.

• Review the plan & voyage charts – particular attention to transit of areas where high traffic density, close to hazards, etc.

• Position fixing frequency and methods established? Is position fixing increased on approach to navigational hazard?

• General rule: distance between charted fixes should not exceed the distance to the nearest danger.

Passage Planning


• Parallel indexing used where beneficial to navigation. Floating marks avoided but if used positions verified.

• No go areas established. Company policy stipulates minimum UKC – highlight isolated areas close to the track where this cannot be met. Were highlighted areas relevant for the draft, state of tide, etc. and not falsely indicating a restriction in manoeuvring room.

• Charts used largest scale? Berth to berth planning?

• Contingency planning – emergency anchorages; abort points.

• Publications updated (Radio Signals, Light Lists, Pilot Books).

• Charts corrected.

• Plan signed by Bridge Team members verifying cross checks.

Passage Planning

Bridge Procedures and verification techniques


• Establish latest NTM applied to all charts.

• Request a list of charts used last passage, latest cumulative list of NTM, chart correction log/cards & latest corrected weekly NTM.

• Use chart correction records and weekly NTM to identify voyage charts affected by the notice.

• Use cumulative list to check all small correction numbers marked on charts (historical check).

• Use latest NTM to verify last correction actually plotted on chart & quality of correction (contemporary check).

• Two or more charts checked this way for random verification; any deficiencies recorded.

Chart Corrections – paper charts & NTM


• ChartCo, Digitrace, ChartTrack, etc.

• Request officer to select paper chart management on software to view the list of charts on board.

• Randomly select two or more paper charts.

• Software provides a historical record of corrections affecting each chart. Check all small corrections marked and randomly select tracings for display (or print) to verify these marked on charts. Assess quality of corrections.

• Any deficiencies noted.

Chart Corrections – paper charts; electronic NTM

Bridge Procedures and verification techniques.

• Summary of in-force T & P Notices updated monthly in NTM – use in conjunction with list of voyage charts to identify affected charts. Notices issued since last summary update checked for recent corrections.

• Electronic NTM may store in-force T & P notices under individual chart number.

• Navigation Warning file checked to verify all in-force notices available and segregated according to Navarea.

• Check any affected voyage charts to ensure content of the notice is plotted (or otherwise effectively brought to the attention of the watch officer).

• Any deficiencies noted.

Chart Corrections – T & P notices and Navigation Warnings.

Fire Detection Panel

• Any malfunction or

disconnection?

• If sensors in machinery spaces

not connected…… is the ER

operated UMS?

Bridge Equipment - Other

Emergency Radios• Battery expiry

SARTS• Tested

EPIRB’s• Battery expiry

• Float free

• Tested

Pyrotechnics• Expiry date

Bridge Equipment - Other

• Daily, Weekly & Monthly tests

carried out & recorded.

• GMDSS log entries.

• Call sign & equipment specific

instructions posted.

• Responsible officer familiar with

equipment?

• Security alert visible?

Communications Equipment

Common Communications inspector observations

• Unfamiliarity with the equipment

• Radio Log not completed properly

• Earthing arrangements not understood

• Maintenance Programme not in place

• Weekly records showing test (or attempts to test) of the DSC

equipment with a shore station

• Epirbs not armed

• Epirbs not “float free”

• AIS not set to low power when vessel at terminal

• Lifeboat VHF sets used as general walkie talkies

• List of Radio Signals not up to date

• Battery log not properly maintained

• Battery Locker untidy, no PPE in place

Common Communications inspector observations

Practice Observations

In the next few pictures try to describe

what you are seeing using what you have

learned so far about OVID.

Practice Observations

Housekeeping issue, cluttered paint locker

Leaking fire hydrant when tested

Damaged Fire Hose

Garbage Management

Is this proper storage for Gas/Acetylene?

Condition of the deck area

• Are deck fittings well maintained?

• Are protective rails fitted around back decks

etc.

• Are sounding pipes and filling pipes properly

identified and closed/capped?

• Are air vents properly identified and provided

with save-alls? Where drain plugs are fitted are

these in place?

Condition of the deck area

The Working Deck and what to look for!

Housekeeping issues

Back deck…

Is this the right socket for your operation?

Emergency Tow Wire...

Engine room escape hatches

What are some of the issues in this picture?

What are some other hazards that can be found on the back deck?

• Trip Hazards

• Blocked scuppers

• Fuel/Liquid Mud vents (No Savealls)

• Engine room fire flaps not closing (Aft Stack Vessels)

• What are some that you may have seen in your experience?

Lifeboats on OSV’s

Lifeboat disasters

Where more than one life raft is

fitted to a single HRU, each life raft

must be fitted with its own weak

link.

Are Hydrostatic Releases, where fitted, correctly attached and in

good order?

Hydrostatic Release arrangements

Hydrostatic Release arrangements

Any observation you might make here?

Beware of Pirated Hammar Hydrostatic Release

Common external accommodation inspector observations

• Man overboard lights

• Lifeboats – condition, equipment and hook release arrangements

• Life rafts – hydro release arrangements

• Fire fighting equipment

• Hose boxes

• Accommodation doors

• Ventilators

• Fire flaps

• ID. Stencilling and Warning signs

• External lighting

• Loose pipes, or other equipment

• Tripping hazards

• Slippery decks

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New Inspector Training - OCIMF - OVID€¦ · · 2018-01-02New Inspector Training A Guide to the...

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