If, on seeing the full document, any AVIs feel there are omissions, they should take advantage of our document ‘feedback’ button. All suggestions will be taken on board and, subject to committee approval, added at the next revision. This is a quick process as all our publications are online.


WHAT HAS CHANGED FROM OLD STYLE REACTIVATION?


There is no doubt that the cost and time to reactivate a vessel increases if the deactivation and layup are not managed properly. The importance of a proper reactivation plan cannot be underestimated, but how often are they in evidence? With publication of ‘Reactivation of DP Vessels’ we are challenging all owners/operators and Marine Superintendents to produce a well thought out plan using our section headings. This is something an AVI can reference to help him/her during the survey.


Vessels have become ever more sophisticated with a massive increase in electronic equipment fitted. Gone are the days when this would all be on the bridge, nowadays it is found in machinery spaces as well. Equally, there are many more control panels and different types of sensors to be taken into consideration. There is an increase in types and designs of specialised vessels, with DP vessels certainly coming under this heading. The use of varying types of propulsion has been developed and, of course, the use of computers and complex instrumentation plays an invaluable role on modern vessels. This leads very naturally to thoughts about cyber security.


A laid-up DP vessel that is five years old, will have computer- based thrusters. That short time ago no-one was thinking of those thrusters needing to be hack-proof, or giving much consideration to cyber awareness.


All that has changed. If it was a new vessel it would be fully cyber-threat


The Report • September 2018 • Issue 85 | 37


protected; and during reactivation of that five-year old vessel a new piece of kit can be introduced that plugs into existing equipment ensuring cyber awareness and protection. Just imagine what can be achieved during reactivation to ensure that all computer-based systems and equipment can be updated in this way.


It is a process


that will greatly update all aspects of the vessel.


People need updating as much as equipment and any reactivation plan should include working with the entire crew to ensure they have been updated just like all the computer-based equipment. Safety and efficiency benefits to be gained from re-thinking the manning aspect by re-educating, re-familiarising, improving crew skills through to improving vessel and shore management interaction were also highlighted during our seminar workshop sessions as additional benefits. Looking in detail at the personnel section in the newly published information note, we see all the following personnel areas highlighted in readiness for detailed plans to be drawn up by the Marine Superintendent and his/her team:


1. Personnel Steps to be taken to ensure it is safe for the crew to go onboard


1.1. Crew consideration • Define IMO Safe Manning Document


• Define operational crew required for the specific vessel, mission and geographic area


• Define STCW requirements • Compile matrix for offshore courses, training, health, certificates, etc.


• Hire crews and ensure relief crews familiarise themselves with their roles prior to departure


• Ensure compliance with IMCA M117 – The Training and Experience of Key DP Personnel/IMO MSC.1/ Circ.738/Rev.2


• Base familiarisation and training requirements on IMCA Guidance on competence assurance and assessment: Marine IMCA C002


1.2. Support staff requirements: • Office support staff for both reactivation and operation - Critical vendors with timelines of availability. For example, engine, thruster and DP system original equipment manufacturers (OEMs)


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