FVE830-091-Dynamic Positioning Operations Manual

DOCUMENT CONTROL SHEET
DAMEN SCHELDE NAVAL SHIPBUILDING
Fishery Research Vessel for Angola
DYNAMIC POSITIONING OPERATIONS MANUAL
2 18 Dec 2017 Updated with latest FMEA ANH
1 18 July 2017 Issue to client ANH
0 14 June 2017 Issued for review ANH BOB
Rev. Date Reason for Issue Author Check Client
Fishery Research Vessel for Angola DP

LOC Doc. Title OPERATIONS MANUAL
LOC Ref No. 008711/R02/ANH/LOCNED
LOC (Netherlands) B.V.

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LOC (Netherlands) B.V. Document ref: 008711/R02/ANH/LOCNED
Fishery Research Vessel for Angola DP OPS MANUAL Dec 2017
Foreword
This DP Operations Manual for “Fishery Research Vessel for Angola” has been
prepared for DAMEN SCHELDE NAVAL SHIPBUILDING for submission to Class for
review. Its contents should be verified and approved accordingly to relevant vessel
operations by DAMEN SCHELDE NAVAL SHIPBUILDING before implementation on
board the vessel.

Dec. 2017
Table of Contents
1 INTRODUCTION ............................................................................................................................................. 1
1.1 OVERVIEW .......................................................................................................................................... 1
1.2 MASTER’S RESPONSIBILITY AND AUTHORITY ........................................................................................ 1
1.3 REFERENCE GUIDELINES ..................................................................................................................... 2
1.4 DP OPERATIONAL PHILOSOPHY - DP CLASS 2 STANDARD – DPS - 2 .................................................... 2
1.5 IDENTIFIED W ORST CASE FAILURE IN DP CLASS 2................................................................................ 3
1.6 CRITICAL ACTIVITY MODE (CAM) ......................................................................................................... 3
1.7 TASK APPROPRIATE MODE (TAM) ....................................................................................................... 3
1.8 MAINTAINING OPERATIONAL INTEGRITY WHILST IN DP MODE................................................................. 3
1.9 THE VESSEL – BRIEF DESCRIPTION ...................................................................................................... 4
1.10 KNOWLEDGE OF THE DP SYSTEM AND DP OPERATIONS .....................................................................56
1.11 DOCUMENT CONTROL INFORMATION .................................................................................................... 6
2 ORGANISATION, RESPONSIBILITY AND TRAINING ................................................................................. 7
2.1 SPECIFIC REQUIREMENTS.................................................................................................................... 7
2.2 NAUTICAL INSTITUTE DPO TRAINING SCHEME ...................................................................................... 7
2.3 KEY DP PERSONNEL ........................................................................................................................... 7
2.4 DP ORGANISATION ............................................................................................................................. 8
2.5 SENIOR DPO ...................................................................................................................................... 8
2.6 DPO .................................................................................................................................................. 9
2.7 TRAINEE DPO .................................................................................................................................... 9
2.8 DPO LOG BOOKS .............................................................................................................................10
2.9 DPO FAMILIARISATION ......................................................................................................................10
2.10 CHIEF ENGINEER ..............................................................................................................................10
2.11 W ATCHKEEPING ENGINEERS .............................................................................................................11
2.12 VESSEL SPECIFIC DP ENGINEERING FAMILIARISATION ........................................................................12
3 DP WATCHKEEPING, LOGS AND DOCUMENTATION.............................................................................13
3.1 MANNED DP W ATCHKEEPING LEVELS ................................................................................................13
3.2 ADDITIONAL DP MANNING LEVELS .....................................................................................................13
3.3 DP W ATCHKEEPING DUTIES – DPO...................................................................................................14
3.4 W ATCHKEEPING ENGINEER ...............................................................................................................15
3.5 DP ROUGH LOGBOOK .......................................................................................................................16
3.6 DECK LOGBOOK ................................................................................................................................17
3.7 MASTER’S STANDING ORDERS BOOK .................................................................................................17
3.8 UNUSUAL EVENT/UNDESIRED EVENT LOG ............................................................................................17
3.9 VENDOR REPORTS ............................................................................................................................17
3.10 DP CORRESPONDENCE: FAXES, INTERNAL AND EXTERNAL MEMOS, E-MAIL AND LETTERS ...................17
3.11 ALARM PAGE/PARAMETER RECORDING PRINTOUTS............................................................................17
4 DP TRIALS AND CHECKLISTS...................................................................................................................18
4.1 DP FMEA PROVING TRIALS ..............................................................................................................18
4.2 ANNUAL DP TRIALS...........................................................................................................................18
4.3 DP FIELD ARRIVAL CHECKS ..............................................................................................................19
4.4 DP LOCATION/ROUTINE CHECKS .......................................................................................................19
4.5 DPO ROUTINE CHECKLIST ................................................................................................................19
4.6 ENGINE ROOM DP CHECKLIST ...........................................................................................................19
5 DP CAPABILITY AND DP FOOTPRINT PLOTS .........................................................................................20

5.1 DP CAPABILITY ANALYSIS .................................................................................................................20
5.2 DP FOOTPRINT PLOTS ......................................................................................................................22
6 COMMUNICATIONS .....................................................................................................................................24
6.1 GENERAL COMMUNICATIONS INSTRUCTIONS ......................................................................................24
6.2 COMMUNICATIONS REQUIREMENTS ....................................................................................................24
6.3 ROUTINE COMMUNICATIONS BETWEEN DPO AND ENGINE CONTROL ROOM .........................................25
6.4 COMMUNICATION WITH EXTERNAL LOCATIONS....................................................................................25
6.5 COMMUNICATIONS DURING A DP EMERGENCY ....................................................................................26
7 PRINCIPLES OF DYNAMIC POSITIONING ................................................................................................27
7.1 BASIC PRINCIPLES ............................................................................................................................27
8 DESCRIPTION OF THE VESSEL’S DP CONTROL SYSTEM ....................................................................29
8.1 INTRODUCTION..................................................................................................................................29
8.2 DP CONTROL SYSTEM ......................................................................................................................29
9 DP POWER GENERATION, DISTRIBUTION AND PROPULSION ............................................................32
9.1 GENERAL..........................................................................................................................................32
9.2 POWER GENERATION ........................................................................................................................32
9.3 FUEL OIL SYSTEM .............................................................................................................................33
9.4 LUBRICATING OIL (LO) SYSTEM .........................................................................................................33
9.5 SEA W ATER COOLING SYSTEM ..........................................................................................................34
9.6 AIR SYSTEM......................................................................................................................................34
9.7 THRUSTERS ......................................................................................................................................34
10 DP OPERATIONAL PLANNING AND RISK ASSESSMENT ......................................................................36
10.1 PLANNING .........................................................................................................................................36
10.2 DP OPERATIONAL BRIEFING ..............................................................................................................36
10.3 UNUSUAL OPERATIONS AND CONTINGENCIES .....................................................................................36
10.4 DP OPERATIONS DURING CRITICAL AND SIMULTANEOUS OPERATIONS (SIMOPS) ...............................36
11 GUIDANCE ON POSITION MEASURING EQUIPMENT AND SENSORS .................................................38
11.1 RELATIVE AND/OR ABSOLUTE POSITION REFERENCES ........................................................................38
11.2 DGPS ..............................................................................................................................................38
11.3 HIPAP 501.......................................................................................................................................39
11.4 GYRO COMPASSES ...........................................................................................................................39
11.5 MRU’S .............................................................................................................................................39
11.6 W IND SENSORS ................................................................................................................................40
12 DP OPERATIONAL PROCEDURES ............................................................................................................41
12.1 GENERAL..........................................................................................................................................41
12.2 MASTER’S STANDING INSTRUCTIONS..................................................................................................41
12.3 APPROACHING AN OFFSHORE STRUCTURE OR OPEN W ATER W ORKSITE AND DP FIELD ARRIVAL .........41
12.4 SAFE W ORKING LOCATION ................................................................................................................41
12.5 VISUAL REFERENCE POINTS ..............................................................................................................42
12.6 MAINTAINING A SAFE W ORKING LOCATION .........................................................................................42
12.7 SAFE W ORKING HEADING ..................................................................................................................42
12.8 ESCAPE ROUTE ................................................................................................................................42
12.9 LEEWARD SIDE W ORKING..................................................................................................................42
12.10 W EATHER SIDE W ORKING .................................................................................................................43
12.11 SEPARATION DISTANCE .....................................................................................................................43

12.12 CRITICAL AND ALLOWABLE EXCURSION LIMITS ...................................................................................43
12.13 ELECTRONIC OFF POSITION W ARNING AND ALARM LIMITS ..................................................................43
12.14 ELECTRONIC OFF HEADING W ARNING AND ALARM LIMITS ...................................................................44
12.15 DP W ATCHKEEPING ..........................................................................................................................44
12.16 MONITORING DP PERFORMANCE .......................................................................................................45
12.17 ENGINEERING W ATCHKEEPING ..........................................................................................................45
12.18 DP CLASS 2 “W ORST CASE FAILURE” LIMITS .....................................................................................45
12.19 DP CLASS 2 CONSEQUENCE ANALYSER.............................................................................................46
12.20 POSITION AND HEADING CHANGES.....................................................................................................46
12.21 CLOSE PROXIMITY TIME ....................................................................................................................46
12.22 STANDBY TIME ..................................................................................................................................46
12.23 VESSEL THRUSTERS EFFICIENCY AT DIFFERENT DRAFTS ....................................................................46
12.24 MONITORING OF ENVIRONMENTAL FORCES ........................................................................................47
12.25 W EATHER FORECASTING ...................................................................................................................47
12.26 MAINTENANCE PROCEDURES.............................................................................................................47
12.27 FAULT FINDING PROCEDURES............................................................................................................48
13 DP ALERT SYSTEM .....................................................................................................................................50
13.1 DP ALERT STATUS............................................................................................................................50
13.2 DP ALERT RESPONSES .....................................................................................................................50
13.3 TRAINING FOR DP EMERGENCIES ......................................................................................................52
14 DP INCIDENT REPORTING .........................................................................................................................53
14.1 GENERAL..........................................................................................................................................53
14.2 DP INCIDENT CATEGORIES ................................................................................................................53
14.3 DP INCIDENT REPORTING PROTOCOLS ..............................................................................................53
14.4 DP INCIDENT INVESTIGATION .............................................................................................................53
APPENDIX A ABBREVATIONS LIST ................................................................................................ 55
APPENDIX B DPO TRAINING FLOW CHART .................................................................................. 56
APPENDIX C DP FIELD ARRIVAL CHECKS (BRIDGE) .................................................................. 58
APPENDIX D DP LOCATION/ROUTINE CHECKS ........................................................................... 63
APPENDIX E ENGINE ROOM CHECKS ........................................................................................... 66
APPENDIX F CAPABILITY PLOTS ................................................................................................... 67
APPENDIX G DP INCIDENT REPORTING FORM............................................................................. 68
DPO FAMILIARISATION CHECKLIST ............................................................................ 73
73
APPENDIX H 73
APPENDIX I ANNUAL TRIALS .............................................................................................................. 74
“Fishery Research Vessel for Angola” DP OPS MANUAL Dec 2017
1 INTRODUCTION
1.1 Overview
1.1.1 This DP Operations Manual has been prepared specifically for the “Fishery Research Vessel for
Angola”. The vessel was constructed by DAMEN SCHELDE NAVAL SHIPBUILDING in 2017
and is classed by DNV GL using rules from July 2014.
1.1.2 This manual provides instructions and guidance to the vessel’s Master, DPOs and engineers on
operating the vessel using automated position keeping. Its contents are intended to assist in the
planning, preparation and conduct of the vessel’s DP operations. The manual also provides third
party interests with information on the DP operation of the vessel. The contents of this manual
comply with the current industry standards and practices for DP vessels.
1.1.3 Further detailed information that is essential to obtaining a full and detailed understanding of the
vessel’s DP system and the operation of the DP console can be found in the vessel’s DP FMEA,
the Kongsberg DP System Operator Manual and in vendor manuals for associated systems and
equipment.
1.1.4 The DP FMEA , ref: LOC/025/009223/R002 dated 06 December 2017 gives an in-depth analysis
of the vessel’s DP system, including power generation, distribution and power management,
propulsion and propulsion controls, references and sensors at the same time as identifying
failure modes, including worst case failure, and their effects. The Kongsberg DP Operator
Manual gives detailed instructions on how to operate DP control system.
1.1.5 This manual is to be used in conjunction with the vessel’s operation manual and other operation
specific manual for more details on operations which are conducted by this vessel in DP mode.
1.2 Master’s Responsibility and Authority
1.2.1 The Master has the ultimate authority for ensuring the safety of the ship, personnel and the
protection of the environment. Nothing in this manual is meant to imply, or impose, any
constraints on the Master in meeting these responsibilities.
1.2.2 The Master is to prepare standing instructions for the DP operation of the vessel. In preparing
his standing instructions the Master should take account of the contents of this manual.
1.2.3 The Master is also responsible for the implementation and monitoring of the effectiveness of DP
operations and procedures.
1
1.3 Reference Guidelines
This manual complies with various industry guidelines and recommendations for vessel specific
DP operations manuals. These sources are as follows:
IMO MSC 645 – JUNE 1994 Guidelines for Vessels with DP Systems
IMCA M103 – REV 1, DEC 2007 Guidelines for the Design and Operation of Dynamically
Positioned Vessels
IMCA M109 – FEB 2004 IMCA Guide for DP Related Documentation for DP
Vessels
IMCA M182 – MARCH 2006 International Guidelines for the Safe Operation of
Dynamically Positioned Offshore Supply Vessels
IMCA D010 – REV 2, JULY 2000 Diving Operations from Vessels Operating In Dynamically
Positioned Mode
MTS - DP Operations Guidance DP_TECH_COMM_DP GUIDANCE_PART_1_Ver2
DNV GL Part 6 Chapter 7 of DNV GL Rules for Classing Ships in

July 2014
1.4 DP Operational Philosophy - DP Class 2 Standard – DPS - 2
1.4.1 DP equipment class 2 dictate that:

“A loss of position is not to occur in the event of a single failure in any active component or
system.”
Single failure criteria is to be applied to any active component or system (generators, thrusters,
switchboards, remote control valves, etc...).
Static components (cables, pipes, manual valves, etc...) can be excluded of this study under
reserve that they are built and installed in accordance with the rules of classification of the ship.
1.4.2 For a vessel with notation DP Class 2, no single point failures should cause the vessel to loose
position due to either “drift off” or “drive off”. There must be sufficient plant capacity available
so that the vessel will remain in position following any component failure. This requires that
vessels be operated within the environmental limits corresponding to thrust capability after the
worst case failure. Generally, average power load levels shall not exceed 50% during DP
operations.
1.4.3 For a vessel with notation DP Class 2, the Master and DPOs are to be aware of the
consequences of the failure of any single item of equipment at any time during the DP operation,
in particular the identified worst case failure.
1.4.4 For DP operations on the Fishery Research Vessel for Angola, also known as hull number
DSNS-418 the systems and equipment should be in operation and enabled to the DP system
at all times, together with supporting subsystems and equipment:

1.5 Identified Worst Case Failure in DP Class 2
1.5.1 For DP operations the vessel is to be operated in such a manner that, in the event of the
identified worst case failure occurring, the vessel will not lose position. This requires that thruster
load levels do not exceed 50% on average. A 50% load level in the “intact” condition, relates to
100% loading in the damaged (worst case) condition.
1.5.2 Refer to the vessel’s DP FMEA for details of the vessel’s worst case failure. For the Fishery
Research Vessel for Angola, the following worst case failure design intent (WCDFI) has been
identified –
No single failure as defined for DNV notation DPS-2 should have a greater effect on the vessel’s ability
to maintain position and heading than loss of port side redundant group consisting of generators DG1,
DG2, port side 690V AC MSB1, bow thruster BT1 (T1), stern thruster ST1 (T3) and propulsion motor 1
(M1) when the power plant is configured for DP equipment class 2 operations in the following defined
configuration:
The main power system consists of two main 690V AC bus sections split by a bus-tie breaker and is
configured as two independent switchboard sections by maintain the bus-tie circuit breaker open during
DP equipment class 2 operations. The switchboard sections are denoted as the port (PS) and starboard
(SB) bus sections. Generators G1 and G2 supply the port side 690V bus section that supplies electrical
power to the bow thruster fore (T1), Stern thruster (T3) and Propulsion motor (M1). Generator G3
supplies the SB bus section that supplies power to the Bow azimuth thruster (T2) and Propulsion motor
(M2).
1.6 Critical Activity Mode (CAM)
1.6.1 Critical Activity Mode is the configuration that the vessel’s DP system should be set up and
operated in so as to deliver the intent of the vessel’s DP class notation. The objective is that no
single failure should result in exceeding the worst case failure. Each DP vessel has only one
critical activity mode which is unique to that vessel. The vessel has only one operating mode
which is open bus configuration and this mode of operation is treated as the Critical Activity
Mode (CAM).
1.7 Task Appropriate Mode (TAM)
Task Appropriate Mode (TAM) is a risk based mode. Task Appropriate Mode is the configuration
that the vessel’s DP system may be set up and operated in, accepting that a single failure could
result in exceeding the worst case failure and could result in blackout or loss of position and/or
heading. This is a choice that is consciously made. This mode may be appropriate in situations
where it is determined that the risks associated with a loss of position are low and, where the
time to terminate is low. There is no Task Appropriate Mode (TAM) defined for this vessel at the
time of writing this manual.
1.8 Maintaining Operational Integrity whilst in DP Mode

1.8.1 It is a general rule that no activities are to be carried out onboard the vessel during DP operations
that might have an effect on the safety of the DP operation. This includes work on propulsion
systems, power generation, switchboards and power distribution systems, fuel systems, cooling
water systems, lube oil systems, hydraulic, compressed air systems, etc. “Work” includes
inspection and measurement.
1.9 The Vessel – Brief Description
1.9.1 “Fishery Research Vessel for Angola” is a DNV DPS-2 (IMO Equipment Class 2) Multi-Purpose
Offshore Vessel constructed by DAMEN SCHELDE NAVAL SHIPBUILDING.
1.9.2 The vessel is constructed to conform to the following Class notation:
✠ DET NORSKE VERITAS, CLASSE: +A1 – E(0) – SPS – COMF – V(2) C(1) – SILENT –
A/F/R – Dynamic Position DPS-2.
1.9.3 Vessel Layout
Figure 1.9.3. Vessel layout

1.9.4 Vessel Particulars

Type Research Vessel Builder Damen Schelde Naval
LOA 69.10m
Shipbuilding
Speed 13.0 knots Owner Ministry of Fisheries,
Breadth 16.40 m
Angola
Draft Built 2017 Class DNV
5.5 m
(design)
Flag Angola
1.9.5 Propulsion
No. Supplier Model Power kW Comments
T1 Schottel STT 3 CP fixed speed, pitch control 600 kW Bow tunnel thruster
T3 Schottel STT 2 CP fixed speed, pitch control 400 kW Stern tunnel thruster
M1 Indar ACP-710-X/8, FP variable speed 1,650 kW Main propulsion motor
T2 Schottel SRP 550 LSV FP, variable speed 700 kW Bow azimuth thruster
M2 Indar ACP-710-X/8, FP variable speed 1,650 kW Main propulsion motor
1.9.6 Power Generation

No. Engine Engine (kW) Alternator Model Alternator Comments
Model (kVA/kW)
G1 Wartsila 9L20 1,710 kW Uljanik TESU 2,137 kVA Active redundancy

1FJ5 638-6 group 1
(SIEMENS)
G2 Wartsila 6L20 1,140 kW Uljanik 1FJ6 567- 1,425 kVA Active redundancy
6 (SIEMENS) group 1
G3 Wartsila 9L20 1,710 kW Uljanik TESU 2,137 kVA Active redundancy
1FJ5 638-6 group 2
(SIEMENS)
EM Gen Caterpillar 164 bkW Leroy-Somer 143 ekW Not used for DP
C7.1 ACERT LSAM 46.3 S4
DITA
1.9.7 DP Control System

Dynamic Positioning System Kongsberg K-Pos DP-22
Independent Joystick System cJoy
2 x DGPS (DPS 122 and Seapath 330)
Position Reference Systems
1 x HiPAP
Heading Reference System 3 x Gyrocompasses (x 4 with Seapath)
2 x MRU’s (MRU-2 and MRU-5).
Environmental Sensors
2 x Gill Wind sensors
1.10 Knowledge of the DP System and DP Operations

1.10.1 The Master and DPOs should have a working knowledge of, and comply with, the contents of
this DP Operations Manual. The Chief Engineer should be familiar with its contents and should
have a working knowledge of, and comply with, the sections of the manual that deal with
engineering interfaces.
1.10.2 The Master, DPOs and Chief Engineer should have knowledge and understanding of the
vessel’s DP FMEA that is commensurate with their status onboard.
1.10.3 The Master and DPOs should also have sufficient operating knowledge contained in relevant
manufacturer manuals, in particular the following;
• Kongsberg DP Operator Manual
• DP Capability Plots
• DGPS
• HiPAP
• Gyro Compasses
• MRU’s
• Wind Sensors
1.10.4 Other personnel, including the vessel’s onshore management and, where relevant, offshore
project management should be made aware of the contents of this DP Operations Manual and
should take them into account during the planning, preparation and in the conduct of the vessel’s
DP operations.
1.11 Document Control Information
1.11.1 The care and maintenance of this DP Operations Manual is the responsibility of the vessel
owners, Ministry of Fisheries, Angola. This manual is vessel specific and may contain proprietary
information on Ministry of Fisheries, Angola maritime operations and therefore should not be
released to anyone outside of Ministry of Fisheries, Angola without prior approval from the
company. Revisions of this manual are to be controlled under the company’s document control
procedures.
1.11.2 At least two copies of this manual should be kept onboard the vessel, one of which is to be on
the bridge, with other copies in the Company’s office.

2 ORGANISATION, RESPONSIBILITY AND TRAINING
2.1 Specific Requirements
2.1.1 Refer to Ministry of Fisheries, Angola Operations Manual for specific duty requirements and to
Master’s Standing Orders.
2.2 Nautical Institute DPO Training Scheme
2.2.1 The NI DPO training scheme consists of the six following phases:
Phase Activity
No.
1 Satisfactory completion of a shore based DP Induction or Basic Operator’s
course.
2 Sea-going DP familiarisation. A minimum of 30 days onboard a DP vessel as
trainee DPO.
3 Satisfactory completion of a shore based DP Simulator or Advanced
Operator’s course.
4 Satisfactory completion of six months supervised DP operations as junior DPO
on two man DP watches.
5 Verification from the Master that the DPO is capable of undertaking full DP
watchkeeping responsibility.1
6 Issue of DPO certificate from the Nautical Institute.
Source: Dynamic Positioning Operator’s Training and Certification Scheme V1.2 November 2015
See also: http://www.nialexisplatform.org/certification/dynamic-positioning/training-standard/
2.3 Key DP Personnel
2.3.1 Operations from a dynamically positioned vessel require specialist skills, training and experience
and also require the close co-operation between all onboard departments. All personnel must
be aware of their responsibilities and duties.
2.3.2 Safe and efficient operation of the DP system relies on good communication and teamwork. The
following personnel have been identified as the key DP personnel.
• Master/Senior DPO
• DPO
• DPO Trainee
• Chief Engineer
• ETO
• Watchkeeping Engineer
1Refer to NI DPO certification process flow diagram in Appendix B for detailed information on differences between
DP Class 1 and DP Class 2 and 3 vessels during phase 4.

2.4 DP Organisation
2.4.1 The DP organisation is as given below:
Master/SDPO
DPO Chief Eng.
DPO Trainee
2nd Eng. /
ETO
3rd Eng.
Figure 2.4.1. DP Organisation
2.4.2 All of the above listed personnel have specific duties and responsibilities relating to the operation
of the DP system. These duties and responsibilities are given below in this section of the
manual.
2.5 Senior DPO
2.5.1 An SDPO is a fully qualified DP operator, trained with a valid certificate to the appropriate level
as defined by the Nautical Institute’s DPO training scheme for the class of vessel the SDPO is
serving on, or equivalent. An SDPO will have completed all six stages of the NI DP training
scheme, or equivalent.
2.5.2 An SDPO will have an STCW 95 navigating officer certificate appropriate to the vessel and his
position. A SDPO should also have 14 days experience as DPO on the vessel type as well as
14 days experience as DPO on the DP control system type. These are not statutory
requirements.
2.5.3 An SDPO is also considered capable of providing supervision and training to trainee DPOs.
2.5.4 An SDPO should have detailed knowledge and understanding of the following:
• Kongsberg DP Operator Manual and cJoy Independent Joystick Operator Manual.
• Manufacturer operating manuals for DGPS, HiPAP, gyro compasses, MRU, and wind
sensors.
• Vessel specific DP Operations Manual (this manual).
• Fishery Research Vessel for Angola DP FMEA and detailed understanding of the
implications of identified failure modes.
• Changing operational modes between auto DP to joystick to manual controls to auto pilot
and vice versa.

• Principles and planning of DP operations in depth.

• DP information input systems.
• DP computer controlled systems, including changing between systems and the various
modes of operation.
• Thruster units and associated systems.
• Power supplies.
• Equipment redundancy, availability and maintenance requirements.
• Operational capabilities and footprints.
• System functional specifications, one line diagrams, equipment operator manuals and
vessel operations manuals.
• Vessel’s communications systems.
• Emergency response to failures of the following:
- Generator/power.
- Thrusters.
- Sensors.
- Computers.
- Commands and Feedbacks.
• Any other systems/equipment relevant to DP (shut down systems, fuel, etc.)
2.6 DPO
2.6.1 A DPO is a trained DPO who has completed training to a minimum of phase 4 of the NI DPO
training scheme or equivalent. A DPO is considered competent to undertake full DP
watchkeeping duties.
2.6.2 Competency standards for a DPO are as follows:

• Nautical Institute DPO training to completion of phase 4, or equivalent.
• 14 days experience as DPO on vessel type.
2.6.3 The DPO should have detailed knowledge and understanding of the same items listed in 2.5.4
above.
2.7 Trainee DPO
2.7.1 A trainee DPO is someone who has undergone phase 1 training in the Nautical Institute’s DPO
training scheme, or equivalent. A trainee DPO may undertake DP watch keeping duties but is
to be under constant supervision by a Senior DPO.
2.7.2 Competency standards for a Trainee DPO are as follows:

• Nautical Institute DPO training to completion of phase 1, or equivalent

2.8 DPO Log Books
2.8.1 DPOs of all categories, and ship’s engineers, are to have DP log books containing records of
DP training and DP experience. The DP log books are to be the property of the officer. The
type of DP log book used is at the discretion of the company.
2.8.2 The Nautical Institute provides suitable DP training log books, known as the Dynamic Positioning
Operator’s Log Book. This is available at all NI approved DP training establishments.
2.8.3 The company may use this form of DP log book or an equivalent.
2.9 DPO Familiarisation
2.9.1 All DPOs joining the vessel must follow a structured familiarisation procedure starting with the
reading of the appropriate manuals, DP incident reports, FMEA, DP Operations Manual and any
documented DP history, including Annual DP Trials reports and checklists.
2.9.2 The familiarisation procedure applies to all newly arrived DP operating personnel. Service on a
similar vessel does not provide an exemption, as each vessel is unique in some aspect.
Operators of the DP control system require instruction on the following:
• Control of the vessel’s movements about a set point using manual controls.
• Control of the vessel’s movements about a set point using joystick controls.
• Switching and changing between systems.
• General understanding of DP system installed on the vessel.
• Setting the vessel up on DP; understanding the reasons for the procedures.
• Ability to use DP panel whilst on DP.
• Use of desk facilities.
• Use of reference input systems and the vessel specific limitations.
• Power supplies for DP computers and thruster control units.
• Emergency power supplies.
• Alarm sequence and signals.
• Loading and general use of DP control computers.
• Familiar with system configurations thruster/main engines/sensors expected in normal and
emergency situations, and if all changeovers are manual or automatic.
• Use, understanding and location of vessel sensors:
- Gyros
- MRU’s
- Anemometers
- Other data input systems
• Ships power generation, distribution and propulsion together with fire and watertight
subdivision.
• Understanding of functions operation and limitations of the vessel, including vessel’s
capability plots and capable of recording DP footprint plots.
2.9.3 A blank DPO Familiarisation Checklist is given in Appendix H. This checklist should be used by
the Master to record components of DPO familiarisation and, when completed, should be
retained onboard.
2.10 Chief Engineer

2.10.1 The Chief Engineer is in charge of, and responsible for, the power generation, mechanical,
electrical and electronic departments. He must be a fully trained, qualified and competent
Marine Engineer. He reports to the Master and to the appropriate shore based Manager. He
must ensure that all personnel in his department are trained, qualified and competent to carry
out the duties that may be assigned to them. He must oversee the development of written
operational and emergency procedures relating to DP for use by the engineering department.
This is likely to include procedures for the normal operation of the vessel’s switchboards, diesel
engines and power generation systems, thruster allocation, auxiliary systems, such as fuel,
compressed air and cooling water systems and ER watchkeeping duties when in DP. This is
also likely to include procedures for emergency situations, such as recovery from black out,
responding to mechanical, electrical and auxiliary system failures when in DP.
2.10.2 The Chief Engineer should have appropriate experience and sufficient competence to take
charge of a watch in the ER or ECR during DP operations and understand the DP operational
requirements of the vessel, the consequences of failures and the optimisation of the redundancy
available in equipment, including, where appropriate, the following:
• Power generation.
• Power distribution.
• Thrusters’ electrical power and sensors.
• Data Network.
• Power management/logic.
• Power and UPS systems.
• DP control system interfaces.
• DP control system hardware.
• DP control system software.
• Computer functions, tests and fault finding.
2.10.3 The Chief Engineer should be able to plan, execute and lead blackout recovery drills. He must
understand the need for good communications between the bridge and engine control room and
have a comprehensive knowledge of the operations manuals including the FMEA as currently
updated.
2.10.4 The Chief Engineer should hold a formal, appropriate current qualification to an approved STCW
convention standard.
2.11 Watchkeeping Engineers
2.11.1 A watchkeeping engineer acts as the Chief Engineer’s deputy in the engine room. He must be
a fully trained, qualified and competent Marine Engineer. He must assist, as required, with the
development of written operational and emergency procedures relating to DP. Due to the nature
of DP operations he must be capable of making critical decisions in the absence of the Chief
Engineer.
2.11.2 He must understand the operational requirements of the vessel, the consequences of failures
and the optimization of the redundancy available in equipment, including:

• Thrust units.
• Power generation.
• Power distribution.
• Power management/logic.
2.11.3 A watchkeeping engineer must understand the need for good communications between the
bridge and engine control room and have a comprehensive knowledge of the operations
manuals, including the DP FMEA. Time on watch while in DP must be recorded in his DP log
book.
2.12 Vessel Specific DP Engineering Familiarisation
2.12.1 All engineers joining the vessel must have a structured familiarisation procedure. This
familiarisation must include a guided tour of all relevant areas. Vessel familiarisation
requirements must be controlled to ensure relevant manuals and familiarisation routines are
completed. In addition, a structured handover procedure must exist, to ensure continuity of
operational and work site knowledge. This must include instruction in the following:
• All vessel engine room standing instructions concerning normal and emergency
operations.
• Correct configuration of equipment in the normal mode of operations.
• Correct configuration of the switchboard to allow use of auxiliary generators.
• Alarm equipment and the consequences of such alarms.
• Handling of blackout situations.
• The importance of good, clear and early communications with bridge/control room in the
event of any changes to normal mode of vessel’s operating capabilities.

3 DP WATCHKEEPING, LOGS AND DOCUMENTATION
3.1 Manned DP Watchkeeping Levels
Within 500 metres of an Offshore Installation
3.1.1 When the vessel is in DP mode within the 500 metre zone of an offshore installation, there are
to be two DPOs on duty and present on the navigating bridge at all times. At least one is to be
a senior DPO.
3.1.2 Also, whenever the vessel is in DP mode within the 500 metre zone of an offshore installation,
the Chief Engineer or an Engineer appointed by the Chief Engineer is to be on duty in the engine
room.
In Open Water and Other Non-Close Proximity Situations
3.1.3 When the vessel is in DP mode in open water and other similar situations, one DPO is required
to be on duty and present on the navigating bridge at all times in addition to one STCW certified
watch keeper. It is recommended that two DP operators are on duty during all DP operations.
3.2 Additional DP Manning Levels
3.2.1 There are critical times during an operation when it is prudent to increase the manning level in
these areas over and above the levels given in the previous paragraphs. These include, but are
not limited to:
• When in a degraded or emergency condition.
• Coming on and off location.
• Working in close proximity to another vessel or structure.
• Environmental conditions are approaching pre-set limits.
• Power and thrust requirement are approaching pre-set limits.
3.2.2 The above conditions may warrant an increase in manning of the critical watchkeeping areas.
It must be borne in mind that during some operations it may be impossible for a single
watchkeeper to deal with all situations that could occur. This is especially true when possible
equipment failure is factored into an already complicated operation.
3.2.3 If manning increases in a watchkeeping area, it must be clearly understood who is operating the
equipment and who is in charge in that particular area. Assumptions and misunderstandings
can be extremely dangerous.
3.2.4 When a single watchkeeper is on duty, it is one of his responsibilities to inform his supervisors
of significant changes in equipment and operational status. In emergency situations, it is the
watch keeper’s duty to deal with the problem to the best of his ability and this must not be
compromised by attempts to contact his supervisors. When problems do occur in DP they often
have a near instantaneous impact. If time permits and it is physically possible then the
watchkeeper must deal with the situation and also inform the relevant personnel.

3.3 DP Watchkeeping Duties – DPO
3.3.1 The DP watchkeeping duties given below apply to all categories of DPO on DP watch at the DP
console. This includes SDPO, DPO and Trainee DPO.
3.3.2 The DPO is the human interface to the DP system. His primary duty is to ensure the safe
operation of the DP system. This requires the DPO to monitor the operation of the DP system,
including the DP control console, the information displayed on the VDUs, the alarm system
printer, position measuring equipment and communications.
• The DPO must maintain a safe navigational watch while on duty.
• He has the responsibility for all communications between his own vessel and other
installations in the area.
• He must see that no operation is started until he has obtained permission from the Master
or Chief Officer and, if relevant, the client.
• The DPO must keep the Master or Chief Officer informed of any changes in the original
plan.
• Prior to the vessel approaching its DP position, the DPO must make sure all routine
maintenance work with relevance to the DP operation has been completed and tested.
3.3.3 At watch handover the oncoming DPO must carry out the following steps:
• Read and follow the instructions from the Master’s standing order book.
• Note the radius of the watch circle in use and the desired position center.
• Acquaint himself with the heading of the vessel relative to the effects of wind, sea and
current/tide and with respect to any rotation limits imposed.
• Check the status of all thrusters.
• Check total power available and machinery room status.
• Acquaint himself with all relevant information on, and parameters, in the online sensors
and check these against the back up sensors.
• Check that the manual manoeuvre back up system is ready for use at any time.
• Observe the present weather. Note the past and forecast weather.
• Be aware of vessel operations taking place.
• Check on all present and forthcoming vessel movements in the vicinity.
• Check the standard of radar picture/reception and note the parameter settings on the
watchkeeping monitor.
• Check on current and planned ballast/trim changes.
• Complete and sign the DP Routine checklist (refer to Appendix D)
3.3.4 There has to be a clear, verbal handover including an indication when the watch has been
handed over by the duty DPO and accepted by the oncoming DPO.
3.3.5 The DPO who is on duty at the DP control console must remain at the console area when the
vessel is on DP until he has been properly relieved. During the watch the DPO must:

• Constantly monitor the weather and be aware of changing conditions. He must read all
incoming forecasts and inform relevant parties if there are significant increases forecast.
• Maintain a good lookout for rainsqualls and be aware that they usually bring a sudden and
unpredictable change in wind direction, accompanied by an equally sudden and
substantial increase in wind speed.
• Call the Master or Chief Officer well in advance of the weather deteriorating such that
discontinuing operations is considered.
• Ensure that there is enough power available and thrusters on line to maintain good position
keeping both in the prevailing and forecast conditions.
• Make any changes in heading that may be required to lower thrust requirements and to
optimize position keeping, provided these alterations do not compromise safety/efficacy of
the current operation.
• Warn the ECR before making any significant heading or position changes because of
possible increased power requirement.
• Warn the vessel’s deck crew before making any significant heading or position changes.
• Warn any crane operators working the vessel or in close vicinity before making any
significant heading or position changes.
• Clear all small craft movements with the Master or deck officer in charge.
• Complete required DP checklists prior to and during DP operations.
• Take appropriate action following alarms that appear on the DP alarm printer.
• Communicate with other vessels in the vicinity on a regular basis and make decisions
regarding the suitability of continuing operations with them, taking account of the potential
for the effects of their thrusters when manoeuvring alongside.
• Record all significant heading and position changes in the DP log book.
• Monitor trends with regard to heading and position holding ability. These trends may
indicate potential problems or a change in environmental conditions that the operator was
unaware of.
• Keep comprehensive records of all activities and actions affecting the DP system and the
ancillary equipment.
• Monitor external and internal communications.
3.4 Watchkeeping Engineer
3.4.1 An engineer is to be on duty in the ECR whenever the vessel is within the 500 metre zone of an
offshore installation.
3.4.2 On occasion, the watchkeeping engineer must be relieved by the Chief, or another engineer, to
carry out routine inspections, PMs and any other duties out of the ECR.
3.4.3 The primary duty of the watchkeeping engineer is to ensure that sufficient power is available in
reserve at all times, and that the required machinery is operational. The watchkeeping engineer
must inform the Chief Engineer of any unplanned or unexpected events, for example, abnormal
changes in machinery behaviour, which may lead to a termination of safe/planned operation.

3.4.4 The watchkeeping engineer is also responsible for the following:

• Ensure all routine maintenance work relating to the DP operation has been completed and
tested before the vessel sets up on DP.
• Complete the required checklists prior to and during the DP operation.
• Inform the DPO if the machinery status alters from normal running, which may cause the
termination of the DP operation.
• Maintain the machinery logbook and the oil logbook.
• Record all information of relevance to the safe running and DP related machinery.
3.4.5 The watchkeeping engineer must not leave the area of the ECR when the vessel is under DP
control unless he has been properly relieved or under emergency conditions.
3.4.6 The watchkeeping engineer should check with the DPO on watch before starting or stopping
any machinery that is part of the DP system while the vessel is in DP.
3.5 DP Rough Logbook
3.5.1 This is a handwritten log of every circumstance or event that affects the DP operation. Actions
taken by the DPO, information received from external sources and any other event that may be
relevant must be recorded in this log. This DP rough logbook is separate from the Deck Logbook.
3.5.2 The DP logbook is to be used to provide a record of all significant activities and events that take
place when the vessel is in DP. As well as providing evidence of the systematic and structured
manner in which DP operations are carried out, the DP log book can also prove to be of
assistance in the event of a DP incident or accident. In addition to the items listed below the
logbook is to be used to record any problem with the DP system and a full explanation given in
the fault or incident log. No information must be considered too trivial to record if it has any
bearing or relevance.
3.5.3 Entries in the DP logbook should include, but are not limited to, the following:
• Times of entry into and exit from the 500 metre zone of an offshore installation.
• Time in and out of DP.
• Changes in DP operating modes, e.g. auto position, standby, auto track, etc.
• Completion of checklists, etc.
• Thruster selection and de-selection.
• Position measuring equipment selection and de-selection.
• Significant communications between own vessel, other vessels and other locations.
• Significant changes in vessel heading and position.
• Launch and recovery of workboat.
• Crane lifts and cargo movements affecting trim or stability.
• Other vessel movements.
• Any unusual event affecting DP.

3.6 Deck Logbook
3.6.1 This contains records of weather conditions and general information as required by the
company. During periods of bad weather it is advisable to record the conditions as often as
practicable.
3.7 Master’s Standing Orders Book
3.7.1 The Master’s standing orders book should set out his requirements for being notified by the DPO
when certain operational parameters are met. The Master can also enter site specific information
on a day to day basis to ensure that the DPOs are not in any doubt as to what is planned or
required.
3.8 Unusual event/undesired event log
3.8.1 The Unusual event/undesired event log is to be used to record anything that was not supposed
to happen and which affects the DP status. This could be temporary loss of reference system,
difference alarm on a sensor, feedback fault from a thruster, etc. This log should be available at
the DP console and records should include details on what happened, the date and time and
details of the person who made the record
3.9 Vendor Reports
3.9.1 A record of all DP related vendor’s visits to the vessel is to be made. This may take the form of
copies of the vendor’s reports regarding work undertaken and timesheets, or it may consist of a
written report by a crewmember outlining the work scope and reason for the visit. Dates and
time of vendor’s visits should also be recorded.
3.10 DP Correspondence: Faxes, Internal and External Memos, E-mail and Letters
3.10.1 All DP related correspondence to and from the vessel is to be filed. When any of this contains
particular instructions on operating procedures, a copy must be made and positioned
prominently so that it is brought to the attention of all.
3.11 Alarm Page/Parameter Recording Printouts
3.11.1 System printouts are to be kept for a reasonable period – for the duration of a particular
deployment or contract, for example. A printout containing information regarding a system failure
or unexpected response must be copied and filed for future reference. The system log should
be downloaded before resetting the system. It is recommended that a USB memory stick be
used to store system history downloads.

4 DP TRIALS AND CHECKLISTS
4.1 DP FMEA Proving Trials
4.1.1 DP FMEA proving trials are conducted at the earliest stages of the vessel’s life, normally
immediately after the customer acceptance trials. Guidance on DP FMEA proving trials is
contained in IMCA’s Guidelines on Failure Modes and Effects Analyses, M166, April 2002 and
IMCA’s FMEA Management Guide, M178, April 2005. DP-FMEA to be updated after trials are
done.
4.1.2 The purpose of the DP FMEA proving trials is to verify the vessel’s DP FMEA. This is done by
practical testing of the failure modes that have been identified in the FMEA and recording the
results. Differences between actual and expected results are to be reconciled before the vessel
starts DP operations.
4.1.3 DP FMEA proving trials are to be repeated every five years.
4.1.4 An addendum to the FMEA must be prepared for any major changes to DP related systems and
that these changes, including software updates, need to be FMEA tested
4.2 Annual DP Trials
4.2.1 Annual DP trials are to be carried out. The vessel’s annual DP trials program is based on the
vessel’s DP FMEA proving trials but are not as extensive as the DP FMEA trials. A sample of
annual DP trials program is attached in Appendix I. The trials agenda satisfy class requirements
and may be augmented to provide assurance under IMCA guidelines.
4.2.2 The vessel’s first annual DP trials are to be carried out within 15 months of the vessel’s DP
FMEA proving trials. Thereafter the calendar date of the vessel’s DP FMEA proving trials is to
be used as the reference datum for annual DP trials, which are to be carried out within 15 months
of that date.
4.2.3 The purpose of the annual DP trials is to prove, by testing all fault and failure conditions important
to DP safety and, by proving system redundancy, protection devices and responses that the
vessel’s DP system remains fit for purpose. Annual DP trials also provide an opportunity for the
Master, DPOs, Chief Engineer and others to acquire more knowledge of the vessel’s DP system
and the effects of its failure modes.
4.2.4 The vessel’s annual DP trials are to be witnessed by a person other than a vessel crew member
who is competent in DP systems and DP operations.
4.2.5 Copies of completed annual DP trials for the vessel should be retained onboard for reference
by the Master, DPOs, Chief Engineer and other interested parties, such as clients, auditors,
classification society surveyors and regulatory authorities.
4.2.6 See Appendix I for a sample of an annual DP trial worksheet.

4.3 DP Field Arrival Checks
4.3.1 These checks are to be carried out before the vessel comes within 500 metres of the offshore
installation.
4.3.2 The purpose of these checks is to ensure satisfactory operation of the DP system. The checks
include full functional checks of the operation of the thrusters, power generation, auto DP and
joystick/manual controls. The checks also ensure that the DP system is set up correctly and that
the manning is adequate.
4.3.3 Completed checklists should be kept on board the vessel in accordance with the company’s
document control procedures.
4.3.4 A sample of the DP Location Arrival checklist is given in Appendix C of this manual.
4.4 DP Location/Routine Checks
4.4.1 These checks are to be carried out at every offshore working location and may be used as a
routine checklist. Where the vessel is to visit a number of offshore installations on a voyage then
these checks are to be carried out at every one.
4.4.2 The purpose of these checks is to ensure that the vessel’s station keeping performance at the
working location is satisfactory and, in particular, to ensure that the position reference systems
are properly set up. This is especially relevant for DGPS. The checks also provide a hard copy
record of power and propulsion demands and DP control parameters. A sample of the DP
routine checklist is given in Appendix D of this manual.
4.5 DPO Routine Checklist
4.5.1 This checklist is to be used as part of the watch handover routines between DPOs. A sample of
this checklist is given in Appendix D
4.6 Engine Room DP Checklist
4.6.1 These checks are to be carried out before the vessel approaches within 500 metres of the
worksite.
4.6.2 The purpose of the engine room checks is to ensure that the engine room systems and
equipment are set up correctly for DP. A sample of the engine room DP checklist is given in
Appendix E.

5 DP CAPABILITY AND DP FOOTPRINT PLOTS
5.1 DP Capability Analysis
5.1.1 DP Capability Analysis plots have been prepared for the vessel. The DP response analysis
plots have been calculated and presented using the Wind Speed Envelope method. In this
method calculations are made to determine the maximum wind speed conditions and associated
sea state in which the vessel will be able to maintain its position. A number of cases are
calculated for different thruster configurations under the influence of 1.5 kts current and varying
wind speed. In this method these different environmental forces of wind, sea and current are
assumed to be coincidental, i.e. all from the same direction. The results of the calculations are
presented in a polar plot, where the vessel is depicted head up. A wind speed envelope is drawn
around the vessel. Interpretation of the envelope is straightforward. If the wind speed from any
particular direction is inside the envelope, then, by calculation, the vessel should be able to
maintain its position. Conversely, if the wind speed is on the line or outside the line then, by
calculation, the vessel would lose position.
5.1.2 Capability Plots have been calculated for four cases:
• Case 1, fully intact, i.e. all thrusters
• Case 2, loss of single thruster.
• Case 3, loss of either redundant equipment group

5.1.3 Capability analysis during intact condition
5.1.4 Capability analysis after single thruster failure

5.1.5 Case 3, loss of either redundant equipment group
5.1.6 The DP capability analysis is a simulation analysis only and must not be considered as a
guarantee of actual performance and capability. It is necessary to verify the vessel’s DP
capability using verification methods as described in the following section on DP Footprint Plots.
The capability plots reflect 80% power levels. Power available is dependent on the number of
generators connected.
5.1.7 Refer to the vessel’s DP Capability Analysis by Kongsberg for more details.
5.2 DP Footprint Plots
5.2.1 DP footprint plots are to be taken on the vessel. DP footprint plots show the vessel’s observed
excursions in various environmental conditions and thruster configurations. In this way the plots
show the vessel’s position keeping “footprint” from the selected target position. DP footprint
plots can also show the environmental limits at which the vessel is unable to maintain position.
In this way the plots can be compared against the mathematically calculated DP Capability plots,
thus checking their validity.
5.2.2 Footprints are to be taken with thrusters deselected, representing the worst case failure scenario
and preferably in the heading that the vessel is going to operate.
5.2.3 Guidance on DP footprint plots is contained in Appendix F of this manual. Completed plotting
sheets should be filed and kept for reference as a permanent record of the following:
• Measurement of the vessel’s station keeping performance (accuracy) in various thruster
and vessel configurations and, in different environmental conditions of wind and current.

• Determination of the limits of the vessel’s position keeping ability (maximum limits) in
various thruster and vessel configurations and, in different environmental conditions of
wind and current (for comparison with DP capability plots).

6 COMMUNICATIONS
6.1 General Communications Instructions
6.1.1 All personnel have a responsibility to report to the DPO any observation or occurrence that may
affect the safe and efficient operational status of the vessel. This includes, but not limited to,
the following:
• Intention to perform and notification of completion, of maintenance or modification to any
electrical or mechanical system which could directly affect online DP equipment, or make
standby equipment unavailable. Maintenance includes inspection and measurement.
• Intention to start or stop auxiliary pneumatic or hydraulic units, which may reduce pressure
on DP, associated equipment.
• Intentions to start or stop pumping of ballast, bilges, discharge of sewage.
• Intention to start or stop the use of radio or radar equipment that may affect the DP system.
• Intention to handle equipment that may affect the trim or list of the vessel.
• Arrival or departure of a vessel in the 500 M work zone.
6.2 Communications Requirements
6.2.1 The telephone communication system between the bridge, deck, engine room, and any other
control station or workplace to be used during the vessel’s operations must be tested before the
start of the operations. When backup systems, such as VHF/UHF radios, are used, these must
also be checked prior to operations starting.
6.2.2 Communications between the deck, bridge, platform crane, platform deck and platform control
working areas are primarily by VHF/UHF radios, using a dedicated channel.
6.2.3 Communication between the bridge, deck, engine room, and all other stations must be regular
and frequent during the vessel’s DP operations. Actions taken by one department may impact
on the functions of another department.
6.2.4 Each watchkeeper must inform the others about any planned or actual changes in operational
circumstances. Any changes to an earlier reported status of operations are to be reported
between watchkeepers. All actions taken in response to an increased or decreased alert
situation are to be made known immediately to all relevant personnel.
• Communication must be in English.
• Communication must be clear and an acknowledgment of understanding received.
• Communications to be limited to operational matters and should be clear and precise.
• Channels of communication must not be tied up for other reasons.
• The unnecessary use of radio communications is to be avoided during DP operations.

6.3 Routine Communications between DPO and Engine Control Room

DPO to ECR ECR to DPO
DP Class 1 or DP Class 2 operations Changes of status of machinery or
electrical systems and equipment,
including intention to take engines offline or
change the sequence of online engines.
Weather conditions Faults or failures of machinery or electrical
systems that may reduce DP capability
and/or redundancy.
Power requirements Intention to carry out routine maintenance
and interventions (refer to para 6.1.2).
Thruster requirements General information about the location of
the ECR watchkeepers (e.g. whether in the
ECR or in the engine room).
Expected significant increase in power
demands
Status of alarm conditions
Start and completion of DP operations
Progress of work
Other vessels in attendance
6.4 Communication with External Locations
6.4.1 There may be occasions when the vessel operates in close proximity to others, such as fixed
manned offshore structures or other vessels. On such occasions, a communications protocol is
to be established which ensures that the vessel and the other nearby stations communicate
regularly, passing essential information between each other. The following guidance should be
taken into consideration when deciding on the information to be exchanged.
DPO to Other Location Other Location to DPO
Intention to approach within 500m Vessel and helicopter movements
Intention to depart from location Crane operations (nearby structures)
Times in and out of DP Status of overboard discharges
DP status, i.e. normal, degraded, Planned black outs or breaks in
emergency communications
Weather and sea state information Weather and sea state information
Times of completion of DP checklists Scaffolding work
Intended vessel movements Alert status, i.e. normal, degraded,
emergency
Status of overboard discharges Lifts in and out of water
Lines in and out of water Lines in and out of water
Intention to carry out hot work Intention to carry out hot work

Intended launch and recovery of FRC Intended launch and recovery of workboats
and FRC
6.5 Communications during a DP Emergency
6.5.1 Emergency scenarios arising out of joint operations are to be identified, and appropriate
response procedures developed identifying communications requirements. An emergency
confined to the installation should only result in one additional requirement, to communicate this
change of status to the DP vessel. This should clearly indicate the actions required from the DP
vessel, i.e. render support, stop work, stand-off etc.
6.5.2 An emergency that affects, or has the potential to affect, both the installation and the DP vessel
should initially be handled as an extension of the installation’s emergency response. However,
as soon as the DP vessel can become independent, it shall establish separate communications
to external agencies, yet maintain communications with the installation to independently render
assistance as the captain sees fit.
6.5.3 An emergency on board the DP vessel that does not directly affect the installation should utilise
the communication services of the installation, if beneficial, until such an emergency has passed
or until the DP vessel is able to efficiently manage the emergency independently.

7 PRINCIPLES OF DYNAMIC POSITIONING
7.1 Basic Principles
7.1.1 Every sea going vessel is subject to wind, wave and current forces. These forces make a non-
moored vessel drift from position. Dynamic positioning enables the vessel to maintain position
and heading by automatically controlling the direction and amount of thrust generated by the
vessels thrusters to counteract the environmental forces.
7.1.2 To carry out this function, the DP system requires the following basic subsystems:
• Environmental measurement
• Position and heading measurement
• A computer to calculate required counter forces
• Sufficient thrusters to provide counter forces
• A man/machine interface
• A communication system to link subsystems
7.1.3 The vessel has three anemometers that gauge wind speed and direction. To optimise position
keeping, it is desirable that these forces are compensated for before they move the vessel from
its position, rather than correcting position after movements have taken place. To accomplish
this, a technique known as “feed forward” is used. “Feedback” samples the result (position) and
modifies the thruster command – “feed forward” samples another input (wind), which affects
position, and sends the thruster command before position changes. The feed forward effect on
positioning is predicted by the profile of the vessel exposed to the wind.
7.1.4 There is not a direct measurement input of wave and current forces. These forces are estimated
by calculating the difference between the known wind, and thruster output forces. Any unknown
force on the vessel appears as “current”.
7.1.5 Several methods are used to measure the vessel’s position and heading. In order to give
optimum reliability, each system is independent so that no single failure mode is common to all.
The vessel is equipped with the following types of position measuring equipment:
• Differential Global Positioning System (DGPS)
• HiPAP
7.1.6 The heading is measured by gyrocompass. The vessel is equipped with three gyro compasses.
The IJS has a signal from Gyro 1.
7.1.7 The axial (pitch and roll) movements of the vessel must be compensated for in the position
measuring equipment. Measurements of pitch and roll are taken by motion reference units
(MRU) to calculate the compensation required for the lateral displacement of the GPS antennae
at the top of the mast. The vessel is equipped with two MRU’s so that a failing unit is more easily
identified.
7.1.8 At the heart of the system is the computer which is programmed with a mathematical model of
the vessel’s aerodynamics and hydrodynamics. The model takes the measured forces acting
against the vessel, the distance from the desired position and generates thruster commands to

provide the amount of force required to achieve movement to the desired position. Not all forces
acting against the vessel are measured, such as wave action, hull resistance and current. These
forces must be indirectly determined and incorporated in the model. After the system has
sufficient data to generate a model, a prediction of how the vessel should react to various forces
acting against it, and the amount of thrust required to return it to the requested position and
heading may be made (trajectory generated). The computer applies signal smoothing
techniques to obtain an optimised thruster response which minimises modulation and fuel
consumption. Thruster response may be adjusted by the operator by changing the gain setting.
7.1.9 Generating a calculated model of vessel response has the added benefit of providing a simulator
function useful for training and planning operations.
7.1.10 To ensure that the computers receive a stabilized continuous power supply, an uninterruptible
power supply (UPS) is fitted.
7.1.11 All necessary process data is read into the computer after it has been verified. Signals are
verified as being within predicted dynamic range and level. Alarms are generated for “out of
range” signals.
7.1.12 There are six axes of movement that affect a vessel at sea. These are yaw, surge, sway, heave,
pitch and roll. Of these six axes, the DP system controls three: YAW, SURGE and SWAY.
Yaw is the rotational movement of the vessel, changing heading, measured by the
gyrocompass.
Surge is the fore/aft horizontal surface movement, measured by position measuring

equipment.
Sway is the port/starboard horizontal surface movement, measured by position measuring

equipment.
7.1.13 To initialise the system, from manual control, the DP controller, operator stations, sensors and
references, and thrusters must be all powered up and on standby. Any alarm conditions must
be addressed. After it is confirmed that all components are available and functioning correctly,
the main desk selector switch may be switched from MANUAL to DP. No thruster action should
occur with the system in standby mode. If thrust is produced, the cause must be determined
before switching to positioning or joystick mode on the DP console. The default start-up mode,
from standby, is joystick control. Before selecting automatic control, settings for gain,
acceleration, speed, and warning limits should be set.
7.1.14 From joystick control, the operator may select any (usually all) axis – surge, sway or yaw for
automatic control from the station in command. Position references must be selected as well as
wind compensation. Position may be entered from the keyboard and screen or positioning lever.
7.1.15 Thereafter, the operator monitors position keeping performance, maintaining a watchful eye on
the current and weather – elements beyond a machines control. The consequence monitoring
function will alert the operator when the environment exceeds the capability of the system to
maintain position within established safety margins.

8 DESCRIPTION OF THE VESSEL’S DP CONTROL SYSTEM
8.1 Introduction
8.1.1 The vessel is a purpose built dynamically positioned Multi-Purpose Offshore Vessel. The
vessel’s DP system incorporates not only the DP control system but also systems, subsystems,
equipment and components that are interfaced to the DP control system, including position
measuring equipment, motion and environmental sensors, power generation, power distribution,
propulsion and auxiliary support systems, such as fuel, cooling, lubricating, hydraulic and
compressed air. The most detailed descriptions of the vessel’s DP system are contained in the
vessel’s DP system FMEA and in the FMEA of the DP control system.
8.1.2 All key DP personnel, including the Master, deck officers/DPOs, Chief Engineer, engineers
should have detailed knowledge and understanding of the DP system FMEA and the FMEA of
the DP control system. The Master and deck officers/DPOs should also have detailed
knowledge and understanding of the Kongsberg DP Operator Manual. Engineers should have
similar familiarity with the integrated alarm, monitoring and control system manual.
8.1.3 This section gives a brief overview of the vessel’s DP control system and is taken from the
vessel’s DP FMEA.
8.2 DP Control System
8.2.1 System graphic
DGPS 1 DGPS 2
WIND 1 WIND 2
Spottrack
WIND SERIAL
SPLITTER
CHANGEOVER
SWITCH
KPOS OS-1 KPOS OS-2
UPS1 UPS2
cJoy
Independent
Joystick
Dual Redundant MSB
DPC-2 Cabinet
MRU 1 MRU 2
Port Stbd
BT1 BT2 BT3
Azi Azi
GYRO1 GYRO2 GYRO3
Figure 8.21 System graphic
8.2.2 The vessel uses a redundant Kongsberg K-Pos DP-22 dynamic positioning control system. The
system consists of a dual redundant controller unit (DPC-2), two operator stations (OS-1 and

OS-2), a mode selector switch, two UPS systems, three gyro compasses, two MRU’s, two wind
sensors, two DGPS, one HiPAP system, and an independent joystick system (cJoy).
8.2.3 Bridge Equipment: The operator consoles are located on the bridge. The control computers,
operator computers, Ethernet switches, mode switch, UPS systems, DGPS receivers and 24V
power supplies are located on the bridge. The independent joystick control console, manual
levers and communications are located within easy reach of the operator.
8.2.4 Other Equipment: The DGPS antennae and wind sensors are mounted on the mast.
8.2.5 DP Controller: The heart of the system is the controller cabinet. It contains the interface cards
that allow communication with the thrusters and reference sensors and redundant computers
that control the system. It receives and analyses the system and position reference information,
communicates with the operator consoles, monitors the generators and monitors and commands
the thrusters and rudders. One computer is in command and the other computer is standby. The
standby computer is updated by the computer in control and takes over if that computer should
fail.
8.2.6 Control Stations: The operator consoles display the system settings and status and relay the
operator commands to the DP control computers. Only one of the consoles is used for active
control at a time and the other console is for display. The standby console is updated by the
console in command and can take control if that console fails. Command can be transferred
between consoles and the portable joystick operator terminal. The DP control system
relinquishes control of a thruster in the event of a control system failure. The thruster reverts to
manual control, which should be set to “0”.
8.2.7 Network: There is a redundant network, with Net A and Net B. Net switch for Net A is located in
DP OS 1, and net switch for Net B is located in DP OS 2. Both networks connect to all vital
points and both use a deterministic algorithm to avoid transmission errors. No network failure
shall result in a system failure exceeding the worst case.
8.2.8 Power Management System: The DP system monitors available power and will limit propeller
pitch to prevent overloading main engines. The switchboard PMS monitors and handles the bus
voltage, load, synchronizing, blackout recovery, and other protection functions.
8.2.9 System Sensors: The system sensors monitor the vessels heading, pitch/roll and wind
speed/direction. These sensors are used to maintain heading, display vessel motion and
estimate wind load. The system sensors consist of three gyrocompasses, two motion reference
units (MRU) and two wind sensors. The MRU’s are used to correct position references for the
motion of the vessel. The wind sensors are used to measure the wind force on the vessel and
allow a quicker system response in gusty conditions. The gyrocompasses are the heading
references for the DP system. Gyro 1 and Wind 1 also supply data to the independent joystick
system.
8.2.10 Position Reference Sensors: The position reference sensors monitor the position of the vessel
in absolute or relative terms. The vessel has one relative and two absolute position reference
systems. The relative position reference system is a HiPAP, an underwater acoustic positioning
system which provides co-ordinates of the transponders to the DP system, which uses this
information as position-keeping reference. The two absolute position reference systems consist
of two differential global positioning systems (DGPS) that combine global positioning satellite
position reference signals with radio correction signals to establish position with increased

accuracy. The two DGPS units can be considered a single reference system with redundant
hardware as they share common failure modes.
8.2.11 Position Reference Handling: The DP system weighs the value of each selected position
reference automatically according to the variance of its position or operator weighting. Sensors
are rejected for frozen information, sudden jumps in position, large position variance, and large
variance compared to the calculated position and slow drift. The DPO must be careful to ensure
they do not out vote the other selected references. DPOs must be careful when mixing relative
and absolute position reference systems if the relative reference is mobile.
8.2.12 DP Mode Selector Switch: The DP/IJS/Manual mode selection system consists of a single multi-
wafer, mechanical switch mounted in the DP console. It switches thruster control between the
DP, independent joystick and manual control systems by closing a DP control contact to each
thruster for DP control, closing an IJS control contact to each thruster for IJS control and opening
both contacts for manual control. Each thruster has a separate, electrically isolated wafer and a
separate set of contacts but the same shaft mechanically drives them all. IJS or DP can be
selected from Manual but only Manual can be selected from DP or IJS control.
8.2.13 Power Supplies: Most of the DP system power is supplied from two 220V uninterruptible power
supply units (UPS). The two 220V UPS are fed from main or emergency 220V and have a
minimum half hour battery backup, grounded neutral outputs, earth detection and emergency
trip.
8.2.14 Independent Joystick: A Kongsberg cJoy independent joystick system is available for use if the
dynamic positioning system fails. The joystick control cabinet receives 220V power from main
220V and has 24V DC backup supply from batteries. It allows automatic heading control and
wind compensation while controlling of all available thrusters from a joystick. Aside from the
cJoy fixed operator terminal at the bridge, there are additional cJoy connection boxes which are
located at the bridge for use of the joystick at different positions. The orientation of the joystick
command changes depending on which location the joystick is connected to.
8.2.15 Thruster Interface: If each thruster is running and healthy then selecting DP on the mode switch
will cause each of their controllers to close their “Ready for DP Command” contacts and begin
following DP commands. When these contacts close, the DP Operator can select each thruster
and the DP system begins issuing thruster pitch, steering and speed commands to the selected
equipment. The DP system monitors the feedback and uses them in its control calculations. If
feedback is detected as lost, the software assumes that the command is obeyed unless the
ready contact opens. Loss of “ready” results in automatic transfer to manual control. Manual
controls must be set to “0” for DP2.
8.2.16 System alarms: Signals to and from the DP controller are monitored for integrity. Should a signal
fall outside of an expected range or format, an alarm is generated. Refer to the Kongsberg DP
manual for a description of signal monitoring. If an alarm indicates reduced capacity, such as a
thruster failure, sensor out of range, or main engine problem, DP2 capability is lost. The operator
shall initiate retreat to a safe position. Status alarms such as bilge level, cargo equipment status,
coolant temperature etc. shall be evaluated for possible effect on DP ops, and a decision made
whether or not it is safe to maintain DP operations. Many status alarms do not affect DP ops.
The duty engineer must be consulted where there is any doubt or concern. Alarm events
presented on the DP operator station are to be noted in the DP log (or printout attached). Alarm
events presented on the vessel alarm and monitoring system should also be logged where the
alarm relates to the propulsion plant.

9 DP POWER GENERATION, DISTRIBUTION AND PROPULSION
9.1 General
9.1.1 The following is a brief overview of the DP power generation, distribution, auxiliary systems and
vessel propulsion.
9.2 Power Generation
9.2.1 The main power generation of the vessel is provided by three Diesel generators. There are two
diesel generators of Wärtsila type 9L20 and one of Wärtsila type 6L20. Two diesel Generator
sets supply power to the Post side (PS) bus section of the main switchboard and one Genset
supplies power to the Starboard side (SB) bus section.
9.2.2 The two Wartsila type 9L20 Diesel generators designated DG1 and DG 3 are capable of
producing 1800kW (m) @ 1000 rpm. The smaller Wartsila type 6L20 is capable of producing
1200kW (m) @ 1000 rpm and is designated DG 2.
9.2.3 DG 1 and DG 2 supply power to the port side 690VAC 50Hz switchboard section and are
operated in parallel during DP 2 operations. DG 3 supplies power to the starboard side 690VAC
50Hz switchboard section. Both PS and SB switchboard sections are operated independently
during DP operations by opening the Main bus tie breaker BT1 (7Q1) between PS and SB side
bus sections.

9.2.4 Switchboard layout:
1710kW/2137.5kVA 1440kW/1425kVA 1710kW/2137.5kVA

50Hz 690V 50Hz 690V 50Hz 690V
DG1 DG2 DG 3
02Q1
BT 1 11Q1
04Q1
N/O
MSB 1 PS 690VAC 50Hz MSB 1 SB 690VAC 50Hz
7Q1
6Q1 8Q1
1Q1 7Q50 3Q1 12Q1 9Q6 10Q1
BNT 1 690/400V BNT 2 690/400V TF 690/400V

1500kVA 1500kVA 75kVA
UPS BY-
60KVA PASS
M3 M3
3x 400VAC MSB PS 50 Hz 3x 400VAC MSB SB 50 Hz

TF 400/230V
75kVA
BT1 ST1 BT 2 N/O
EG Bow Azi
TF 400/230V 230VAC Clean power

TF 400/230V
EMERGENCY SWBD EMERGENCY SWBD 200kVA 200kVA
3X230VAC 50Hz 3X400VAC 50Hz
TF 400/230V 3x 230VAC MSB SB 50 Hz

50kVA
3x 230VAC MSB PS 50 Hz
Figure 9.2.4: 690V & 440V Main Switchboard
9.3 Fuel Oil System
9.3.1 The vessel is equipped with one fuel type:
• GASOIL
9.3.2 The two main propulsion engines (PS and SB) are designed to run on HFO or GO, while the
auxiliary engine runs on GO only.
9.3.3 The fuel oil system consists of six bunker tanks, one FO settling tank, two FO day tanks, one
incinerator tank, an emergency generator service tank and an overflow tank. Filling is via the
filling station located on the main deck.
9.3.4 From the bunker tanks the fuel can be transferred to the settling tank, or transfer between bunker
tanks can be completed via either of the two supplied transfer pumps.
9.4 Lubricating Oil (LO) System
9.4.1 Lubrication oil is transferred to the generator from the clean LO tank by gravity. Used oil is
drained also by gravity. This used oil can be transferred to the purifier and then onto the

Renovated Tank to be re-used, otherwise it is transferred to the Sludge Tank. The purifier has
a built on feed pump and pre-heater. The feed pump pumps lubrication oil from the generators,
or the used oil tank, to the purifying system. Purified oil flows back to the generators or the LO
Renovated Tank. Sludge and water automatically flows from the bottom of the purifier to the
Sludge Tank.
9.4.2 Each generator has its own independent self-contained LO system which contains a wet sump,
an engine driven LO pump, an electric driven pre-lube pump, a LO cooler, a centrifugal and
automatic filter and a pressure control valve.
9.5 Sea Water Cooling System
9.5.1 The sea water cooling system is used for cooling the fresh water within the fresh water cooling
system, which supplies the DG sets, propulsion motors, bow thruster and auxiliary equipment.
9.5.2 The sea water system consist of three main separate systems as below:
• Three cooling pumps with two heat exchangers for the DG sets
• Two cooling pumps with a heat exchanger for the E-propulsion motors, DG alternators
and auxiliary equipment.
• Two cooling pumps with a heat exchanger for the retractable thruster.
9.6 Air System
9.6.1 The starting air system is comprised of two WP45L, 40bar compressors, one active with the
other in standby, and two air receivers with a capacity of 1000 litres. The starting air system is
used for starting the main diesel engines in the engine room and for supply of compressed air
to the typhoon on top of the wheelhouse
9.6.2 The starting air system can be used as backup for the working air system, should it fail. Valve
261M0003 should be opened for this.
9.7 Thrusters
9.7.1 The vessel is equipped with two tunnel thrusters, one retractable Azimuth thruster, one propeller
driven by two electric motors and one rudder which are available for DP control. Figure below
illustrates the number and types of thrusters and main propulsion system including the power
supply armament to the thrusters

440V SWBD 690V PORT BUS
220V SWBD PS
Rudder
BUSTIE
T4- T4- T2 T1
BUSTIE
M2 M1
T3
220V SWBD SB
440V SWBD 690V STBD BUS
Figure 9.7.1 Arrangement of the propulsion thrusters including their power supplies
9.7.2 The two tunnel thrusters (one bow and one stern) are electrically driven controllable pitch with
fixed speed. Both the tunnel thrusters are Schottel STT and bow thruster is rated at 600 kW
whilst the stern thruster is rated at 400 kW. Each tunnel thruster is a self-contained unit with its
own independent lubrication system, pneumatic brake and motor
9.7.3 The retractable bow Azimuth thruster is a Schottel SRP 550 LSV FP type with variable speed
and fixed pitch rated at 700 kW. It is self-contained unit with its own independent lubrication
system, pneumatic brake, motors and variable frequency drive units.
9.7.4 The main propeller is self-contained unit driven by two motors with a coupling arrangement
between them. The motors are driven by Variable Frequency Drives (VFD) ACS880 with each
VFD powered from one of the two 690 V switchboard sections.
9.7.5 The propulsion system is arranged in such a way that the propeller can be driven by both the
propulsion motors simultaneously or by only one propulsion motor in case one of the propulsion
motors is not available due to any associated failures.

10 DP OPERATIONAL PLANNING AND RISK ASSESSMENT
10.1 Planning
10.1.1 Forward planning is essential to efficient DP operations. A plan must be developed for every
new location and for any unusual operation. The plan must include information such as approach
to location and use of position measuring equipment. Information on the expected
environmental conditions for the proposed location must be collected and used in the
preparation of a site specific plan.
10.1.2 Plans should be adopted for the safe management of each task or operation. Discussions should
take place before the operations commences and should involve, at least, the Master, DP
Operators, appropriate Supervisor(s)/Superintendents(s) and Client's Representative.
10.2 DP Operational Briefing
10.2.1 Prior to any DP operation it is essential that key DP personnel are briefed in all aspects of the
operation, including hazards to the vessel, personnel, equipment and the interaction of other
operations in the immediate vicinity.
10.2.2 Prior to arrival on location a pre-operational meeting should be held to review the forthcoming
activities and procedures. Personnel should be familiar with methods and lines of
communication prior to the commencement of DP operations.
10.2.3 The Operations Supervisor / Superintendent is to advise the Master of any acoustic beacons
and / or unusual equipment to be employed on the worksite (e.g. jetting equipment) which may
be necessary for the task but might cause interference with the ships acoustic positioning
system.
10.2.4 The Master is to ensure that the watchkeeping Officer / DP Operators are fully briefed on the
planned operation if any, before commencement, and that they are to keep each other and the
Operation Supervisor/Superintendents fully up-to-date on any changes in conditions or
operational plans.
10.2.5 The Installation Offshore Installation Manager should be fully advised of all operational plans
and should ensure that the Field Marine Controller advises all other ships in the vicinity of the
pertinent details. The Installation Offshore Installation Manager and Marine Controller must be
asked for permission to conduct operations and they must be informed of the operations plan
when working within 500m of an installation.
10.3 Unusual Operations and Contingencies
10.3.1 Any unusual operation must be thought through in advance and discussed with all the involved
parties. The risks and consequences of the operation must be considered
10.4 DP Operations during Critical and Simultaneous Operations (SIMOPS)
10.4.1 Offshore projects may comprise several phases some of which may be deemed to be more
critical than others, requiring increased vigilance and possibly using additional monitoring
equipment, such as real time current monitoring equipment in locations of high and variable
currents.

10.4.2 Examples of critical operations include the following:

• In proximity to unprotected live hydrocarbon risers.
• Cross hauling pipeline risers.
• In proximity to a structure with low collision resistance.
• In proximity to a structure with high horizontal pipe tensions acting on vessel.
• ROV survey
10.4.3 The following guidance is applicable to all operations but is particularly apt for critical operations:
• Vessel movement and heading changes should be in small manageable steps at a
reasonable rate of change, allowing the maneuver to complete and settle before any
further changes are initiated. Simultaneous change in heading and position should be
avoided.
• A change in rotation center has the potential to destabilize station keeping ability where
high external forces, including sea current, are present and stabilization time should be
allowed before any vessel movements are contemplated.
• Before any change in the position of the center of rotation is undertaken it is essential that
the consequence of position change be understood.
• It is essential that external distractions are kept to an absolute minimum or, where
appropriate, eliminated completely.
10.4.4 There are various types of SIMOPS, including work boat and other vessel operations. As a
minimum the following should be taken into consideration.
Work Boat Operations
• DPO distracted by requirements of other duties.
• Additional workload arranging logistics or transfers.
• Work Boat crew unable to respond to vessel emergencies.
Other Vessels
• Collision.
• Visual distraction.
• Additional communications burden.
• Other vessel thruster wash.

11 GUIDANCE ON POSITION MEASURING EQUIPMENT AND SENSORS
11.1 Relative and/or Absolute Position References
11.1.1 DP Position References can be categorized as either Relative (which gives a position in relation
to an unknown point of reference) or Absolute (which gives a geographical position). The type
of Position Reference system to be used should be defined based on the most appropriate
system(s) for the planned vessel operations.
11.1.2 Example of relative systems could be systems such as; Fanbeam, CyScan or Radius, and
absolute position reference systems may be DGPS, Tautwire, or Acoustic System (USBL, SBL,
and LBL). It should be noted that Acoustic systems can be considered relative when used with
a mobile asset (e.g. ROV) and similarly, relative system can be considered absolute if utilized
on a fixed geographical position.
11.2 DGPS
11.2.1 The vessel is fitted with two DGPS systems. DGPS is an absolute positioning system which
calculates the vessel’s geographical position. DPOs must be aware of the common DGPS
problems that may be encountered especially when working close to other structures or vessels.
11.2.2 Masking of transmissions from satellites or shore based diff reference stations can occur when
the vessel is alongside a structure or vessel that is higher than own vessel’s satellite antennae.
More pronounced masking interference can be experienced when the vessel is operating on the
northern side of structures or vessels in high northerly latitudes. Masking may also be invoked
in software. Settings should be verified on loss of fix data.
11.2.3 Masking levels on one DGPS should be set such that an early warning is achieved on loss of fix
data. The mask for one DGPS should be set slightly higher than the other, providing advance
warning for loss of both.
11.2.4 Satellite and shore based diff reference transmissions can be affected by high power microwave
links on nearby structures or vessels.
11.2.5 Satellite and shore based differential reference transmissions can be influenced by interference
caused by signals being reflected by adjacent structures and surfaces.
11.2.6 Satellite and shore based differential reference transmissions can be affected by the vessel’s
MF communications systems.
11.2.7 Satellite and shore based differential reference transmissions can be affected by solar activity
which follows an 11 year cycle. The next solar maximum is predicted to peak mid 2024 previous
solar activity has resulted degraded DGPS performance.
11.2.8 Further guidance and useful advice on the capabilities and limitations of DGPS can be obtained
from IMCA document M141, “Guidelines on the Use of DGPS as a Position Reference in DP
Control Systems” and from IMCA document M155, “DGPS Network Provision and Operational
Performance – A World-Wide Comparative Study”.
11.2.9 Power is provided from UPS1 for DGPS 1 and UPS2 for DGPS 2.

11.3 HiPAP 501
11.3.1 The HiPAP 501 is used as a reference system for relative positioning in the DP operation.
11.3.2 The HiPAP is an underwater acoustic positioning system which provides co-ordinates of the
transponders to the DP system, which uses this information as position-keeping reference.
11.3.3 The HiPAP 501 uses a spherical shaped transducer, which is located beneath the vessel’s keel
which communicates with the transponder (s) on the seabed. The transducer contains 241
computer controlled elements to form very narrow beams (±5°), which provide high accuracy,
long range (up to 4km) and good noise reduction capabilities. These beams can be pointed in
any direction below the vessel.
11.3.4 The HiPAP 501 transceiver unit processes the acoustic signals, calculates the transponder
positions and sends the data to the HiPAP APC-12 computer
11.3.5 The APC-12 computers are provided with inputs from gyros, DGPS and MRU in order to provide
the HiPAP 501 system with vessel heading, pitch and role information
11.3.6 The transponders are battery powered and can either be lowered from the ship to the seabed
or can be part of a pre-laid patters. The transponders remain dormant until they receive an
activation signal from the HiPAP 501 system
11.4 Gyro Compasses
11.4.1 The vessel is fitted with three units of gyrocompasses. All three are interfaced to the DP system.
Heading control is critical for DP, since it provides the data for the control of the yaw axis. The
DPO is to select one gyro as the preference gyro. The DP system uses the information from the
preference gyro for heading control, while using the other gyros for comparison.
11.4.2 Since three gyros are to be selected to the DP system, voting takes place, such that if one gyro
differs from the other two by a predetermined amount, the DP system compares it with the
median heading and then rejects it. The vessel continues in DP using a two gyro system. Where
two gyros are used there is no voting and, if the DPO receives a warning that the difference
between the two gyros has reached a predetermined limit, then he must decide which of the two
gyros is faulty.
11.4.3 The SEAPATH unit also provides a heading reference to the DPC-2 system. Procedures should
be in place to ensure that it is not used as one of three heading references during DP operations.
11.5 MRU’s
11.5.1 The vessel is fitted with two motion reference units (MRU) which are interfaced to the DP system.
11.5.2 The MRU input to DP is used to correct the signals from position reference systems for pitch,
roll, and heave. The importance of the MRU signal increases as the weather worsens and the
vessel’s movements become more severe. MRU’s are mounted near the vessel center of
gravity.
11.5.3 The pitch and roll values measured by the MRU’s are used in the position reference calculations
to correct for motion of the DGPS antennae. When the vessel is in DP Class 2 operation, all
MRU’s should be in operation and online. The DPO is to select one MRU as the preference unit,

so that the DP control system will use the information from that MRU as an active input and will
use the other MRU’s as comparison, voting in the same way as with the gyro compasses.
11.5.4 Pitch and roll values are not absolutely essential for DP, since the DP system will incorporate
the errors caused by pitch and roll into the calculation for determining vessel position against
the desired position. However, position keeping without the active input of pitch and roll values
will be less accurate and, depending on the pitch and roll values, position keeping could become
unstable.
11.5.5 Each MRU receives 24VDC power supply from the DPC-2 controller cabinet.
11.6 Wind Sensors
11.6.1 The vessel is fitted with two wind sensors. These are mounted on the bridge top mast. The wind
sensors measure instantaneous wind speed and direction. The DPO should select one wind
sensor as the active wind sensor. The other wind sensor then acts as a comparison.
11.6.2 There are situations where the nearby structure will cause turbulence or masking, resulting in a
“false” wind whether or not the vessel is directly downwind of the structure.
11.6.3 Care should also be exercised during nearby helicopter operation as the downdraught from an
aircraft can cause the wind sensor to increase the active wind input to DP, thus causing the
vessel to thrust towards the structure to counteract a perceived increase in wind speed. This
effect, sometimes known as “gust thrust compensation” can be countered by temporarily
disabling the wind sensors from the DP system when helicopter operations are taking place in
close proximity to the vessel.
11.6.4 Maintenance is limited to cleaning and ensuring the security of connections. Fuses are internal
to the indication unit.
11.6.5 The 230VAC power supply for Wind 1 is provided by UPS 1 while power supply for Wind 2 is
provided by UPS 2.

12 DP OPERATIONAL PROCEDURES
12.1 General
12.1.1 The following DP operational procedures should be followed when carrying out DP operations.
12.2 Master’s Standing Instructions
12.2.1 The DPOs are to comply with the Master’s standing instructions which are kept on the bridge.
The contents of all sections in this DP Operations Manual have been developed so that they
should not conflict with the Master’s standing instructions. However, where conflicts between
the two are detected then the Master has the ultimate authority in deciding which is applicable.
12.3 Approaching an Offshore Structure or Open Water Worksite and DP Field Arrival
12.3.1 The vessel will normally receive permission to enter the 500 metre zone around a platform.
12.3.2 If the vessel is approaching an offshore location for the first time on a trip then the DPO is to
conduct the DP Location Arrival checks using the checklist in Appendix C of this manual.
Wherever possible, the DP Field Arrival checks are to be completed at a safe location in open
water, preferably on the leeward side and at least 500 metres from any structure, vessel or other
obstruction. These Field Arrival checks are also to be carried out if the vessel is to work in open
water locations, in which case they need not be done at any specific distance from the worksite,
but should be done at a suitable safe location.
12.3.3 After satisfactory completion of the DP Field Arrival checks the vessel is to be manoeuvred in
DP, joystick or manual control at a safe speed to approximately 50 metres from the installation,
at which point DP location checks are to be carried out. Refer to Appendix D for the DP Routine
checks.
12.3.4 Where the vessel has already carried out DP Field Arrival checks on that trip then they need not
be repeated for every new approach on that voyage, so long as the time interval from the most
recent DP Field Arrival checks does not exceed seven days. Where the vessel is at sea for
longer than seven days on a particular voyage, visiting one or more installations during that time
or in open water worksites, then the DP Field Arrival checks should be repeated on the seventh
day.
12.4 Safe Working Location
12.4.1 A safe working location should be chosen before the start of operations. The vessel’s initial set
up position at the installation should be in a safe working location. In deciding on a safe working
location it is important to consider that it is normally safer to work on the leeward side of the
installation than on the weather side.
12.4.2 Other elements to be considered in selecting a safe working location include, the position and
reach of cranes, surface and subsea obstructions, interaction with other vessel thrusters and
down lines, other structure or vessel intakes and discharges, anchors, anchor cradles and
anchor lines, view from the DP console, location of prisms, etc. on the installation, DGPS blind
spots and the escape route.

12.4.3 Where the DPO’s field of view of the nearby structures and obstructions is restricted then the
Master should instruct an observer to be positioned at an appropriate spot on the bridge with an
unrestricted view of the structure or obstruction.
12.5 Visual Reference Points
12.5.1 When operating close to structures and other obstructions, visual reference points should be
identified. This provides early additional indication of vessel movement. Whenever
circumstances permit, the vessel’s heading and position should be orientated to make this
possible.
12.6 Maintaining a Safe Working Location
12.6.1 The DPO must ensure that the vessel remains in a safe working location at all times. One in
which the vessel is not required to exceed its design parameters or operate outside the scope
of its DP capability. Further, he should remain constantly vigilant in assessing changing
conditions or situations which could transform a safe working location into an unsafe one.
Sometimes accumulations of smaller hazards can combine to render a previously safe location
unsafe. Some examples of these are changes in wind/current direction and speed, traffic, and
nearby operations.
12.7 Safe Working Heading
12.7.1 The most appropriate vessel heading should be selected on the basis that it may be necessary
to make a rapid escape from the location by driving ahead or astern.
12.8 Escape Route
12.8.1 An escape route should be identified for the safe working location. The escape route should
provide a clear path for the vessel to follow when making a routine or, if required to make an
emergency departure from the location. Other vessels should stay clear of the escape route.
The bridge watchkeeper should monitor the escape route and advise other vessels to keep it
clear.
12.8.2 The escape route should, if possible, extend 500 metres from the location. Also, where possible,
a point on the escape route should be entered in the DP system, so that in an emergency, with
the vessel’s DP control system unaffected, the vessel can be moved along the escape route in
auto DP.
12.9 Leeward Side Working
12.9.1 The leeward side (downwind) is the side of the structure or other obstruction, where, on failure
of all vessel thrust, the combined forces of wind, waves, current and any other force, would tend
to move the vessel towards safety.
12.9.2 Wherever possible the vessel should set up on the leeward side of the structure or other
obstruction.

12.10 Weather Side Working
12.10.1 The weather side is the side of the structure or obstruction, where, on failure of all vessel thrust,
the combined forces of wind, waves, current and any other force, would tend to move the vessel
towards the structure or obstruction.
12.10.2 It is normally more hazardous to work on the weather side than on the leeward side. Wherever
possible, weather side working should be avoided.
12.10.3 If weather side working is to be considered then the Master should satisfy himself that the
associated risks of locating on the weather side of the installation are acceptable.
12.11 Separation Distance
12.11.1 The separation distance at the set up location between the vessel and the closest point on the
structure or other obstruction should not be less than 10 metres. In deciding on the separation
distance due consideration should be given to the movement of the vessel in the three axes of
DP control, i.e. surge, sway and yaw and should also take account of the other three axes of
freedom, i.e. pitch, roll and heave.
12.11.2 Also, in setting the separation distance due consideration should be given to the combined
movements of the nearby structure or obstruction, especially where it is not fixed in position.
12.11.3 The separation distance should be as large as is attainable without adversely affecting the safety
of the vessel’s operations.
12.12 Critical and Allowable Excursion Limits
12.12.1 Critical and allowable excursion limits should be set for every DP operation. These limits refer
to the combined motion of the vessel when in DP of surge, sway and yaw.
12.12.2 The limits should be set as low as possible but they should not exceed the following.
• The critical excursion limit should not exceed half of the separation distance between the
vessel and any nearby structures or obstructions.
• The allowable excursion limit should not exceed half of the critical excursion limit.
12.12.3 For example, where the separation distance at set up is 10 metres, then the critical excursion
limit should not exceed 5 metres and the allowable excursion limit should not exceed 2.5 metres.
12.13 Electronic Off Position Warning and Alarm Limits
12.13.1 Electronic warning and alarm limits should be set for each location. The warning and alarm
limits should be set as low as possible but they should not exceed the values for the critical and
allowable excursion limits referred to above. In normal operating conditions, the off position
warning limit should be set at 3 metres and the alarm limit at 5 metres.
12.13.2 The warning limit should not exceed the allowable excursion limit.
12.13.3 The alarm limit should not exceed the critical excursion limit.

12.13.4 For example, where the separation distance at set up is 10 metres, the warning limit should
not exceed 2.5 metres and the alarm limit should not exceed 5 metres.
12.13.5 However, wherever possible, the warning limits and the alarm limits should be less than the
critical and allowable excursion limits.
12.14 Electronic Off Heading Warning and Alarm Limits
12.14.1 Electronic off heading warning and alarm limits should be set for each location. The off heading
warning and alarm limits should be set as low as possible. In good operating conditions the off
heading warning limit should be set at 2 degrees and the alarm limit at 3 degrees.
12.14.2 The off heading warning limit should be set at a value that does not result in movement of any
part of the vessel greater than the allowable excursion limit.
12.14.3 The off heading alarm limit should be set at a value that does not result in movement of any part
of the vessel greater than the critical excursion limit.
12.14.4 However, wherever possible, the off heading warning and alarm limits should be set at lower
values. In setting the off heading limits consideration should be given to the alignment of the
vessel and the installation and the vessel’s point of rotation.
12.15 DP Watchkeeping
12.15.1 The DPO on the DP console is responsible for all DP control activities. The DPO who is not on
the console should carry out other duties, such as radar and anti-collision watch, radio traffic,
paperwork, crew management, etc.
12.15.2 The DPO on the DP console is the human interface with the DP control system. He should not
be distracted from his duties by other tasks.
12.15.3 All Bridge Watch-standers should maintain a good visual lookout out of the separation distance
and the interaction between the vessel and nearby structures and obstructions.
12.15.4 Wherever possible, DPO handovers should take place when the vessel is settled in position, in
a steady state. In the case of two DPO watches; the Master should consider staggering watch
handovers so that both DPOs on watch are not relieved at the same time. Prior to assuming the
watch, the on-coming DPO should complete the watch-handover checklist
12.15.5 Where considered necessary by the Master/Chief Officer, he may appoint an additional observer
on the bridge to monitor vessel position in relation to any nearby structures or obstructions.

12.16 Monitoring DP Performance
12.16.1 The DP system and its position maintaining capability should be carefully monitored by the
watchkeeping DPO. The DPO should keep the following points in mind when monitoring DP
performance.
• Wind sensors may become unreliable if the vessel is in the lee of a structure or other
obstruction. It is quite possible that the system will give more satisfactory performance with
the wind sensors deselected.
• The longer the vessel has remained in one position the better is the computer ‘model’ and
the longer the vessel will hold position in deteriorating conditions. Once the vessel does
start to oscillate when conditions are deteriorating, it is unlikely to become completely
stabilised again.
• The operator stations (OS) should be monitored constantly to ascertain the power loads
on each thruster and propulsion unit.
• Where applicable, the thruster alarm levels should be set to the minimum possible, so that
any increases in power requirement will not go unnoticed.
• Weather must be closely monitored and squalls should be watched for, both visually and
by radar.
• Trends in power consumption and weather must be closely monitored as the trends in
power consumption and weather may be clearly seen in relation to position keeping
performance.
• When visibility from the bridge is obstructed, consideration shall be given to post a look
out in an unobstructed position. This is particularly important when operating in close
proximity to structures and other obstructions.
12.17 Engineering Watchkeeping
12.17.1 An engineer must be on watch in the ECR when the vessel is in DP Class 2 or on other occasions
required by the Master.
• The Watch Keeping Engineer should check with the DPO on watch before starting or
stopping any machinery that is part of the DP system while the vessel is in DP.
• If problems or potential problems are detected with any DP or associated equipment during
a DP operation then the DPO is to be informed immediately.
12.18 DP Class 2 “Worst Case Failure” Limits
12.18.1 When the vessel is in DP and operating to DP class 2 equipment standard then the vessel should
not exceed “worst case failure” limits. “Worst case failure” is defined as the identified single
failure mode in the DP system resulting in the maximum effect on DP capability. The vessel
design is verified by a failure mode effect analysis to ensure that no single failure exceeds the
worst case.

12.19 DP Class 2 Consequence Analyser
12.19.1 When the vessel is operating in DP, the DP system’s Consequence Monitor function must be
operating.
12.19.2 When the Consequence Monitor gives alarms for more than brief or isolated periods indicating
that the vessel is operating in excess of “worst case failure” limits then DP operations should be
stopped and the vessel moved to a safe, leeward location.
12.19.3 Operations should not be resumed until full and proper consideration is given by the Master or
Chief Officer, who must be satisfied that any resumption can be carried out safely. Depending
on the Master’s standing orders and the nature/severity of the situation, the Master should be
informed, if he is not on the bridge already.
12.19.4 The vessel should be oriented with the bow or stern into the wind or current as practicable to
minimize external forces on the beam, and therefore minimize thruster loading, so that in the
event of a failure, position-holding capability will be maximized with the main propulsion.
12.20 Position and Heading Changes
12.20.1 Changes in vessel position and heading are frequently necessary during DP operations, typically
because of wind and/or current changes or, for operational reasons. Such changes should be
carried out in small increments.
12.20.2 When working in close proximity to structures, or in critical station keeping situations, position
changes should be carried out in steps not exceeding 5 metres, and heading changes should
be carried out in steps not exceeding 3 degrees.
12.20.3 DPOs should be aware of the potential dangers of a number of cumulative changes, e.g. that
they may cause the masking of the DGPS.
12.21 Close Proximity Time
12.21.1 When the vessel is working close to structures or other obstructions, close proximity time at the
working location should be kept to a minimum. The vessel should only remain in the working
location when operations are being carried out.
12.21.2 During periods of inactivity, e.g. at times when project work has been temporarily suspended,
the vessel should move to a safe location.
12.22 Standby Time
12.22.1 There are frequently occasions when the vessel is stood down for a period of time.
12.22.2 Opportunities provided by standby time should be used to maintain equipment and practice skills
- ship handling, DP operating experience and taking DP footprint plots.
12.23 Vessel Thrusters Efficiency at Different Drafts
12.23.1 Changes in vessel draft can occur when the vessel is at sea. A shallower draft can have an
adverse effect on thrusters’ efficiency, particularly for bow tunnel thrusters.

12.23.2 This can result in a significant loss of thrusters’ power, resulting in poor station keeping as well
as impacting on thrusters’ redundancy.
12.23.3 Wherever possible, measures should be taken to maintain an appropriate draft at all times during
DP operations.
12.24 Monitoring of Environmental Forces
12.24.1 Environmental forces are never constant. Wind, current and swell should be monitored
continuously as should their effects on position keeping. Electronic monitoring methods, such
as wind sensors and resultant force vectors provide the DP control system with inputs, but these
methods should be supported by visual monitoring and forecasting.
12.24.2 Great care should be taken where there is likely to be sudden wind and/or current changes.
Preventative measures may require the vessel to cease operations during these periods and
move off to a safe location.
12.24.3 Great care should also be taken in areas where lightning strikes are likely. Preventative
measures may also require the vessel to cease operations during these periods and move off
to a safe location. Lightning affects electromagnetic signal transmission of DGPS. Critical
operations should be postponed in such conditions.
12.25 Weather Forecasting
12.25.1 All reasonable precautions in accordance with good marine practice should be taken to ensure
that forecast of changing weather conditions are obtained and acted upon. These precautions
are to include:
• Obtaining regular weather forecasts for the area of operations through the use of web
sites, facsimile facilities and charts. Weather forecasts should be obtained in advance, as
a minimum 6 hour, 12 hour and 24 hour forecasts should be obtained.
• Seeking information by radio from other units in the vicinity about prevailing weather
conditions in their areas.
• The presentation of environmental information measured by the DP system and any trends
in conditions which it can provide.
• The use of onboard meteorological instruments, including barometer, barograph, and wind
sensors.
12.26 Maintenance Procedures
12.26.1 All DP associated equipment must have an ongoing maintenance schedule as per the
manufacture’s maintenance specifications. All items of the DP system, machinery and electrical
should be implemented into the planned maintenance program onboard the vessel. These items
should include but not be limited to:
12.26.2 DP Controllers and Operator stations:

• Periodic shutdown and reboot of both controller and operator station.
• Periodic cleaning of any associated filters.
• Periodic cleaning of pointing devices.

12.26.3 Position references and sensors:

• Periodic servicing of Gyros and MRU’s.
• Periodic recording of Gyros and MRU’s error log.
• Periodic assessment of DGPS blind sector layout.
• Periodic cleaning of anemometers.
12.26.4 Maintenance records should consist of all onboard repairs, maintenance and modifications to
the DP system. All associated equipment modifications should be itemized and recorded in the
DP Maintenance Log. The DP system drawings should be well documented and both drawings
and manufacturer’s manuals should be updated with modifications and alterations made to the
DP system. Regular maintenance of the DP system should be included in the vessel’s planned
maintenance. The following logs should include:
12.26.5 DGPS Log

• Maintenance and services.
• Updated electrical drawings and aerial plans.
• All incidents which may have interest in the future.
12.26.6 Regular fuel and oil samples should be taken, results recorded and copies kept onboard. Not
only is this good practise for all machinery, client auditors during inspections and FMEA trials
usually request a copy for review.
12.26.7 Service company reports should be recorded whenever service engineers attend the vessel for
whatever reason, copies of their service reports are to be filed in the DP Maintenance Log.
12.26.8 These reports should be available to crew, client auditors and future maintenance technicians
as required. This enables a record of system maintenance and upgrading.
12.27 Fault Finding Procedures
12.27.1 If a fault arises with the DP system an alarm should warn the DPO/Engineer that such a fault is
in the system. Although the system should alarm, the DPO/Engineer should not pre-empt this
and should manually monitor all systems available.
12.27.2 If the fault is of such a nature that it compromises the position keeping or safety to the vessel or
crew, actions should be taken as per section 13 of this manual (DP alert system).
12.27.3 If the fault is of such a severity that the vessel cannot operate 100% for the intended project,
then the vessel (if engaged in operations) should cease operations, move to a clear water
location and resolve the fault.
12.27.4 The Kongsberg operator manual along with the help menu found on the operator station provides
a list of faults, error messages and suggested operator actions.
12.27.5 No operations should recommence until the system is repaired, trials completed and the system
found to be fully operational.

12.27.6 The crew should seek further advice and guidance from Kongsberg on faults that are not
understood and should not attempt to change settings without having the full knowledge and
training of the system.

13 DP ALERT SYSTEM
13.1 DP Alert Status
13.1.1 There are three levels of DP alert status, representing normal, degraded and emergency
conditions.
13.1.2 The following table shows the three levels of alert for DP class 2 operations.
• Position and heading excursions are within acceptable limits,
and
• Power and thrust outputs are within limits for capability of
NORMAL vessel, and
• Environmental conditions are acceptable, and
(GREEN)
• Minimum risk of loss of position and/or collision, and
• DP equipment redundancy is intact and DP system is operating
within ‘worst case failure’ limits.
• Position or heading excursions out of acceptable limits for more
than brief or isolated periods, or
• Power and thrust outputs are greater than the limits for
DEGRADED capability of vessel for more than brief or isolated periods, or
• Environmental conditions or other conditions are considered
(YELLOW) unsuitable for continuing DP operations, or
• Failure in DP equipment that results in loss of redundancy and
the vessel operating outside “worst case failure “limits, or
• Increased risk of loss of position or collision.
• Unable to maintain position, or
EMERGENCY
• Imminent threat of collision, or
(RED) • Any other emergency situation.
13.2 DP Alert Responses
13.2.1 GREEN – NORMAL: Full DP operations can be undertaken.
13.2.2 YELLOW – DEGRADED: The operations supervisor should instruct to suspend operations and,
where practical in terms of speed and safety, make safe any work or items of equipment that
could offer a further hazard before moving to an agreed safe location.
13.2.3 RED – EMERGENCY: The operations supervisor must instruct to cease operations immediately.
13.2.4 The DPO is to alert the deck and the ECR by radio or telephone immediately on there being an
EMERGENCY situation. When in EMERGENCY situation the first response is to take whatever
action is required to avoid collision and make the vessel safe. Where there is sufficient time in
an EMERGENCY, the response actions should seek to:
• Prevent human injury.
• Prevent environmental damage.

• Prevent physical damage to the vessel and installation, in that order of priority.
13.2.5 During an EMERGENCY situation it is the DPO who is on watch at the DP console who is the
first line of response. He may be the junior DPO in a two man watch but his actions that are
likely to be the most critical. During an EMERGENCY situation the senior DPO might consider
taking over from the junior DPO at the DP console, but he should only do so where he is
confident that his intervention will improve matters.
13.2.6 Depending on the Master’s Standing Orders, and the nature/severity of the situation, the Master
should be immediately called to the bridge.
13.2.7 All on watch personnel should be alerted to the change of status to EMERGENCY. This should
be by any means available. Nearby manned structures and vessels are also to be informed as
soon as possible.
13.2.8 The initial response from deck to an EMERGENCY situation is to stop deck operations, recover
lines, etc., and await further advice from DP.
13.2.9 The initial response from the ECR to an EMERGENCY situation is to attend to any problems
that may have occurred in their department and to be on hand for further advice from DP. The
watchkeeping engineer should alert the Chief Engineer. The Chief Engineer should come to the
ECR immediately on being informed of the EMERGENCY situation.

13.3 Training for DP Emergencies
13.3.1 The bridge team should conduct training for DP emergencies on a regular basis. The following
are typical emergency situations that could be incorporated in a DP emergency training program.
• Blackout and blackout recovery.
• Worst case failure.
• Loss of battery backup systems.
• Loss of one bow tunnel thrusters.
• Loss of stern thruster.
• Loss of one main propeller.
• Simultaneous loss of all main engines.
• Deteriorating weather conditions.
• Increasing current speed and fluctuating current direction.
• Collision avoidance during DP operations.
13.3.2 The DP emergency training program should be created and implemented by the crew. This
should be regularly reviewed and updated as they familiarize and gain more experience with the
vessel’s characteristics and equipment.
13.3.3 Further guidance on DP emergency training is given in Appendix 8 of IMCA document, M117
Rev 1, February 2006, “The Training and Experience of Key DP Personnel.”

14 DP INCIDENT REPORTING
14.1 General
14.1.1 A DP incident is an event or failure which has occurred while the vessel is in DP mode and which
has resulted, or had the potential to result, in a loss of position or has reduced the vessel’s DP
performance or its DP capability. If the incident results in damage, injury, or pollution, it must be
reported in accordance with DAMEN SCHELDE NAVAL SHIPBUILDING Company Procedures
Manual.
14.2 DP Incident Categories
14.2.1 DP incidents are to be categorized into three types, as in the table below.
Type A (most serious) Where the DP incident has resulted in a loss of position to the
extent that there has been measurable loss or damage, such
as personal injury, collision with the installation, environmental
pollution, such as hose rupture and spillage of contents
Type B (serious) Where the DP incident has resulted in loss of position, but
where no harm has resulted, but where in different
circumstances, loss or harm could have resulted.
Type C (least serious) Where the DP incident has not resulted in a loss of position,
but where the vessel’s DP performance or capability has been
reduced, such as in situations where there has been a thruster
failure but no loss of position.
14.2.2 All categories of DP incident are to be recorded and investigated to find the root cause or causes.
A DP Incident Form is given in Appendix G of this manual.
14.3 DP Incident Reporting Protocols
14.3.1 DP incidents are to be reported, as follows:

• Type A DP incidents are to be reported to the company Duty Manager as soon as possible
after the DP incident has occurred in the most expedient way available. This is likely to
be by telephone or email. This should be done when the vessel is safe.
• Type B DP incidents are to be reported to the company Operations Manager as soon as
practicable after the DP incident has occurred.
• Type C DP incidents are to be reported to the company Operations Manager in the vessel’s
daily report.
14.4 DP Incident Investigation
14.4.1 All DP incidents are to be investigated in accordance with the Company’s accident investigation
procedures as found in the Safety Management System.

14.4.2 The depth of the investigation will depend not only on the type of DP incident, A, B or C, but also
on the potential consequences of the incident. For example, a type C incident might, in other
circumstances, have more serious potential than consequences experienced at the time of the
DP incident.

APPENDIX A ABBREVATIONS LIST
BT Bow Tunnel Thrusters

DG Diesel Generator
DGPS Differential Global Positioning System
DP Dynamic Positioning
DPC Dynamic Positioning Controller
DPO Dynamic Positioning Operator
DSV Diving Support Vessel
ECR Engine Control Room
ER Engine Room
FMEA Failure Modes and Effects Analysis
HiPAP High Precision Acoustic Positioning
IJS Independent Joystick System
IMCA International Marine Contractors Organisation
IMO International Maritime Organisation
kW Kilo Watts
LR Lloyd’s Register of Shipping
ME Main Engine
MSB Main Switch Board
MRU Motion Reference Unit
MSC Maritime Safety Committee
NI Nautical Institute
OS Operator Station
PM Planned Maintenance
ROV Remotely Operated Vehicle
PRS Position Reference System
SDPO Senior DPO
SG Shaft Generator
SMS Safety Management System
STCW Standards of Training, Certification and Watchkeeping
ST Stern Tunnel Thrusters
UPS Uninterruptible Power Supply
VHF Very High Frequency
APPENDIX B DPO TRAINING FLOW CHART
RESTRICTED TO UNCLASSED VESSELS

Phase A: DP Induction course +
online examination
Phase B: A minimum of 60 DP sea

time days AND completion of task
section onboard an unclassed DP
vessel* + Company confirmation
letter
*(see section: CALCULATION OF

DP SEA TIME TO ISSUE AN
UNCLASSED CERTIFICATE IN
CERTIFICATION SCHEME
DOCUMENT)
If completed, a one week Sea Time

Phase C: DP Simulator course + Reduction course is counted as 30
*The on-line examination process is online examination* days DP sea time and will reduce
under development in early 2016 and 30 days of Phase D
will be introduced once preparations
are complete.
Phase D: A minimum of 60 DP sea
time days onboard an unclassed 30 DP sea time days onboard an
DP vessel* unclassed and/or certified classed
(See section: CALCULATION OF DP vessel + company confirmation
SEA TIME TO ISSUE AN UNCLASSED letter
CERTIFICATE IN CERTIFICATION
SCHEME DOCUMENT)
Phase E: Statement of Suitability

signed off by Master of last DP
vessel + company confirmation
letter
Complete online DP application

and send documents to the NI
office
NI assesses and verifies

Applicant must rejoin above
documents. Everything
process as instructed by NI
ok?
No
Yes
o upgrade from UNCLASSED

To upgrade from UNCLASSED RESTRICTED RESTRICTED certificate to UNLIMITED
UNCLASSED CERTIFICATE certificate, the trainee DPO will need
certificate to LIMITED certificate, the
to obtain a minimum of 120 days DP
trainee DPO will need to obtain a minimum of sea time onboard a DP 2 or 3 classed
120 days DP sea time onboard a DP 1 classed vessel. DP sea time served prior to
the issue of the UNCLASSED
vessel or a mix of DP1, DP2 and DP3. DP sea restricted certificate may be re-used
time served prior to the issue of the in the conversion process provided a
minimum of 60 days DP sea time is
UNCLASSED restricted certificate may be Converting the served in the relevant classed vessel
re-used in the conversion process provided a after the issue of the UNCLASSED
Unclassed Certificate certificate. This DP sea time has to be
minimum of 60 days DP sea time is served in to Limited or Unlimited recorded in The Nautical Institute
the relevant classed vessel after the issue of logbook in the conversion pages.
certificate? A new Statement of
the UNCLASSED certificate. This DP sea time
S u i t a b i l i t y m u s t b e signed by
has to be recorded in The Nautical Institute
Master in the last vessel and
logbook in the conversion pages.
company confirmation letter is
A new Statement of Suitability must be
required before submitting
signed by Master in the last vessel and
documents to the NI.
company confirmation letter is required
before submitting documents to the NI.
LIMITED AND UNLIMITED DP CERTIFICATE
Phase A: DP Induction course +

Online examination
Phase B: A minimum of 60 DP sea

time days AND completion of task
section onboard a certified DP
class vessel + Company
confirmation letter
Phase C: DP Simulator course +

practical assessment + online
examination Optional STR course: If completed,
one week Sea Time Reduction
course is counted as 30 days DP
sea time and will reduce 30 days of
Phase D: 60 DP sea time days Phase D
onboard a certified class DP vessel
+ Company confirmation letter
30 DP sea time days onboard a
certified class vessel + company
confirmation letter
Phase E: Statement of Suitability
signed off by Master of last DP
vessel
Complete online DP application and

send documents to the NI office
The NI will calculate and issued the

DP certificate based on the criteria
below:
UNSUCCESSFULL: Candidate needs to

No
obtain more DP sea time onboard a
120 days DP sea time?
DP classed DP vessel as per
NI requirements.
Yes
Minimum of 60 days
No
onboard a certified DP 2 or
3 class vessel?
LIMITED CERTIFICATE
Yes
Last 30 DP sea time days

No
Upgrade from Limited to Unlimited onboard of a certified DP 2 or
DP certificate: minimum of 60 DP 3 class vessel?
sea time days onboard certified
class 2/3 DP vessel + Statement of
Suitability signed by Master in the
last vessel + Company confirmation Yes
letter are required before submitting
documents to the NI.
UNLIMITED CERTIFICATE
APPENDIX C DP FIELD ARRIVAL CHECKS (BRIDGE)
DP LOCATION ARRIVAL CHECKS (BRIDGE)
Vessel
Location
Completed by
Date and Time
General Y N N/A
Operations clearance from Master
Engine DP checklist complete
Crew aware of operations
Toolbox meeting completed
Navigation lights and signals displayed
Wind speed and direction Kts Direction
Significant wave height metres
Current speed and direction Kts Direction
A Communications Y N N/A
1 Test communications with ECR
2 Test communications with deck/project
3 Test communications with other stations
B Main Diesel Generators & Power Distribution Y N N/A

1 DG 1 checked out and in operation
2 DG 2 checked out and in operation
3 SG1 checked out and in operation
4 SG2 checked out and in operation
5 Main 440V switchboard bus-tie CLOSED
6 Check charger to Bridge No.1 24V system is operational with no

alarms
7 Check charger to Bridge No.2 24V system is operational with no
alarms
C Propulsion Y N N/A
1 BT1 – bow tunnel thruster 1, checked out and fully operational
2 BT2 – retractable thruster 2, checked out and fully operational
3 ST3 – stern tunnel thruster 3, checked out and fully operational
4 PMP – port main propeller, checked out and fully operational
5 SMP – stbd main propeller, checked out and fully operational
D Thruster Controls Y N N/A

1 Test BT1 on individual manual controls (fwd and aft)
2 Test BT2 on individual manual controls (fwd and aft)
3 Test ST3 on individual manual controls (fwd and aft)
4 Test IJS (c-Joy) and Heading Controller
E DP Operator Stations
Lamp/Alarm Function Print Page Take In
Test Test Test Command Command
1 OS 1
2 OS 2
Y N N/A
3 OS 1 in command
4 Reboot OS 1
5 Verify warnings and alarms and take control on OS 2
6 Wait until OS 1 is running
7 Reboot OS 2
9 Wait until OS 2 is running
10 Verify correct operation of DP status/alarm printers
11 Vessel’s position maintained throughout

F Controllers Y N N/A
1 Manual changeover from DPA to DPB
2 Manual changeover from DPB to DPA
3 Reset controller A
4 Auto changeover to controller B
5 Verify alarms
6 Verify printout
7 Vessel’s position maintained
8 When controller A reset, verify alarms cleared
9 Reset controller B
10 Auto changeover to controller A
11 Verify alarms
12 Verify printouts
13 Vessel’s position maintained
14 When controller B reset, verify alarms cleared
G DP Parameters
1 DP Gain Setting Low Medium High
2 Joystick Thrust Reduced Full
3 Joystick Precision Low Medium High

Set
4 Position Warning Setting (m)
5 Position Alarm Setting (m)
6 Heading Warning Setting (degrees)
7 Heading Alarm Setting (degrees)
8 Speed Setting (kts or m/s)
9 Turn Rate Setting (deg/min)
10 Vessel Rotation Point

H Sensors
Heading Preference
1 Gyro 1
2 Gyro 2
3 Gyro 3
Pitch Roll Heave Preference

4 MRU 1
5 MRU 2
Speed Direction Preference

6 Wind 1
7 Wind 2
I Position References Y N N/A

1 Check accuracy of DGPS 1
2 Reboot GPS 1, verify alarm on DP
3 Switch off diff signals on DGPS1, check read out on GPS, reinstate
4 Check accuracy of DGPS 2
5 Reboot GPS2, verify alarm on DP
6 Switch off diff signals on DGPS 2, check read out on GPS, reinstate
7 D Deploy HPR mast and ping transponder – check MRU, GPS & GYRO ok
8
9
10
J Computer Model Test Y N N/A

1 Deselect all position references
2 Verify alarm and vessel in model control
3 Verify position drop out alarm
4 Calculate drift off after 5 minutes Dist (m) Dir’n deg

K DP Manning (details for all DP watchkeepers)

DPO Name DPO (Full) DPO (Limited) Other
1
2
3
4
5
6
APPENDIX D DP LOCATION/ROUTINE CHECKS
DP ROUTINE CHECKLIST (BRIDGE)
Vessel
Location
Completed by
Date and Time
A Environment Y N N/A
1 Wind speed and direction Kts Direction
2 Significant wave height metres
3 Current speed and direction Kts Direction
B Power and Propulsion Y N N/A

1 Load on G1 %
2 Load on G2 %
3 Load on SG1 %
4 Load on SG2 %
5 Main 440V swbd bus-tie CLOSED?
6 Load on BT1 (power not pitch) %

7 Load on BT2 %
8 Load onST3 %
9 %
C Position Reference Systems Y N N/A
1 Note accuracy of DGPS1 +/- metres
2 Is DGPS 1 enabled to DP?
3 Note accuracy of DGPS2 +/- metres

4 Is DGPS 2 enabled to DP?
5 Note accuracy of Spottrack +/- metres

6 Is Spottrack enabled to DP?
D Sensors – are the following sensors operating satisfactorily and Y N N/A

enabled to DP?
1 Gyro No.1
2 Gyro No.2
3 Gyro No.3
4 MRU 1
5 MRU 2
6 Wind 1
7 Wind 2
8
E Position and Heading Excursions Maximum Average
1 Position Excursion
2 Heading Excursion
F DP Parameters
1 DP Gain Setting Low Medium High
2 Joystick Thrust Reduced Full
3 Joystick Low Medium High
Precision Set
4 Position Warning Setting (m)
5 Position Alarm Setting (m)
6 Heading Warning Setting (degrees)
7 Heading Alarm Setting (degrees)
8 Speed Setting (kts or m/s)
9 Turn Rate Setting (deg/min)
10 Vessel Rotation Point

G. Set Up Location
Draw outline of vessel’s set up location in relation to nearby structures and sea, current
and wind vectors.
APPENDIX E ENGINE ROOM CHECKS
MACHINERY
Yes No
BT1 running – no alarms
BT2 running – no alarms
ST3 running – no alarms
PMP running – no alarms
SMP running – no alarms
POWER GENERATION and DISTRIBUTION

Yes No
DG1 running and connected – no alarms (optional)
DG2 running and connected – no alarms (optional)
SG1 running and connected – no alarms
SG2 running and connected – no alarms
Aux bus-tie closed
High current bus-tie closed
Emergency generator on standby
Power management ok – status ok
FUEL
Yes No
Day tanks isolated (from each other) on supply side
Day tanks isolated (from each other) on return side
Day tanks full
Water and contaminant check – day tanks
AIR SYSTEM
Yes No
Air receivers at working pressure and drained
Air compressor #1 on auto and ok
Air compressor #2 on auto and ok
Pressure reducer ok
COOLING SYSTEM
Yes No
Cooling loops isolated (port & stbd)
Temperature readings normal
Expansion tank levels ok
Standby pump available
APPENDIX F CAPABILITY PLOTS
Guidance on Conducting DP Footprint Plots
A DP footprint plot is designed to record the observed movement of the DP vessel from its desired target
location over a period of time. Thruster configuration is selected at the beginning of the plot.
The environmental forces of wind and waves are known from visual observation. Current is estimated.
A DP footprint is polar in outline with the bow, head up, at 0 degrees and the desired or target position
is at the centre of the circle.
1. Select a safe location away from structures, other vessels, etc.

Make entries on the lines in the top right hand corner, identifying when, where and by whom.
2. Indicate in the vessel outline which of the thrusters is selected and on line for the duration of the
plot.
3. Complete the environment boxes, putting a value against all of the forces and directions. Draw
arrows on the plotting chart to indicate force and direction. Note that values for current should
preferably be from an independent current meter. If not available, estimates for current from
other appropriate sources include surface current charts and the DP estimated current.
4. Indicate which of the position references are on line for the duration of the plot.
5. Select the concentric scale. One division could equal 1 metre, so that the total scale extends to
5 metres from the centre, or, if more vessel movement is expected, one division could equal 2
metres, hence increasing the total range to 10 metres from the centre.
6. Start plotting by marking with an X at regular intervals, say every 30 seconds, the observed
position of the vessel in relation to the target position. The vessel’s position can be taken from
the DP system display screen.
7. Continue plotting until sufficient information is gained about the vessel’s position keeping
performance in the given environmental conditions. A completed plot will show the accuracy with
which the vessel kept position. Plots can also show the occasions when the vessel is unable to
keep position, i.e. when there is insufficient thruster force for the given environment. (This is a
good check of the relevance of the calculated DP capability plots.)
DP footprint plots should be conducted whenever opportunities arise. Accumulated knowledge of the
vessel’s position keeping performance and the expected vessel excursions are helpful when selecting
separation distance, critical and allowable excursion limits. NB A DP footprint is different to a DP
capability plot. A DP capability plot shows by calculation maximum environmental conditions in which a
DP vessel should not lose position. Where the facility exists, the vessel’s footprint in DP can be captured
by enabling the ‘snail trail’ and then performing a screen dump. It is recommended that this method is
used as well as the hard copy DP footprint plot described above.
- IMCA 182 appendix 5

APPENDIX G DP INCIDENT REPORTING FORM
Preface
Incident Reporting Procedure
A DP incident is defined as an event or failure which has occurred and which has reduced the vessel’s
DP performance or DP capability. DP incidents are to be categorised as follows;
Type A (most serious) Where the DP incident has resulted in a loss of position
to the extent that there has been measurable loss or
damage, such as personal injury, collision with the
installation, environmental pollution, such as hose
rupture and spillage of contents
Type B (serious) Where the DP incident has resulted in loss of position,

but where no harm has resulted, but where in different
circumstances, loss or harm could have resulted.
Type C (least serious) Where the DP incident has not resulted in a loss of
position, but where the vessel’s DP performance or
capability has been reduced, such as in situations where
there has been a thruster failure but no loss of position.
Masters and DPOs should use the following form as guidance for reporting DP incidents. This form is
based on the IMCA DP Incident Reporting system. Reporting procedures.
DP INCIDENT FORM
DOCUMENT DETAILS AND ISSUE RECORD
Vessel: Date:
Place: Reported by:
Client: Position:
1.1.1 INCIDENT TYPE
(INDICATE THE CATEGORY OF DP INCIDENT)

A B C
MOST SERIOUS SERIOUS LEAST SERIOUS
DP INCIDENT REPORT FORM

Sections 1-7 to be completed after the onboard investigation, involving Master, DP Operators and,
where appropriate, Engineers, ETO and signed by the Master.
1. Description of work being carried out
2. Environment
Wind Speed: Sea State: Current:
Weather: Water Depth:
3. Equipment on Line
Control System:
Propulsion and Thrusters Position References:

4. Sketch including vessel outline, heading, outline of platform and separation

distance.
North
Use back of page….
5. Sequence of Events:
6. Narrative Description of Events: (if necessary, explain the event more fully and
use additional pages if required)
7. Corrective Action Taken Tick as Appropriate

Modify Procedures
Modify Standing Instructions
Report to Shore Management
Repair
Modify Maintenance Procedures
Report to Supplier
Additional Alarm Installed
Operator/Technician Training
Warning label fitted
Other (specify)
Comments:
8. Did Human Factors play a part in this incident? YES/NO

(If yes please fill out next section)
Master’s signature _________________________

HUMAN FACTORS SECTION
To be completed by the vessel Master
Did any of the following five factors contribute in any way to the incident?
Distractions / Interruptions N/A YES NO
Time / External Pressure N/A YES NO
Lack of Stimulation N/A YES NO
Tiredness N/A YES NO
Ergonomics N/A YES NO
Comments:
Did any of the following five factors contribute to the incident?

Misleading Manuals YES NO
Misleading Displays YES NO
Internal Communication YES NO
External Communication YES NO
Insufficient Training YES NO
Comments:
Were the DP operating procedures appropriate at all times? YES NO

If NO, give details and suggest ways of modifying procedures so that the incident does
not recur.
If the incident involved a less than optimum human performance at any time,
were any of the following factors relevant?
Equipment Failure or Technical Defect YES NO
High Work Load YES NO
Insufficient or inadequate training YES NO
Insufficient or inadequate monitoring YES NO
Personal Discomfort YES NO
Environmental Stress (e.g. weather) YES NO
Morale YES NO
Fatigue YES NO
Comments:
Master’s signature ____________________________

DPO FAMILIARISATION CHECKLIST
The following items are to be signed off by the Master on completion.

Name of DPO _____________________________________
Master’s
Item Signature Date
Familiar with relevant documents including DP Operations
Manual, Kongsberg DP Operator Manual, DP FMEA, Annual
Trials Report, Checklists, Master’s Standing Orders, project
specific documents.
Control of vessel’s movements about a set point using thruster
manual controls.
Control of vessel’s movements about a set point using
independent and DP joystick controls.
Switching and changing between control modes.
General understanding of DP system installed on vessel.
Set up vessel on DP. Understand reasons for procedures.
Ability to use DP panel and all DP console facilities.
Use of position references and vessel specific limitations.
Power supplies for DP control and thrust units.
Emergency power supplies.
Alarm sequences and signals.
Loading and general use of DP computers.
Familiar with configuration of thrust units /generators/ position
references and environmental sensors
Understand vessel’s function and limitations including capability
plots.
Ability to produce DP footprint plots.
Knowledge and understanding of DP incident reporting system.
Date checklist satisfactorily completed_________________________
Master:
APPENDIX H ANNUAL TRIALS

Annual DP Trial Worksheet
Introduction
This worksheet is intended to facilitate annual trials recording. The trial procedures have been
selected as a subset of the FMEA trials. Additional tests may be selected from the FMEA set if
any doubt exists on the integrity of any DP subsystem.
Instructions
1.1.1 [name of independent audit company] was requested to witness the annual DP trial of
the vessel.
1.1.2 Instructions were received by [fax/telephone] from [Mr xxx] of DAMEN SCHELDE NAVAL
SHIPBUILDING
Personnel
1.2.1 The following personnel were in attendance during the trial:

Name Rank Company
Location and Limitations
1.3.1 The trials we conducted[place, water, depth, weather conditions]. The following
equipment was not available [position references thrusters etc.] and hence tests [Nos …]
were not carried out.
Reference Documentation
The following documents were used to assist with this survey:

Document title
List
Trial Conclusions, Comment and Recommendations
Conclusions
2.1.1 [name of independent audit company] witnessed the annual DP trials on the Vessel DP2.
From the results of the trials the vessel is considered [fit for purpose] within its operational
capability with [no] exceptions.
Comment and Recommendations
Power Distribution
All tests were completed satisfactorily as per the trials program

[with the exception of the following due to …] [and it is recommended that …]
[(see test xx)].
Engine and Machinery Systems
All tests were completed satisfactorily as per the trials programme

[(see test xx)].
DP Computers

[(see test xx)].
Thrusters

[(see test xx)].
DP Reference Systems

[(see test xx)].
Maintenance
The equipment status shows maintenance is up to date with the exception of [equipment]
which is [not] significant for the work planned.
Personnel
The personnel on board at the time of the trials all had and demonstrated
[reasonable, good, etc.] understanding of their duties.
Action List
For Immediate Attention
For Action When Reasonably Convenient
For Future Attention/Consideration

Equipment Status – [year]
1.0 Thrusters
BT1 BT2 ST1 ST2 PMP SMP
Maintenance records checked

Outstanding maintenance
Last oil analysis (date)
Last oil analysis OK
Remarks:
2.0 Main Engines

ME1 ME2 ME3 ME4

Running hours:
at present
last major overhaul
Remarks:
3.0 Generators
DG1 DG2 SG1 SG2

Running hours:
at present
Last major overhaul
Remarks:
4.0 Electrical Protection

Circuit Breakers Date Company
Switchboard bus
ties
Generator breakers
Thruster breakers
Remarks:
5.0 DP Sensors
Sensor Records Checked Remarks
Fanbeam
DGPS 1
DGPS 2
HiPAP
MRU 1
MRU 2
Gyro 1
Gyro 2
Gyro 3
Wind sensor 1
Wind sensor 2
Remarks:
6.0 Computers
Maintenance checked?
Last software revision?
Remarks:
7.0 UPS
Unit Battery check Remarks
UPS 1
UPS 2
8.0 Hardware Modification

Have there been any modifications since last annual trials?
Have modifications been thoroughly tested?
Have trials procedures (Section 5) been updated?
9.0 Capability Plots

Are the correct capability plots onboard?
Are there verifying footprints onboard?
EQUIPMENT SUB-SYSTEM 1 DP CONTROL

Test No 1 DP Control System – DP Operator Stations
Method:
• Set up as per trials machinery configuration stated in Section 2.7
• EG on standby autostart
Test the following and observe effects:

1. Fail UPS supply to DP workstation OS 01 when in use.
2. Fail UPS supply to DP workstation OS 02 when in use.
3. Check all pages on screens.
4. Alter range and speed settings.
5. Operate lamp test function.
6. Print test page.
7. Perform normal transfer of control between Workstations OS01, OS02.
Results expected:
1. Alarm, DP control station 2 ready for operation, DPO to take command.
2. Alarm, DP control station 1 ready for operation, DPO to take command.
3. Normal operation.
Results:
Comments:
Witnessed by: Date:


Test No 2 DP Control System – DP Controllers DPC
Method:
1. Simulate power failure to power input 1. Observe and restore.

2. Simulate power failure to power input 2. Observe and restore.
Results expected:
1. Alarm. No effect on DP system.
2. Alarm. No effect on DP system.
Results:
Comments
Witnessed by: Date:


Test No 3 DP Control System – DP Joystick
Method:
• Set up as per trials machinery configuration stated in Section 2.7 except that vessel has to
be on manual instead of full DP
For each operator station, test the following and observe effects:
1. Move the vessel by means of DP joystick, using sway, surge and yaw functions in turn.
Test manual and auto-heading control.
2. Change heading using joystick.
Results Expected:
1. Vessel should move as commanded
Results:
Comments:
Witnessed by: Date:


Test No 4 DP Control System – DP Function Tests
Method:
In DP, test the following and observe effects:

1. Test present and marked position functions.
2. During present to marked operation, stop and select hold position.
3. Test gain setting functions.
4. Test incremental movements
5. Demonstrate the available DP modes: Auto position and C-Joy.
6. Reduce Heading and position target to 1º and 1m and initiate an alarm
Results Expected:
1. Normal operation expected.
2. Vessel should move to newly required set point.
4. North and South, East and West increments possible
6. Alarm sounds
Results:
Comments:
Witnessed by: Date:


Test No 5 DP Control System – Maneuvering Changeovers
Method:
Test the following and observe effects:

1. In command at fwd bridge location (CJOY, C-Joy Operator Terminal)
2. Take command at aft bridge location.
3. Take command on each DP workstation.
4. Check system “take” and “give” functions
5. Deselect DP and return to manual at fwd bridge.
6. Test controls of stations not in command to check they are disabled.
Results Expected:
1. Command at fwd Bridge.
2. Command taken at aft bridge.
3. Command taken on each DP workstation
4. Command transfers to station on a double button push
5. Returns to manual at fwd bridge.
6. No effect, commands remain with online station.
Results:
Comments:
Witnessed by: Date:


Test No 6 DP Control System – Independent Joystick
Method:
Carry out the following and observe effects:

1. Take controls at cJoy. Test controls for manoeuvring on auto heading, make heading
change of 10º to port followed by starboard and give thrust forward, aft, portside and
starboard side.
2. Fail one DGPS and repeat step 1.
3. Connect cJoy terminal to the junction boxes at fwd, port, and stbd of wheelhouse and test
the controls.
Results Expected:
1. Vessel manoeuvres on cJoy.
2. Vessel manoeuvres on cJoy.
3. Vessel manoeuvres on cJoy at each junction box.
Results:
Comments:
Witnessed by: Date:


Test No 7 DP Control System – DGPS
Method:
Test the following for DGPS1 and DGPS2, observe effects:

1. Fail each correction signal one at a time (Spotbeam, Inmarsat, IALA), restore.
2. Fail power supply to DGPS, restore.
3. Compare DGPS medians and repeatability of the page.
4. Move vessel in 20m box pattern with only DGPS 1 selected. Repeat for DGPS2.
5. Alter ships heading by 30° to port and stbd. Repeat for DGPS2.
Results Expected:
1. No immediate effect, as additional correction signals available, but eventual loss if no diff.
available.
2. DGPS Telegram time out failure alarm on DP
3. Normal operation
4. Vessel returns to same Northings and Eastings
5. Vessel moves according to the change in heading.
Results:
Comments:
Witnessed by: Date:


Test No 8 DP Control System – HiPAP
Method:

1. Check ‘mobile’ and ‘fixed’ modes.
2. Fail Gyro signal.
3. Fail MRU signal.
4. Fail DGPS signal.
5. Fail Transceiver unit power supply
6. Fail 440V power supply to local hoist control unit.
Results Expected:
1. Functions are normal.
2. Alarm on DP. Shift in position of transponder. DP system rejects transponder. Vessel
continues to operate on other reference systems.
3. Alarm on DP. Shift in position of transponder. DP system rejects transponder. Vessel
continues to operate on other reference systems.
4. Should not affect DP as DGPS is only for calibration of HiPAP. On HiPAP monitor, can be
observed that DGPS signal is loss.
5. Alarm on DP. DP system rejects HiPAP as a reference system. Vessel continues to
operate on other reference systems.
6. No effect. HiPAP still operational as a reference system in DP system.
Results:
Comments:
Witnessed by: Date:


Test No 9 DP Control System – Fanbeam
Method:

1. Verify correct function by locking onto fixed reflector station.
2. Check distances against other reference.
3. Move vessel in 10m box pattern with heading changes
4. Fail power supplies.
5. Rotate vessel through 360 degrees, identify blind spots.
6. Sail away to determine position drop out range
Results Expected:
1. Normal operations.
2. Normal operations.
3. Vessel moves and maintains position within 3m overshoot and heading within 2 deg.
4. Alarm, Fanbeam, rejected by DP.
5. Record blind spots
6. Record Drop out range
Results:
Comments:
Witnessed by: Date:


Test No 10 DP Control System – UPS
Method:
For each UPS units,

1. Fail supply to UPS, observe effect.
2. Fail each output one at a time.
Results Expected:
1. Alarm, UPS continues to supply power with its battery for at least 30 minutes.
2. As follows:
UPS1
Loss of KPOS-OS-1, Alarm printer, Power supply to DPC-A, DGPS 1, HiPAP APC, HiPAP
transceiver, Wind sensor 1, Gyro 1 and 3.
UPS2
Loss of KPOS-OS-2, Power supply to DPC-B, DGPS 2, Fanbeam PSU and monitor, Gyro
2, Wind sensor 2 and 3.
Results:
Comments:
Witnessed by: Date:

EQUIPMENT SUB-SYSTEM 2 PROPULSION

Test No 11 Port CPP – Signal failures
Method:
1. Fail the pitch command signal from DP to Local control panel.

2. Fail the pitch feedback signal from Local control panel to DP.
3. Fail thruster ready signal from Local control panel to DP.
4. Fail the pitch command signal from Local control panel to thruster.
5. Fail the pitch feedback signal from thruster to Local control panel.
Results Expected:
1. Alarm, pitch freeze at last position. CPP rejected by DP.
2. Alarm, no pitch indication but CPP continues to operate.
3. Alarm, CPP rejected by DP.
Results:
Comments:
Witnessed by: Date:


Test No 12 Stbd CPP – Signal failures
Method:

Results Expected:
3. Alarm, CPP rejected by DP.
Results:
Comments:
Witnessed by: Date:


Test No 13 Port Rudder – Signal failures
Method:
1. Fail the command signal from DP to Local control panel.

2. Fail the feedback signal from Local control panel to DP.
3. Fail rudder ready signal from Local control panel to DP.
4. Fail the command signal from Local control panel to rudder.
5. Fail the feedback signal from rudder to Local control panel.
Results Expected:
1. Alarm, rudder rejected by DP.
Results:
Comments:
Witnessed by: Date:


Test No 14 Stbd Rudder – Signal failures
Method:
1. Fail the command signal from DP to Local control panel.

2. Fail the feedback signal from Local control panel to DP.
3. Fail rudder ready signal from Local control panel to DP.
4. Fail the command signal from Local control panel to rudder.
5. Fail the feedback signal from rudder to Local control panel.
Results Expected:
Results:
Comments:
Witnessed by: Date:


Test No 15 Bow Thruster 1 – Signal failures
Method:

Results Expected:
1. Alarm, pitch goes to zero. Thruster rejected by DP.
2. Alarm, no pitch indication but thruster continues to operate.
3. Alarm, thruster rejected by DP.
Results:
Comments:
Witnessed by: Date:


Test No 16 Bow Thruster 2 – Signal failures
Method:

Results Expected:
Results:
Comments:
Witnessed by: Date:


Test No 17 Stern Thruster 1 – Signal failures
Method:

Results Expected:
Results:
Comments:
Witnessed by: Date:


Test No 18 Stern Thruster 2 – Signal failures
Method:

Results Expected:
Results:
Comments:
Witnessed by: Date:

EQUIPMENT SUB-SYSTEM 3 ELECTRICAL

Test No 19 Simulate SG1 Failure on 440V Main Switchboard Bus Bar A
Method:
• EG on manual
•
1. Simulate failure on SG1 by stopping Main Engines 1&2. Observe results, restore SG1 and
restart affected thrusters, followed by reselecting thrusters into DP System.
Results Expected:
1. Loss of Port CPP
Loss of 440V MSB Bus Bar A:
Bow Thruster 1 (BT1), Stern Thruster 1 (ST1)
Loss of 440V Aux. SB Bus Bar C:
Port CPP HPP pump Port CPP HPP stby pump
ME stby LTFW cooling pump 1 ME stby LTFW cooling pump 2
ME stby HTFW cooling pump 1 ME stby HTFW cooling pump 2
Steering gear HPP 1 Steering gear HPP 3
Starting air compressor 1 Shaft equip FW cooling pump 1
Shaft equip FW cooling pump 2 ME SW cooling pump 1
ME stby SW cooling pump 1 BT SW cooling pump
BT FW cooling pump 1 ST FW cooling pump 1
ECR packaged aircon ME rm supply fan 2
440V PDB1 – Oil pumps
Loss of 220V MSB Bus Bar E:
DB1 – UPS 2
Vessel maintains position.

Results:
Comments:
Witnessed by: Date:


Test No 20 Simulate SG2 Failure on 440V Main Switchboard Bus Bar B
Method:
• EG on manual
•
1. Simulate failure on SG2 by stopping Main Engines 3&4. Observe results, restore SG2 and
restart affected thrusters, followed by reselecting thrusters into DP System.
Results Expected:
1. Loss of Stbd CPP
Loss of 440V MSB Bus Bar B:
Bow Thruster 2 (BT2), Stern Thruster 2 (ST2)
Observe vessel’s performance during worst case failure.
Results:
Comments:
Witnessed by: Date:


Test No 21 Simulate S/C on 440V Aux. Switchboard Bus Bar C
Method:
• EG on manual
•
1. Disconnect 440V Aux. Bus Bar C from 440V MSB Bus Bar A. Observe results, reconnect
power supply from MSB and restore any consumers that need to be manually restarted.
Results Expected:
1. Loss of 440V Aux. SB Bus Bar C:
Port CPP HPP pump Port CPP HPP stby pump
Steering gear HPP 1 Steering gear HPP 3
Starting air compressor 1 Shaft equip FW cooling pump 1
Shaft equip FW cooling pump 2 ME SW cooling pump 1
ME stby SW cooling pump 1 BT SW cooling pump
BT FW cooling pump 1 ST FW cooling pump 1
ECR packaged aircon ME rm supply fan 2 (Port)
Loss of 220V MSB Bus Bar E:
DB1 – UPS 2

Results:
Comments:
Witnessed by: Date:


Test No 22 Simulate S/C on 440V Aux. Switchboard Bus Bar D
Method:
• EG on manual
•
1. Stop DG2 using emergency stop or low LO pressure trip, etc. Observe results, restart
DG2 and restore any consumers that need to be manually restarted.
Results Expected:
1. Loss of 440V Aux. SB Bus Bar D:
Stbd CPP HPP pump Stbd CPP HPP stby pump
Shaft equip FW cooling pump 3 Shaft equip FW cooling pump 4
ME SW cooling pump 2 ME stby SW cooling pump 2
BT FW cooling pump 2 ST SW cooling pump
ST FW cooling pump 2 BT/ST stby SW cooling pump
Steering gear & ST rm supply fan ME rm supply fan 2 (Stbd)
Loss of 220V MSB Bus Bar F
Loss of 440V ESB:
Starting air compressor 2 ME rm supply fan 1 (Port)
Steering gear HPP 2 ME rm supply fan 1 (Stbd)
HiPAP hoist control unit Steering gear HPP 4
Loss of 220V ESB:
EDB1 – UPS 1, BC1, BC2, BC3, BC4
EDB2 – cJoy

Results:
Comments:
Witnessed by: Date:


Test No 23 Simulate Failure on 440V Emergency Switchboard
Method:
• EG on manual
•
1. Disconnect 440V ESB from 440V Aux. Bus Bar D. Observe results, reconnect and restore
any consumers that need to be manually restarted.
2. Repeat with EG set to standby autostart.
Results Expected:
1. Loss of 440V ESB:
Starting air compressor 2 ME rm supply fan 1 (Port)
Steering gear HPP 2 ME rm supply fan 1 (Stbd)
HiPAP hoist control unit Steering gear HPP 4
Loss of 220V ESB:
EDB1 – UPS 1, BC1, BC2, BC3, BC4
EDB2 – cJoy
2. Observe for blackout recovery by PMS with autostart of EG to take over supply of 440V
ESB.
Results:
Comments:
Witnessed by: Date:

EQUIPMENT SUB-SYSTEM 4 AUXILIARY SUPPORT SYSTEMS

Test No 24 Emergency Stop System
Method:
1. Test emergency stops for all Main Engines.

2. Test emergency stops for all Thrusters.
Results Expected:
1. Emergency stops operate as expected. Alarms.
2. Emergency stops operate as expected. Alarms.
Results:
Comments:
Witnessed by: Date:

EQUIPMENT SUB-SYSTEM 4 AUXILIARY SUPPORT SYSTEMS

Test No 25 Communication system & Ergonomics
Method:
Carry out the following and observe effects:

1. Test communication equipment between bridge and workstations.
2. Check ergonomics of DP workstations (blindspots, vision, EM-stop positions etc.).
Results Expected:
1. Clear communications.
2. Good ergonomics on DP workstations.
Results:
Comments:
Witnessed by: Date:

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DOCUMENT CONTROL SHEET

DAMEN SCHELDE NAVAL SHIPBUILDING

Fishery Research Vessel for Angola

DYNAMIC POSITIONING OPERATIONS MANUAL

2 18 Dec 2017 Updated with latest FMEA ANH

1 18 July 2017 Issue to client ANH

0 14 June 2017 Issued for review ANH BOB

Rev. Date Reason for Issue Author Check Client

Fishery Research Vessel for Angola DP

LOC Ref No. 008711/R02/ANH/LOCNED

LOC (Netherlands) B.V.

LOC (Netherlands) B.V.

5 DP CAPABILITY AND DP FOOTPRINT PLOTS .........................................................................................20

12.11 SEPARATION DISTANCE .....................................................................................................................43

1.2 Master’s Responsibility and Authority

1.3 Reference Guidelines

MTS - DP Operations Guidance DP_TECH_COMM_DP GUIDANCE_PART_1_Ver2

DNV GL Part 6 Chapter 7 of DNV GL Rules for Classing Ships in

1.4 DP Operational Philosophy - DP Class 2 Standard – DPS - 2

1.4.1 DP equipment class 2 dictate that:

LOC (Netherlands) B.V.

1.5 Identified Worst Case Failure in DP Class 2

1.6 Critical Activity Mode (CAM)

1.7 Task Appropriate Mode (TAM)

1.8 Maintaining Operational Integrity whilst in DP Mode

LOC (Netherlands) B.V.

1.9 The Vessel – Brief Description

1.9.2 The vessel is constructed to conform to the following Class notation:

1.9.3 Vessel Layout

Figure 1.9.3. Vessel layout

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1.9.4 Vessel Particulars

No. Supplier Model Power kW Comments

M1 Indar ACP-710-X/8, FP variable speed 1,650 kW Main propulsion motor

M2 Indar ACP-710-X/8, FP variable speed 1,650 kW Main propulsion motor

1.9.6 Power Generation

G1 Wartsila 9L20 1,710 kW Uljanik TESU 2,137 kVA Active redundancy

1.9.7 DP Control System

1.10 Knowledge of the DP System and DP Operations

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1.11 Document Control Information

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2 ORGANISATION, RESPONSIBILITY AND TRAINING

2.1 Specific Requirements

2.2 Nautical Institute DPO Training Scheme

2.3 Key DP Personnel

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2.4.1 The DP organisation is as given below:

DPO Chief Eng.

Figure 2.4.1. DP Organisation

2.5 Senior DPO

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• Principles and planning of DP operations in depth.

2.6.2 Competency standards for a DPO are as follows:

2.7 Trainee DPO

2.7.2 Competency standards for a Trainee DPO are as follows:

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2.8 DPO Log Books