OFFICER TRAINIG CENTRE

of
Gdynia Maritime University

DP OPERATOR BASIC COURSE

MODULE 6:
DP Operations,
DP Watchkeeping Procedures

Copyright © 2008 by Jaroslaw Cydejko

 DP Vessels Operations
• Diving and underwater support vessels
• Drillships
• Cable lay and repair vessels
• Pipelay vessels
• Rockdumping and dredging vessels
• Shuttle tanker and FPSO operations
• Accommodation and flotel units
• Crane barges and construction vessels
• Supply and standby vessels
• Cruise and passenger vessels
• Other vessel types: well stimulation, oceanographical research ,
rocket launch pad and support vessel
 Diving and Underwater Support Vessels
ROV support vessels

Remote Operated Vehicles

(ROV) Classes, Types:
• Pure observational vehicles,
(underwater cameras) RCV
• Observational with
a payload option
• Workclass.
At least one manipulator
function.
• Towed or bottom-crawling
vehicles (plough, trencher)
• Other vehicles (prototype, etc)

ROV is controlled and operated through an umbilical or tether (aprox 100m long).
ROV may be operated direct from the deck, or through a cage, garage with TMS.
Diving and Underwater Support Vessels
ROV support vessels

RCV (Remote Control Vehicle) Working ROV

„floating camera”

TRENCHER (self-propelled)
PLOUGH
 Diving and Underwater Support Vessels
ROV support vessels

The DP vessel heading may also need to be chosen to give the ROV a lee for launch and
recovery.
While working along pipeline, cable the DP Follow Target Mode is commonly used.

ROV vessels are usually work in Class I regime unless close to obstruction or installation or
at very deep water.
 Diving and Underwater Support Vessels
VESSEL MAINTAINING
STATION ON TRECHNER
USING EITHER HPR OR
TRIMCUBE REFERENCE

TRIMCUBE

TRENCHER SUPPORT VESSEL

TRANSDUCER

TRECHNER RESPONDER
MOVEMENT
PIPELINE TO BE
TRENCHED

PIPELINE TRENCHED
SURVEY VESSEL

HPR UMBICAL
TRANSDUCER

FOLLOW SUB OPERATIONS

VESSEL ON AUTO-DP USING DIFFERENT MODES
HPR WITH THE ROV-
MOUNTED RESPONDER AS RESPONDER
ITS ONLY POSITION
REFERENCE ROV
ROV
MOVEMENT
DP Operator Basic Course
 Dive Support Vessels (DSV)
Types of Diving Operations

DEEP OCEAN
WORK
ROV or
ATMOSPHERIC
DIVING SUIT

UP TO 50 METERS
AIR DIVING FROM BASKET
WET BELL OR MINI BELL 20 TO 450 METERS
MIXED-GAS DIVING FROM
DIVING BELL SATURATION
DIVING
Dive Support Vessels (DSV)
Diving operations entail a considerable
amound of hazard even in good condition.
Conducting them from DP vessel requires the
high awareness of all personnel involved.
Full redundancy of DP equipment is required
(preferbly Class 3) as the human life is exposed
to danger.
Diving Support Vessels
Comunication and Cooperation
A vital factors of any
successful and safe DP
diving operation are:
• good communication,
• competency
• situation awareness
of all personnel involved.
Information exchange
between all parties about
any conducted operations
sholud be performed.
Minimum 3 independent
means of comms have to
be available.
 Diving Support Vessels
DP STATUS ALARMS

GREEN LIGHT – Normal Operational Status:

Steady green light to indicate vessel under automatic DP control

• Vessel under DP control and DP system operating normally with appropriate

backup systems available;

• Thruster power and total power consumption is equal to or less than the
maximum thrust and power that would be available after the worst single failure;

• Vessel’s indicated position and heading are within predetermined limits and the
worst single failure would not result in safe working limits being exceeded;

• Negligible risk of collision exists from other vessels.

 Diving Support Vessels
DP STATUS ALARMS
YELLOW LIGHT – Degraded Status (Yellow/Amber Alert):
Flashing yellow/amber light
• A failure in a sub-system has occurred leaving the DP system in an operational state
(possibly after reconfiguration) but with no suitable backup available, such that an additional
fault would cause a loss of position;
• Vessel’s position keeping performance is deteriorating and/or unstable;
• Vessel’s indicated position deviates beyond limits determined by risk analysis or HAZOP
without simple explanation;
• Risk of collision exists from another vessel;
• Weather conditions are judged to be becoming unsuitable for DP diving;
• Any other condition or circumstance affecting the operation of the vessel which
could reduce the status from normal.

ACTION: The diving supervisor should instruct the divers to suspend operations and move to a safe
location. The DPO, after consultation with the diving supervisor, should decide if any further action is
necessary. If the diving supervisor is unable to get clear advice from the DPO he will instruct divers to
return to the bell and obtain a seal or to return to the surface as appropriate.
 Diving Support Vessels
DP STATUS ALARMS

RED LIGHT – DP EMERGENCY STATUS

Flashing red light - „Abandon Dive”

• System failure results in an inability to maintain position or heading control;

• Any external condition exists, including imminent collision, preventing the

vessel maintaining position.

ACTION: The diving supervisor should instruct the divers to return immediately to the
bell (or deployment device as appropriate) and obtain a seal. The bell should be recovered
as soon as possible after due consideration of hazards involved in the recovery (for
example fouling of mooring lines or jacket members).

Above 3-level status are common practice for most of DP operations.

On some vessels (e.g Drillships) the „Advisory” status is defined
between Green and Yellow.
 Diving Support Vessels
Hazards and Precautions
• Divers are at particular risk from the dangers of having their umbilical tethers coming into
contact with thrusters, propellers, sea water intakes or any other underwater hardware.
• Above includes position reference elements or downlines, mooring or anchor lines,
and tethers for other deployed equipment, e.g. ROV's.
• Additional hazard are present when diving in shallow water: hazard to diver due to
proximity of thruster, strong tides, hazards from noise, turbulence and reduction in visibility,
subsurface reference system may have reduced performance;
• In many tidal locations the diving operations are quite limited due to strong tidal streams,
the exact tide prediction has to be performed to let divers be on surface on time and to prepare
DP system to face quick tide changes;
• Vessels in vicinity. When diving operations are being conducted the bridge team must be
fully aware of any other vessels working locally; any other vessel should not work in a
„drift on” location while divers in water;
• Diving in the vicinity of anchored vessels, rigs or barges. In these cases the mooring lines
the locations of the mooring lines, anchors and touchdown points must be known
together with current tensions. Minimum 50 m horizontal separation between bell and
underwater lines.
• Deployed reference systems sholud be kept well clear from worksite and other obstructions;
 DP Drilling Operations

Winterized DRILL RIG

(fully enclosed drill floors, mud facilities,
BOP control rooms and derrick )

DRILLSHIP
(derrick, drill floor, riser storage,
casing storage, brideg forward
Engine room aft )
Designed for deep water drilling
(up to 3000 m water depth)
 DP Drilling Operations

DRILLSHIP „Deepwater Navigator”

DP Drilling Operations
Riser Arrangements for Drilling
 DP Drilling Operations
Ball Joint Angle Measurement
Two types of sensor
DP RIG
are in use:

ERA
Electronic Riser Angle
ARA
RISER AND DRILLSTRING Acoustic Riser Angle
DIFFERENTIAL
INCLINOMETER
TRANSPONDER (UPPER
DP SYSTEM MANOEUVERS AND LOWER UNITS)
RIG TO MAINTAIN RISER /
STACK ANGLE AT ZERO

LMRP (LOWER MARINE RISER PACKAGE) OR STACK. TRANSPONDER ASSEMBLY

INDICATING VESSEL POSITION AND STACK / RISER ANGULAR OFFSET
 DP Drilling Operations
DP Goal and Limitations during drilling ops
• minimal Balljoit Angle to
be maintained;
• yellow and red watch circles
refer to predicted Ball Joint
angles (yellow 3deg; red 7 deg);
• above 7 deg BJ angle the
emergancy disconnection can be
impossible;
• sometimes BJ Watch circles are
difined by % of water depth;
• note that the BJ Angle limits
are only one of factors for DP
alert, other factors apply
similary as for diving;
• due to high hazard of explosion,
fire in most cases Class 3
regime is required on DP
drillships
 Pipelaying and Cablelaying Operations
S-lay of rigid pipe
• pipe deployed to seabed via stringer;
• pipeline joints (24m long) are welded on
deck;
• DP Auto Track „Stop and Go” mode can
be used;
• constant tension on pipelane to be
Reel Lay of the flex pipe maintained;
• pipe deployed from carousel reel
through lay ramp,
• pipe constructed at shore facility
• vessel on constant move while
pipe laying (no stopping for welding)
• DP Auto Track „low speed” can be
used;
• constant tension on pipelane to be
maintained;
Pipelaying and Cablelaying Operations
 Pipelaying and Cablelaying Operations
PLOUGH CABLE LAY VESSEL • cable is more flexible than pipe so can be
laid via overboard chute;
• in some cases the cable lay is performed
HAWSER together with cable tranching and buring;
CABLE
PLOUGH
• constant cable tension and constant vessel
CABLE LAID AND BURIED speed sholud be maintained;
REEL-
REEL-LAY
• DP Auto Track „low or high speed” mode
CABLE
REEL
can be used.
CABLE JOINING OPERTAION
N
TENSIO
CABLE ME N T OVERBOARDING
R E
MEASU CHUTE
&
N
NSATIO
COMPE

REEL – LAY
MOV ION OF
T
MEN
CT
DIRE

SHORE END CONNECTION J-TUBE CABLE PULL-IN

PULL-IN
OVERBOARDING
CHUTE WINCH J-TUBE

pull in operation can be PULL-IN

CABLE
MESSENGER
performed by vessels
winch as well
LAY
CORR
ID OR
 Pipelaying and Cablelaying Operations

• cable laying operations can be performed

from specialized cablelayer or general
purpose support vessels adopted for the
particular job;

Mobilization of multipurpose
support vessel with diving
support capability for cable
laying operation.
 Pipelaying and Cablelaying Operations
Operational Considerations

• for pipelaying and cablelaying operations the common challange is to perform

DP operations with presence of fixed external force with has to be maintained
on the constant level (usually cablelaying is less demanding and it is possible to
do free-tension lay)
• keeping line on tension create danger for working personnel and has to be
considered by DP control system to make positioning effective;
• the presence of external forces has to be take into account during pull in
operation as well;
• DP pipelay vessels are expected to be at least DP equipment class 2 if they are
expected to work close to offshore installations otherwise class 1 is satisfactory;
• in case of emergency, failure or bad weather the pipeline is deployed with
temporary lay down head connected by wire to Abandon&Recovery Winch
(A&R Winch);
• green/yellow/red alert DP status similar to DSV vessels should be implemented to
cooperate various parties activities durin emergancy.
Offshore Loading Operations
Single anchor loading (SAL)

The vessel is linked to the buoy/anchor

by a single mooring hawser.
There is always tension in the mooring
system.
One or more absolute position-reference
systems are needed.

Single point mooring (SPM)

The station-keeping may be performed with
or without tension in the mooring hawser. If
the vessel has sufficient thruster capacity, it is
generally advisable to have zero tension in the
mooring hawser.
One or more buoy-relative position-reference
systems are needed.
Offshore Loading Operations
Floating loading platform-FLP
The station-keeping may be performed with or
without tension in the mooring hawser.It is
generally advisable to have zero tension in the
mooring hawser.
The best performance is obtained if both the vessel’s position relative to
the FLT/FLP boom-tip and the vessel’s geographic position are
measured. The actual platform position of the FLT/FLP will then be
monitored against the nominal platform position.

Submerged turret loading (STL)

One or more absolute position-reference systems
are needed. An HPR system may be used to
provide the position of the vessel relative to the
base position. The additional HPR transponder
located on the turret (STL buoy) allows the
system to monitor the position and depth of the
turret while it is not connected.
 Offshore Loading Operations
• during DP offshore loading
the DP Weather Vane Mode is
commonly used, The vessel is
allowed to rotate with the
wind and waves around the
offshore loading buoy;
• DP Class 2 regime is required
for tandem bow loading
operations.
Tandem loading (FSU/FPSO)
This type of weather vaning is made around the stern of a Floating Storage Unit (FSU) or a Floating
Production, Storage and Offloading (FPSO) vessel. The stern of the FSU acts as the terminal point
and the position of the terminal point will therefore vary. The station-keeping may be performed
with or without tension in the mooring hawser. If the vessel has sufficient thruster capacity, it is
generally advisable to have zero tension in the mooring hawser.
The best performance is obtained if both the vessel’s position relative to the FSU and its geographic
position are measured and communicated to the DP system. Alternatively only relative position-
reference systems may be used.
Accomodation Vessels

• telescopic gangway creates connection

between flotel and permanent instalation;
• in case of emergency auto lift of gangway is
performed;
• gangway movements are monitored on bridge
and can be used as reference for DP;
• traffic light are implemented to give warnings
to personnel on the gangway;
• Class 3 regime required when gangway
connected.
 Crane Vessels

Derrick and crane barges

are the biggest DP Veseels of the
world. Huge displacement and hourse
power are required to conduct this type
of operations This category of DP
vessels have been developed to
provide lift mediums for the heaviest
integrated platform topsides.

This method of construction allows all topside modules to be assembled on the deck support
frame and hooked-up onshore before being skidded on to a barge for transportation to site.
Once on location derrick barges, can lift using both main cranes loads of up to 14,000t on to the
pre-set platform jacket.
 Other Types of DP Operations
• Well Intervention Vesssels
that type of operation require vessel to by connected to wellhead by set of
guidewires, which are used to launch well intervention equipment; operational
requirements and procedures are similar to drillships;
• Supply Vessels
Lately the usage of DP became common practice on offshore supply vessel (at
some regions compulsory). Unlike most other DP vessel operations, supply
vessels can, under normal operating circumstances terminate supply
operations and move away from the offshore installation at a moment’s
notice and/or can be safely manoeuvred in joystick/manual control while
supply operations are being carried out.
Usually Class 1 DP equipment is good enough to support this type of operations.
• Passenger and Cargo Vessels
Cruise liners can use DP to enhance their manoeuvrability in tight berthing
locations or remote locations. For any cargo vessels DP improves safety of
berthing operations and speed up ships handling when time schedule is key factor.
 DP Operations Planning
Operation planning should consider the following :

• Proximity of subsea, surface and overhead hazards during approach and

positioning;

• Degree to which manoeuvrability or escape routes are impeded by fixed

structure location, or by any aspect of the operation.

• Any operation-related external forces which will reduce the position-keeping

capability of the vessel (e.g. pipe tension).

• Expected weather conditions on the worksite including predicted tidal rates

and directions, and the reliability of these predictions.

• Power of the vessel and her thruster configuration.

 DP Operations Planning (2)
Operation planning should consider the following (2) :

• Water depth on and around the worksite.

• Required equipment Class for the operation.

• Availability of position references, backup systems, and any factors which

might cause position reference to become unavailable.

• Any restrictions upon manoeuvering, or placing underwater hardware, that

might be enforced by the field operator.

• Proximity of other vessels at any stage of the operation, and the effects on the
manoeuvrability of own vessel or position references availability.

• Ability of own vessel to react to changes in weather or power status.

 DP Operations
Procedures and Documentation
Every DP vessel should have an operations manual that is particular to:
• DP system installed onboard;
• the operating practice of the owners or operators of the vessel;
• Client, contract requirements;
• geografical area of operation;

Operation manual should cover all the work for which the vessel is designed or likely to be
used. It should include but not be limited to the following:
• Capability plots; • Approach, setting up, checking and
• Trials data; testing of the DP system;
• Working profiles and capabilities • Reporting and recording;
of equipment; • DP footprints;
• DP status, alerts, emergency • Manning requirements and procedures
responses and procedures;
• Responsibilities and All documents should be controlled and updated
communications; in accordance with the vessel’s QA (ISM code)
procedure.
 DP Capability Plots
ALL THRUSTER 100%
DP Capability Plots calculating the
example maximum continuous operational
station keeping capability
It is calculated for the following
cases:
CURENT 0.0 kts
• all thrusters operational with
maximum effective thrust;
(no failure)
• all thrusters, except the most
effective thruster, operational
with maximum effective
thrust; (min. single failure)
• the maximum number of
CURENT 1.0 kts
thrusters and/or power units
that could be operational
CURENT 2.0 kts after the worst single failure;
(max. single failure)
The equivalent loading on all
CURENT AND WIND
Sometimes 80% thrust SAME DIRECTION thrusters in the failed mode should
is considred not exceed the available power.
 Escape Routes
VESSEL SET UP ON DP IN LOCATION SHOWN.
PARTIAL BLACKOUT DROPS OUT THREE
THRUSTERS (OF SIX) AND TWO
ALTERNATORS

WIND Contingency
Planning

PLATFORM The escape route should

TIDE
ESCAPE provide a clear path for the vessel
ROUTE 1 to follow when making a routine or
emergency departure from the
installation.
ESCAPE ROUTE 1
-HIGH POWER REQUREMENTS Other vessels should stay clear of
-LOW VELOCITY AND ACCELERATION
-VESSEL STILL IN BLOW-ON LOCATION
the escape route. The escape route
ESCAPE
ROUTE 2
should, if possible, extend 500
ESCAPE ROUTE 2
- LOW POWER REQUREMENTS
metres from the installation.
- BETTER ACCELERATION AND SPEED
-VESSEL WILL CARRY WAY IF FULL BLACKOUT
-VESSEL IS QUICKLY INTO DRIFT-CLEAR LOCATION

In case of subsea operations the escape routes should take into

consideretion the underwater obstructions as well. (anchor cables, risers etc.)
DP Operational Status
DP Alert Level
Responses:

• Green Normal. No action.

Operations progress.

• Yellow Degraded
Carry out degraded
condition risk assessment

• Red Emergency
Take whatever action
necessary to prevent
human injury, avoid
collision, make the vessel
safe, avoid environmental
pollution and structural
damage.

Information about status

change should be passed to
all parties involved
 DP Operational Procedures
Trials, Tests, Checklists,

DP Vessel Checks and Trials include the following procedures:

• Vessel acceptance trials results (new or converted vessels);
• Annual trials for quality assurance of the DP system;
• Mobilisation checks for new charter, as required by charter party;
• DP bridge checklist for new location;
• ECR checklist for new location;
• Watch status checklists.

Additional checks are usually required by onboard „Permit to Work” system before start of
any vital operation (e.g. DP Permit-to-dive checklist).
In many cases the adequate „Permit to Work” has to be obtained from installation resposible
for the area of operation.
 DP Operational Requirements
IMO MSC/Circ. 645 „Guidelines for Vessels with DP Systems”

„ 4.1 Before every DP-operation, the DP-system should be checked according to

a vessel specific “location” check list to make sure that the DP-system is functioning
correctly and that the system has been set up for the appropriate equipment
class.

4.2 During DP-operations, the system should be checked at regular intervals

according to a vessel specific watchkeeping checklist.”
Reffering to above two checklists are identified:
• Location checklist;
• Watchkeeping checklist;
In practice starting DP operations requires two procedures:
- Pre-DP checks - DP-Set up checks.
For some operations, those checks can create the two parts of location checklist and be
performed outside 500 m zone, in other cases the location checklist contains Pre-DP checks
only and DP-Set up is performed closer to worksite location as part of pre-operational checks
(e.g. Permit-to-Dive checklist) or can be documented by watchkeeping checklist.
The information about required procedures are include in vessel’s SMS Operation
Manual or in the contract specific manuals (Field Operation Manual, Bridging
Document etc.)
 DP Operational Procedures
Arrival Location Checks, Pre-DP Checklist

Arrival Checks (Pre-DP Checks):

• Arrival checks should be carried out before the vessel comes within 500 metres of the
installation.
• The purpose of the arrival checks is to ensure satisfactory operation of the DP system and
should include full functional checks of:
- the operation of the thrusters,
- power generation,
- auto DP and joystick/manual controls.
• The checks should also ensure that the DP system is set up correctly for the appropriate DP
capability class, e.g. the bridge manning should be in accordance with DP capability class
requirements.
• These checks should be documented and kept on board the vessel and are done once for
each location/operation (appropiate checklist to be completed and stored).
• After Arrival/ Location checks vessel is suppose to operate in DP mode only (Manual
or Auto);
• Some vessels/operation may require that all approach inside 500m zone are made in Auto
DP in that case the DP-set up checklist can be done in conjunction with pre-DP checks;
• Arrival/ Location checks are to be done after every period when vessel was out of DP Mode.
 DP Operational Procedures
Approaching to Installation

Communications:
• there should be an effective means of communication between the DP and the offshore
installation.
• when arrival checks are completed sucessfully, the comms check with installation are to be
done and vessel should ask for the permission to enter 500m zone.
• in some areas the communication check and reporting has to be done to Marine Coordinator
and stand by vessel for the area (such a reporting refers to any ships movements, changing
locations, ETA etc.) – Field Bridging Manual usally defines comms procedures within
area.

Approaching the Installation

• The vessel should be manoeuvred at a safe speed when inside 500 metres of the installation.

• The vessel should not approach the installation unless authorised to do so.

• When making a final approach to the installation the vessel should not head directly
towards it..
 DP Operational Procedures
DP – Setup Checks
DP setup checks
• Should be carried out on every occasion and before the vessel moves into the final
working location.
• The principal objectives of these checks are
- to assess the vessel’s station keeping performance at the working location;
- to ensure that the position reference systems are properly set up;
• These checks should be carried out at a safe distance from the installation, in the region of
50 metres (it may differ for differnt vessels and operations) but in conditions close to those,
which will exist at work location;
• They should also be carried out, wherever possible, at a location where, in the
event of a loss of thrust, the vessel would drift clear of the installation.
• These checks should be documented and kept on board the vessel (DP-set up checklist),
• The DP-set up checklist could be a part of pre-operational checklist (e.g.DP permit- to-dive
checklist) but it should be done before move to final working location;
• During DP-setup, the all major reference systems should be aquired and checked (it is
advicable to have two PRS when within 200m and three when closer than 100m form
installation).
• At this stage of approach the ECR checklist should be completed and the appropiate
operational Class regime to be achieved.
 DP Operational Procedures
Final Setting-Up
• while locating into the final working position, it is good practice to move the
vessel in short steps, with a few minutes settle time between each move;
• the final 50 metres may be done in a series of 10m moves, with the last two or
three moves being of no more than 5m;
• the speed of the vessel must be carefully controlled at this stage (0.1 – 0.2 m/s;
max. 0.3 m/s);
• during close proximity operations one of watchkeepers or if required some
personnel on deck should visually monitor distances between vessel and possible
obstructions;
• in final location, if nessesary the finla adjustments of reqiured position reference
has to be done (TW replumb, offsets recalibration etc.) and minimum 30 minutes
DP settling period to be allowed;
• the go-ahead („green light”) to commence the operation sholud be given after
completion of pre-operation checklist and after the full confidence about DP vessel
operational cability exists;
• installation Control Room should be adviced about the „green light” status
(assuming that the appropriate PTW was received earlier, if not the „green light”
can not be given);
 DP Operational Procedures

• OBTAIN CLEARANCE TO ENTER 500M ZONE

• COMMENCE CHECKLIST
• TRANSFER CONTROL TO DP CONTROL STATION
• ACQUIRE DIFF GPS OR OTHER P.R.S.
• TRANSFER CONTROL TO MANUAL D.P.
• PROVE THRUSTERS

ARTEMIS

PLATFORM

ACQUITE
ACQUITE TAUTWIRE
ACQUIRE FINAL WORKING
AUTO „YAW”
ARTEMIS
POSITION
SET FINAL FANBEAM 5m MOVES
HEADING 30MINS SETTLING
TIME
PRE-OPERATION
MANUAL SPEED 0,1 m/s CHECKLIST
SURGE AND
SWAY MANUAL
SWAY ADJUST
10m MOVES SURGE
SPEED 0,2 m/s
ACQUITE ACQUITE
AUTO SWAY –
AUTO SURGE
FULL AUTO DP
SPEED 0,3 m/s
 Watchkeeping Procedures

• Two DPOs should be present in the DP control room whenever DP operations

are being carried out. They are responsible for
- the vessel’s marine operations;
- keeping relevant control centres informed as required.
• One watchkeeper attends to the DP functions and nothing else, and does not leave
the console.
• The other watchkeeper carries out all the other bridge watch functions, such as
handling all comms, monitoring all instrumentation other than the DP console, and
keeping a lookout.
• The period of time for which the watchkeeper continuously operates the DP
control system should be limited to avoid loss of concentration (max. 2 hours on
DP desk but more commonly 1 hour rota is performed).
• Every time when the functions changeover takes place the proper handover should
be performed;
• Any checklist should be completed by two persons: one calling and ticking off the
items, and the other doing the actual checking. During location set-up procedure it
is likely that the Master will assume charge of operations on the bridge.
 Watchkeeping Procedures (2)
• The effective, clear and complex communication with all relevant parties should
be maintained by bridge staff. Information about bridge activities and statuses
sholud be passed to ECR, Dive/ROV control, Deck, Platform etc.
(It is better to report something which could be not very important then forget
to report something)
• The appropriate DP logbook has to be used on bridge to log all information,
reports associated with conducted operations. Some of information which come to
bridge has to be passed to other parties (ECR, Platform, Deck);
• It is common practice to keep on bridge „The DP observation/failure logbook”,to
log all observed failures or unexpected DP system or PRS performance, alarms etc.
• the watchkeeping periodical checks (every 4 or 6 hours) has to be conducted and
apropriate checklists has to be filled and stored;
• proper and complex handover sholud be perform during shift changes;
It is recommended to overlap watch periods of two DPOs on bridge to enable the
continuity of DP awareness (i.e. never two DPOs handing over the watch at the
same time: SDPOs watch periods 06-18 ; DPOs – 12-24);
With above system the periodical checklist can be completed every time when new
DPO comes on bridge (06,12,18,24) and become the part of handover procedure.
 Watchkeeping Procedures (3)

WATCH HANDOVER should refer to the following items:

- Position and heading of the vessel;
- Status and recent performance of
the DP system and its peripherals;
- Details of Position Reference
Systems in use and their
performance;
- Availability of further PRS in case
of failure of existing ones;
- Level of redundancy;
- Status of the operation in hand;
- Planned changes/progress for the
coming watch;
- Details and status of any operational
elements (e.g. if the vessel is a DSV and
diving ops are underway, then the status,
position, depth of the diving bell or basket, the
number of divers in the water, their umbilical
lengths and expected return times, also detail
of their operational task);
- Weather conditions and forecasts;
- Communications, on-board and external;
- Traffic in the area;
- Any planned traffic movements that may
affect the vessel and her operation or
positioning;
- Any planned helicopter operations;
 DP Shallow Water Problems

EXCESSIVE THRUSTER NOISE STRONG TIDES CAUSING THRUSTERS TO

HPR TRANSDUCER
CAUSING INTERFFERENCE WITH WORK HARDER, GENERATING MORE
ACOUSTIC REFERENCE NOISE INTERFERENCE

TAUT
WIRE
REDUCED VERTICAL SEPARATION
STRONG TIDES AND
TRANSPONDER/TRANSDUCER
GREATER TURBULENCE
REDUCES THE WORKING RANGE OF
RESULT IN POOR ACOUSTIC
HPR SYSTEMS
CONDITIONS LIMITED HORIZONTAL RANGE
OF TAUT WIRE

THE PRESENTENCE OF STRONG TIDES WILL REDUCE

AS A RESULT OF THESE PROBLEMS THE POSITION-KEEPING
THE POSITIONING EFFICIENCY OF THE VESSEL CAPABILITY OF THE VESSEL IS OFTEN DEGRADED IN
SHALLOW WATERS
-THRUSTERS ARE WORKING HARDER WITH LESS POWER IN
RESERVE
-- THE VESSEL IS USING MORE GENERATOR POWER THUS HAS
LESS IN RESERVE
 DP Deep Water Problems
Problems in these areas relate to the difficulty in obtaining suitable reliable position
references, and in maintaining position in strong tides.

• subsea position references may be unreliable or inaccurate;

• taut wire systems are useful up to depths of 300m; at greater depths problems of
deteriorating accuracy appear;
• for HPR the specialist high-power transducers and seabed beacons has to may be used;
• low update rate (up to 10 seconds) for HPR LBL and USBL has to be considered,
Short Baseline systems have faster update rates but lower accuracies;
• many deepwater locations are far away from coastline and fixed installations on which
the reference systems can be based;
• with limited use of subsea references, additionally in deep water areas located in
equatorial regions (Brazil, Gulf of Mexico) the GPS measuremets can be affected by
ionospheric scintillation;
• deep water, remote locations are more likely affected by poor environmental
conditions.