DP Operations Manual

Client: Solstad Shipping AS Date: 16.03.
2012 Page 2 of 152

Title: Normand Oceanic DP Operations Manual Rev.: 1 Made: DLE
Global Maritime AS GM Doc. No.: GM-688-248-R001
REVISION SHEET
Rev. Reason Page(s)
/1/ First issue Whole Document
Client: Solstad Shipping AS Date: 16.03.2012 Page 3 of 152
TABLE OF CONTENTS
1 INTRODUCTION........................................................................................................ 7
1.1 Scope .............................................................................................................................. 7
1.2 Responsibilities and Ownership..................................................................................... 7
1.3 About this manual .......................................................................................................... 7
1.4 Objectives....................................................................................................................... 7
1.5 Abbreviations Used........................................................................................................ 8
2 VESSEL DESCRIPTION.......................................................................................... 10
2.1 Basic Particulars........................................................................................................... 10
3 PRINCIPLE OF DP OPERATIONS........................................................................ 12
3.1 Basic Principles ............................................................................................................ 12
3.2 Basic Forces and Motions ............................................................................................ 13
3.3 Thrusters....................................................................................................................... 14
3.4 Position Reference Systems ......................................................................................... 15
3.5 DP System Principles ................................................................................................... 16
3.6 K-POS Control System Principles ............................................................................... 17
4 DP SYSTEM DESCRIPTION................................................................................... 19
4.1 Innput for DP System Drawing:DC............................................................................. 20
4.2 Failure Mode and Effect Analysis................................................................................ 22
4.3 Engine Room................................................................................................................ 22
4.4 Power Distribution ....................................................................................................... 23
4.5 Power Management and Integrated Alarm System...................................................... 24
4.6 Main Diesel Generator Control System....................................................................... 25
4.7 Thruster & Propulsion Control System........................................................................ 25
4.8 Independent Joystick System....................................................................................... 26
4.9 Propulsion..................................................................................................................... 26
4.10 Dynamic Positioning Control System.......................................................................... 28
4.11 Vessel Sensors.............................................................................................................. 28
4.12 Position Reference Systems ......................................................................................... 30
4.13 DP Control System Power Supply ............................................................................... 36
5 RESPONSIBILITIES AND CAPABILITIES......................................................... 37
5.1 The Master.................................................................................................................... 37
5.2 Company Organisation Chart....................................................................................... 37
5.3 Standing Orders Regards to DP Operation .................................................................. 38
5.4 The Duty Officer Responsibilities................................................................................ 39
5.5 The DPO....................................................................................................................... 41
5.6 The Chief Engineer ...................................................................................................... 42
5.7 The On board Clients Representative ......................................................................... 42
5.8 Manning for Sub-Sea Operations................................................................................. 42
5.9 Manning for DP Operator Station................................................................................ 43
5.10 Recommended Watch Schedule for the DP Operator's................................................ 43
5.11 DPOs Duty Schedule.................................................................................................... 43
6 FAMILIARISATION ASSESSMENT AND TRAINING...................................... 44
6.1 Familiarisation.............................................................................................................. 44
6.2 Assessment ................................................................................................................... 44
6.3 Training........................................................................................................................ 45
6.4 Engineers and Electrician............................................................................................. 45
7 DP OPERATIONS PROCEDURES......................................................................... 46
7.1 DP Policy...................................................................................................................... 46
7.2 Purpose......................................................................................................................... 46
7.3 The work scope ............................................................................................................ 46
7.4 Definition of Safety Zones and Safe Areas.................................................................. 46
7.5 Operations within the Safety Zone............................................................................... 47
7.6 Communication............................................................................................................ 47
8 DPSOG........................................................................................................................ 48
8.1 Introduction.................................................................................................................. 48
8.2 Characteristics .............................................................................................................. 48
8.3 Normal operational status (Green) ............................................................................... 48
8.4 Advisory....................................................................................................................... 48
8.5 Degraded, Yellow Status.............................................................................................. 49
8.6 DP Emergency, Red Status .......................................................................................... 49
8.7 Alert Responses............................................................................................................ 49
9 DP EMERGENCY PROCEDURES......................................................................... 52
9.1 Introduction.................................................................................................................. 52
9.2 Corrective Actions........................................................................................................ 52
9.3 Priorities ....................................................................................................................... 55
10 DP FOOTPRINT PLOTS.......................................................................................... 56
10.1 Introduction.................................................................................................................. 56
10.2 Procedure...................................................................................................................... 57
10.3 DP Footprint Plot Worked Example 1 ......................................................................... 57
10.4 Normal Operation......................................................................................................... 59
10.5 DP Footprint Plot Worked Example 2 ......................................................................... 60
10.6 After the worst case single failure................................................................................ 61
11 DP CAPABILITY....................................................................................................... 62
11.1 Introduction.................................................................................................................. 62
11.2 Responsibilities ............................................................................................................ 62
11.3 Further Considerations ................................................................................................. 62
12 DP Trials...................................................................................................................... 63
12.1 Introduction.................................................................................................................. 63
12.2 Annual DP Trials.......................................................................................................... 63
12.3 EQUIPMENT SUB-SYSTEM 1 ELECTRICAL ........................................................ 65
12.4 EQUIPMENT SUB-SYSTEM 2 POWER GENERATION........................................ 78
12.5 EQUIPMENT SUB-SYSTEM 3 THRUSTER............................................................ 92
12.6 EQUIPMENT SUB-SYSTEM 4 DP CONTROL...................................................... 105
12.7 EQUIPMENT SUB-SYSTEM 5 SENSORS ............................................................. 121
12.8 EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM....................................... 124
12.9 EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL..................................... 134
12.10 EQUIPMENT SUB-SYSTEM 8 A/C UNITS/ VENTILATION .......................... 139
12.11 EQUIPMENT SUB-SYSTEM 9 CABLING......................................................... 140
12.12 EQUIPMENT SUB-SYSTEM 10 PIPING............................................................ 141
12.13 EQUIPMENT SUB-SYSTEM 11 BLACKOUT RECOVERY............................. 142
12.14 EQUIPMENT SUB-SYSTEM 12 COMMUNICATION...................................... 143
13 DP DOCUMENT REFERENCE LIST.................................................................. 144
13.1 Introduction................................................................................................................ 144
13.2 Manufacturers Manuals.............................................................................................. 144
13.3 Standard References................................................................................................... 146
14 DP INCIDENT REPORTING................................................................................. 147
14.1 Introduction................................................................................................................ 147
14.2 Responsibilities .......................................................................................................... 147
14.3 Definitions.................................................................................................................. 147
Appendix A
1 DP PHILOSOPHY GUIDELINES AND OPERATIONAL PROCEDURES........ 2
1.1 Introduction.................................................................................................................... 2
1.2 DP Philosophy................................................................................................................ 2
1.3 List of DP Operational Procedures................................................................................. 2
1.4 DP Setup Procedures.................................................................................................... 10
1.5 Transponder Procedures............................................................................................... 11
1.6 Procedures for Operating Close to Installations Flare ................................................. 13
1.7 Launching of ROV....................................................................................................... 16
1.8 The use of DP Follow Target Mode............................................................................. 16
1.9 Finalization of the DP operation .................................................................................. 19
Appendix B
1 PLANNED MAINTENANCE SYSTEM AND ROUTINES.................................... 2
1.1 Introduction.................................................................................................................... 2
1.2 Routines for DP Control System.................................................................................... 3
1.3 Field Arrival ................................................................................................................... 3
1.4 Example of DP Control System Routine Log ................................................................ 4
1.5 Software Management.................................................................................................... 5
Appendix C
1 DP OPERATIONS CHECKLISTS AND DOCUMENTATION............................. 2
1.1 Introduction.................................................................................................................... 2
1.2 Documentation ............................................................................................................... 2
1.3 Documentation and Records .......................................................................................... 2
2 DP CHECKLISTS........................................................................................................ 3
2.1 Introduction.................................................................................................................... 3
2.2 How to fill in DP operations Checklists......................................................................... 3
2.3 DP Checklist Examples.................................................................................................. 3
Appendix D
1 LOGS AND OPERATIONAL FILES........................................................................ 2
1.1 Introduction.................................................................................................................... 2
1.2 Guidance on how to keep a DP Log Book..................................................................... 2
1.3 Other relevant information............................................................................................. 3
1.4 Example of how to keep a DP log book......................................................................... 4
1.5 Hour Log for DP Operations.......................................................................................... 5
1.6 Example of an Hour Log for DP Operations.................................................................. 5
1.7 Operational files ............................................................................................................. 6
Appendix E
1 CREW SIGNATURE SHEET..................................................................................... 2
1.1 Instructions for the Crew Signature Sheet...................................................................... 2
1 INTRODUCTION
1.1 Scope
1.1.1 This DP Operations Manual provides guidance on the DP control system, DP
system, DP operations and DP procedures and is designed to assist in the safe
planning, preparation and performance of DP operations carried out on board
the Normand Oceanic.
1.2 Responsibilities and Ownership
1.2.1 Global Maritime AS has provided the DP Operation Manual on behalf of the
owner. The owner is responsible of the content and the operation of the vessel.
1.2.2 All efforts have been made to ensure the accuracy of the contents of this DP
Operation Manual. However, should any errors be detected, Global Maritime
AS would greatly appreciate being informed of them.
1.3 About this manual
1.3.1 The DP Operation Manual and its checklists is meant to improve the vessels
safety during DP operations and to help the vessels crew and their owner's to
establish good DP operation procedures and practice on board.
1.3.2 The vessels Master can if he finds it necessary for the DP operation over rule
the procedures, DP checklists and the text with in this DP Operations Manual.
1.3.3 The DP Operations Manual shall be treated as a guide for best practice of DP
operations if not other is specified by the ship owner. The DP operation manual
is in accordance to the IMCA document 109 Rev.1. A Guide to DP-Related
Documentation for DP Vessels
1.3.4 Any illustration or figure included in this manual and its appendices are for
illustration purposes only. For further systems study, please refer to the
vessels approved drawings and manuals.
1.4 Objectives
1.4.1 The objectives of the DP Operations Manual are as follows;
To describe the vessels DP operations and indicate its
limitations.
To describe the DP system, its sub-systems and auxiliaries.
To describe the ways in which DP operations are organised
and managed.
To give clear instructions to the vessels staff who have
particular duties and responsibilities in respect of DP
operations.
1.5 Abbreviations Used
/min Degree per Minute ISM-Code
International Safety
Management Code
Acc Accuracy kts Knots
Artemis
Microwave Position
Reference System
kw Kilowatt
Artm. Artemis LO Lubrication Oil
AUTO POS Automatic Positioning LTFW
Low Temperature Fresh
Water
Aux Auxiliary (Generator) LWTW Light Weight Taut Wire
Azi Azimuth LUB Lubrication
AZM Azimuth m Meter
BHP Brake Horse Power Magn. Magnetic
Ch. No Channel Number Max Maximum
CL Class MDG Main Diesel Generator
cm Centimetre MF Medium Frequency
Comm Communication min Minutes
Comp Compass MRO Marine Diesel Oil
Compl Completed MRU Motion reference unit
CPP Controllable Pitch Propeller mtr Meters
CW Clockwise MV Motor Vessel
D.A.A Dive Abandon Alarm nav Navigation
DC Direct Current Nav. Signal Navigation Signals
DCC Distance Cross Course NMD
Norwegian Maritime
Directorate
dd.mm Date and Month No Number
deg Degrees O.O.W Officer of Watch
DG Diesel Generator ok Okay
DGPS
Differential Global
Positioning System
OS Operator Station
Diff. Sign Differential Signals P. A Personnel Announcement
dir Direction PDU Power Distribution Unit
DIST Distance PLC Process Logic Control
DNV Det Norske Veritas PM Propulsion Motor
DO Diesel Oil PMS Power Management System
DP Dynamic Positioning Pref Preference
DP AUTO
POS
Dynamic Positioning Auto
Positioning
PSV Platform Supply Vessel
DPO
Dynamic Positioning
Operator
Q. Current Quick Current
DPVOA
DP Vessel Owners
Association
QCV Quick Close Valve
DPSOG
Dynamic Positioning
Specific Operation
Guidelines
Ref Reference
DYNPOS Dynamic Positioning Rep Representative
E.R Engine Room Rot. Spd Rotation Speed
EB Emergency Board ROV Remote Operated Vehicle
ECR Engine Control Room S. Tanker Shuttle Tanker
ECU Electronic Control Unit Sat. COM Satellite Communication
Em. Gen Emergency Generator SDPO
Senior Dynamic Positioning
Operator
ENG Engine Sens Sensor
Envir.
Comp
Environmental
Compensation
SGNL Signal
ERN
Environmental Regularity
Numbers
Sign Signal
ETA Estimated Time of Arrival spd Speed
FANB FANBEAM SPOTB SPOTBEAM
FCV Flow Control Valve STAT Status
FIX Locked Position Stbd Starboard
FMEA
Failure Modes and Effects
Analysis
St-by Standby
FO Fuel Oil Supt Superintendent
Fwd Forward SVC Simrad Vessel Control
GPS Global Positioning System TCC Thruster Control Cabinet
HAZOP
Hazard and Operability
Analysis
Thr Thrusters
HBG Harbour Generator TMS Tether Management System
Hdg Heading Tp Transponder
HFO Heavy Fuel Oil Transd. Transducer
hh.mm Hour and Minutes U. Lt Under Command Lights
HIPAP
High Precision Acoustic
Positioning
UHF Ultra High Frequency
HPR
Hydro acoustic Position
Reference
UKOOA
United Kingdom Offshore
Operators Association
hrs/min Hour and Minutes UPS
Uninterruptible Power
Supply
HTFW
High Temperature Fresh
Water
UTMs
Universal Time Co-
ordinate's
IALA
International Association of
Lighthouse Authorities
V Volts
IMCA
IMCA International Marine
Contractors Association
V/L Vessel
IMO
IMO International Maritime
Organisation
VHF Very High Frequency
INMARS INMARSAT VRS Vertical Reference System
2 VESSELDESCRIPTION
2.1 Basic Particulars
2.1.1 The vessel is designed by STX OSV Design and is of type OSCV 06 L. The
vessel was built in 2011 at STX OSV Brattvg Shipyard, Brattvg, Norway, as
Yard no. 730. The vessels name is Normand Pacific and the owner is Solstad
Rederi AS..
2.1.2 The Vessel is designed to comply with DNV DYNPOS AUTRO notation,
corresponding to IMO DP equipment class 3 vessels, i.e. a loss of position is
not to occur in the event of a single fault in any active component or system,
fire and system integrity including. By the term active component, it is
defined generators, thrusters, switchboards, remote controlled valves, coolers
etc. In addition, active component includes any static component like cables,
pipes manual valves etc. which are not properly documented with respect to
protection and reliability.
2.1.3 The vessel holds the following DNV class notations:
1A1 ICE-C SF COMF-V(3)C(3) HELDK-SH CRANE E0 DYNPOS-
AUTRO NAUT-AW CLEAN DESIGN VIBR DK(+) TMON
Vessel Data
Vessels Name:
Owner:
Manager
Type of Vessel:
Call Sign:
Flag State:
IMO Official Number:
Normand Oceanic
Solstad Rederi AS
Solstad Shipping AS
OSCV
LAIM7
Norway (NIS)
9468205
Table 2-1 Vessel data
Machinery and Generators
Main Engines:
Alternators
Diesel Engines:
Alternators
Harbour/Emergency
Generator
2 x Wrtsil 8L32
2 x Wrtsil W12V32
2 x Siemens 1DK4138-8AL05-Z
2 x Siemens 1DK4138-8AL05-Z
Stamford PM734E
3840 kW
5760 kW
4100 kVA
6150 kVA
1700 kVA
Table 2-2 Machinery
Propulsion
2 x Bow Tunnel Thruster:
2 x Bow Azimuth Thruster:
2 x Main Azimuth Thruster:
1 x Main Propulsion:
RRM KaMeWa Ulstein
/TT2650 DPN CP
RRM Ulstein Aquamaster UL
2001 FP
RRM Ulstein Contaz 25 3000
kW
RRM KaMeWa Ulstien type
86XF/4E-3700
1900kW
1500kW
3000 kW
4000kW
Table 2-3 Propulsion units
DP control system and sensors
DP Class:
Type of DP System:
IMO Class 3
KongsbergMaritime
K-POS SDP 21 and K-POS DP-11
Types of DP Reference
Systems
1 x DPS 200
1 x DPS 132
1 x DPS 116
2 x Seapath 200
1 x Fanbeam MK4.2
2 x HiPAP 500
DP Sensors:
3 x Gyro compasses
3 x Wind Sensor
3 x Motion Reference Units
Table 2-4 DP Control system
3 PRINCIPLE OF DP OPERATIONS
3.1 Basic Principles
3.1.1 The principles of Dynamic Positioning are the same regardless of the
manufacturer, type of system hardware or complexity of vessel. A DP system
controls a vessels position and heading automatically.
3.1.2 The active control of thrusters and propellers counteracts the effects of
environmental forces and enables the vessel to remain on location at or very
near to a specified point.
3.1.3 Accuracy
The position keeping accuracy of a DP system depends on
many different factors, such as vessel shape and
construction, power and propulsion available, quality of
position reference and control systems.
Position keeping accuracy is typically within +/- 3 metres or
within +/- 3 of heading.
3.1.4 Computer Control & Monitoring
The heart of a DP system is the computer control and
monitoring system. It contains an accurate model of the
dynamics of the vessel.
The model simulates the vessels responses to various
forces, including wind, sea and current.
Any deviations from the required position and heading of
the vessel are detected by the DP systems position and
reference sensors. This information is then processed by the
model to produce corrective commands to the vessels
propulsion system, thus counteracting the deviations from
the required position and heading
See Figures 3.1 to 3.5
3.2 Basic Forces and Motions
3.2.1 A sea going vessel is subject to wind, wave and current forces. Wind speed
and direction are measured by the wind sensor. The vessels response to wave
and current forces is accurately calculated.
3.2.2 The DP system controls the vessels motion in the three horizontal degrees of
freedom - SURGE, SWAY and YAW. Vessel movements are measured by the
Gyro compass and the reference systems. Reference system readings are
corrected for roll, pitch and heave using readings from the Vertical Reference
Sensor (The MRU 5)
Figure 3-1 Forces and motions
3.3 Thrusters
3.3.1 The most common principle of thrusters and propellers are shown below.
Thrust is normally controlled by varying either propeller RPM or propeller
pitch.
Tunnel Thruster
Generate sideways thrust in either direction.
AzimuthThrusters
These are rotatable and control both thrust magnitude and direction. The complete unit with
the propeller mounted in a nozzle is retractable forward, and fixed astern
MainPropeller & Rudder
When positioning the main propulsion screw are usually controlled by the DP system, and
additional side thrust can be generated by incorporating
Figure 3-2 Thrusters
3.4 Position Reference Systems
3.4.1 Accurate measurement of the vessels position at any point in time is necessary
for precise Dynamic Positioning. The following are common position reference
systems which give an accurate position fix. The position reference systems
consist of 3 x DPS, 2 x Seapath, Fanbeam, and 2 x Hipap.
3.4.2 If two different DGPS systems are in use as two of the three required reference
systems (three reference systems on-line are minimum in Class 2 operation) the
GPS receivers and the differential receivers include the antennas must be
supplied from different power supplies and receive the differential signal from
different sources.
Figure 3-3 Position reference systems
3.5 DP System Principles
3.5.1 The K-POS DP system relies on a mathematical vessel model which includes
hydrodynamic characteristics such as current drag coefficients and virtual mass
data. This model, called the Mathematical Vessel Model, describes how the
vessel responds to an applied force, e.g. from wind or thrusters.
Mathematical model and Kalman filtering techniques
improve noise filtering of all measurements which reduces
thruster modulation and wear.
Optimum controller and wind feed-forward signals assure
accurate positioning.
Mathematical modelling provides dead reckoning control
mode
Ease of operation
Simultaneous use of all reference systems
Figure 3-4 DP control system
3.6 K-POS Control System Principles
3.6.1 All necessary process data is read into the system through a central program
subroutine which executes specific pre-processing. A number of program sub-
modules then check the validity of the data. Validity checking includes
comparing the data with pre-set limits, previously validated data, and values
predicated by the mathematical model.
3.6.2 Particular attention is paid to the validity and comparison checking of
measurements from the position reference systems. The processing and
handling of these signals are of vital importance to the total performance of the
DP system.
3.6.3 The Kalman filter or vessel estimator consists of several mathematical sub-
models which together describe the vessel estimator, the output from which is
an estimate of vessel position, heading and velocity.
The main advantages of this design are:
Accurate and reliable values of vessel state
Excellent wave motion filtering resulting in minimum
thruster modulation
Environmental free information
Optimal interpretation of environmental measurements
Dead reckoning control mode
3.6.4 The optimum controller structure is an important element in the system design.
Working on the basis of feed forward of calculated environmental forces
together with vessel position and speed deviations, the output specifies the
necessary force vector and allocation logic is tailored to the actual vessels
thruster and propeller configuration.
Figure 3-5 DP control system interfaces
4 DP SYSTEM DESCRIPTION
Figure 4-1 Systems overview
4.1 Innput for DP System Drawing:DC
4.1.1 The main consumers of each DC system are configured as follows:
24V DC system
DC-10/11 (Emergency Bridge)
24V DC system
DC 20/21 (Bridge)
UN1, Electrical unit bow thruster no.4
(backup supply)
UN1, Electrical unit main propulsion
PS (backup supply)
UN72 Emergency stop panel
UN25 Viewcon
UN25 Viewcon (backup supply)
UN23 Viewcon
UN75 Viewcon panel pc
UN1 Electrical unit bow thruster no.3
(backup supply)
Kongsberg wind sensor 3 serial splitter
Kongsberg MRU3 serial splitter
Kongsberg Spotbeam serial splitter
Kongsberg change over unit 3
Change over cabinet 24V center
propulsion
propulsion (UN1 center propulsion)
propulsion (alarm panel steering gear)
Tenfjord rudder indicator amplifier 1
and 2 (nr46)
Watertight doors cabinet CC1
Engine telegraph PS
Emergency stop system PS
Gyro Plath no.3
DP selector cabinet (main supply)
DP selector cabinet (backup supply)
UN1 Electrical unit bow thruster no.2
(backup supply)
UN42/UN62/UN82 Emergency stop
panels
UN20 Viewcon
UN24 Viewcon
UN45 Viewcon panel pc
UN65/UN85 Viewcon panel pc
UN1 Electrical unit main propulsion SB
(backup supply)
UN1.Electrical unit bow thruster no.1
(backup supply)
Kongsberg Inmarsat serial splitter
Kongsberg Wind sensor 1 serial splitter
Door magnets fire alarm
Kongsberg change over unit 7b
propulsion
propulsion (UN1 center propulsion)
propulsion (alarm panel steering gear)
Tenfjord rudder amplifier 1 and 2 (nr48)
Tenfjord main control station (nr51)
Watertight valves panel
Engine telegraph SB/Center
Emergency stop system SB
Emergency closing collision valve panel
Gyro Plath no.1
Gyro Plath no.2
Gyro Plath switchover unit no.1
Gyro Plath switchover unit no.2
VDR VR-3000
GPS NO.1
DP selector cabinet (backup supply)
DP selector cabinet (main supply)
Table 4-1 DC systems overview
24V DC system
DC-30/31 (PS SWBD room)
24V DC system
DC-40/41 (SB SWBD room)
Main swbd 6,6kv PS cell GA11
Main swbd 690V PS 10x20
Main swbd 440V/230V heavy
consumer PS 26x20
Power unit ME1 backup supply
Preheater unit ME1
Preheater unit ME2
Drive main propulsion PS
Change over cabinet center propulsion
Drive bow thruster no.3
UN35 Viewcon panel pc (ECR PS)
Fire alarm rep. panel (ECR-PS)
PMS touch screen panel ECR1 desk
FW cool pump 1 and 2 for trafo T1/T3
FW cool pump 1 and 2 system 13
Main swbd 6,6kV SB cell GA22
Main swbd 690V SB 11x20
Main swbd 440V/230V heavy consumer
27x20
Preheater ME3
Preheater ME4
Drive main propulsion SB
Change over cabinet center propulsion
Fire alarm IO unit main deck
PMS touch screen panel ECR2 desk
Watertight valves cabinet
FW cool pump 1 and 2 for trafo T2/T4
Table 4-2 DC systems overview

4.1.2 The UPS distribution is as shown below
KM UPS 1 KM UPS 2
DPC-2
K-POS OS 1
Alarm Printer (1)
DGPS 1 (DPS 200)
Inmersat Demodulator
HIPAP APC (1)
HIPAP Transceiver (1)
Wind Display (1)
Seapath 200 (1)
DPC 2
K-POS OS 2
DGPS 2 (DPS 116)
Fanbeam PSU
Fanbeam Monitor
Barometric Sensor
HMS Pwr. Outlet
Wind Display (2)
Table 4-3 KM UPS systems overview
KM UPS 3 (emergency bridge) KM UPS 4
DPC-1
K-POS OS 3
Alarm Printer (2)
DGPS 3 (DPS 132)
Spotbeam Demodulator
HIPAP APC (2)
HIPAP Transceiver (2)
Wind Sensor 3
Seapath 200 (2)
History Station
Hardcopy Printer
Table 4-4 KM UPS systems overview
4.2 Failure Mode and Effect Analysis
4.2.1 References for the vessels FMEA can be obtained in report GM-045-006-
R001_A.
4.3 Engine Room
4.3.1 The vessel is equipped with two totally separated engine rooms located side by
side, divided by an A-60 Class bulkhead. Each engine room comprises of two
levels/decks being the tank top deck and the lower tween deck. The main ECR
is located on the upper tween deck and the backup ECR is placed in the LV
switchboard room SB.
4.3.2 Diesel generators (DGs) no. 1 and 2 are located in PS engine room and DGs
no. 3 and 4 are in SB engine room.
4.4 Main Engines & Generators.
4.4.1 All four DGs are of same make Wrtsil diesel engine. Two of the DGs are of
type W8L32, with a capacity of 3840kW@720 rpm. These engines are of 8-
cylinder, 4-stroke in-line diesel engine with a turbo charger. The alternator is of
type Siemens 1 DK4138-8AL05-Z with a capacity of 4100kVA with power
factor Cos 0, 9.
4.4.2 The remaining two DGs are of type W12V32, with a capacity of
5760kW@720rpm. These engines are of 12-cylinder, 4-stroke V diesel engine
with two turbo chargers. The alternator is of type Siemens 1 DK4536-8AL05-Z
with a capacity of 6150kVA with power factor Cos 0, 9.
4.4.3 All engines are designed for automatic or manual start from the ECR or locally
at the engine itself and can be emergency stopped locally, or from the ECR/
and SWBD room.
4.5 Power Distribution
4.5.1 The power distribution switchboards are illustrated below:
G2 G3 G4 G1
Thr 5
(PM1)
Thr 3
(BT3)
Thr 4
(BT4)
Thr 7
(CP)
Thr 2
(BT2)
Thr1
(BT1)
Thr 6
(PM2)
6,6 kV SB 6,6 kV PS
690V ESB 230V ESB
440V Galley
690V SB 690V PS
230V SB 230V PS
440V HCSB 440V HCPS
EG
Figure 4-2: Switchboard Layout
4.5.2 On upper Tween Deck there are four separate SWBD rooms being; two 6,6kV
HV SWBD rooms placed between frames 145 to 160 and two LV SWBD
rooms placed between frames 138 to 145.
4.5.3 Within each HV SWBD room there are the respective HV SWBD, and the
6,6kV/690V - and 6,6kV/440V transformers.
4.5.4 The 6,6kV switchboards are manufactured by Siemens and the 690V, 440V &
230V switchboards are manufactured by STX Norway Electro. The HV
switchboards consist of two 6,6kV busbars that can be linked together by two
bustie breakers. There is one bus tie breaker on each busbar and a cable link
between the two. The same principal applies for the LV switchboards.
4.5.5 The main suppliers are configured as follows:
Diesel Generator (DG1): 5535 kW 6150 kVA
Total: 18450 kW 20500 kVA
4.5.6 The main consumers are configured as follows:
Bow tunnel Thruster (Thr. 1): 1900 kW
Bow Azimuth (Thr. 2): 1500 kW
Bow tunnel Thruster (Thr. 3): 1900 kW
Bow Azimuth (Thr. 4): 1500 kW
PS Azimuth (Thr. 5): 3000 kW
SB Azimuth (Thr. 6): 3000 kW
Propulsion motor (Thr. 7): 4000 kW
Total: 16800 kW
4.5.7 The Total Power with all diesel generators running is 18450 kW, and the total
thruster power is 16800 kW. This gives a difference of 1650 kW for supplying
the remaining consumers. However it is highly unlikely that full thrust demand
will be required on the main propeller and all thrusters at the same time. The
vessel should be operated within the criteria set in the DP operation manual as
per DP class 2 /3 philosophy where no generator/bus-bar load on either PS or
SB side should exceed 50% load. It is however important by working in critical
condition i.e. approx. 50% that the thruster has priority of power if a partial
blackout should occur.
4.5.8 There is a pre-set load reduction in the DP control system for the PS & SB
Azimuth thrusters. The DP control system cannot take out more than 60% from
the PS & SB Azimuth thrusters. If DP output was set higher the thruster would
reduce load because of built in protection in the drive. This reduces the vessels
thruster capability. Based on this all capability calculations have to take this
into account.
4.6 Power Management and Integrated Alarm System
4.6.1 The Power Management System (PMS) is of type Siemens PMA300 system
and are operating the bustie breaker control and standby start function for the
diesel generators and monitoring and handling the alarms for all system.
4.6.2 The Integrated Alarm and monitoring System (IAS) is delivered by STX
Automation.
4.6.3 The functionality of the STX IAS is:
Alarm monitoring (E0)
Operation of valves, pumps, etc.
Monitoring of various systems
Printing trends and reports
Interface to the Power Management System (Siemens)
4.6.4 There are two STX operator stations in the main ECR, one in the backup ECR
and one on the Bridge. Each operator station comprises of one or two monitors,
keyboard and mouse. The screen is divided into three main areas: Top menu,
Operator page and Bottom menu.
4.7 Main Diesel Generator Control System
4.7.1 Each main engine is equipped with an electric governor of the make UNIC II
digital speed controller. The speed and load sharing controls are controlled by
this UNIC II and the Siemens PMS.
4.7.2 The engines are monitored by Wrtsils own control system. This system
handles all alarm/ monitoring of the engine status and start/ stop of engine and
is connected up to the STX Norway Electro IAS and Siemens PMS system
4.8 Thruster & Propulsion Control System
4.8.1 All thrusters are controlled by the Helicon X3 control system, made and
delivered by Rolls Royce Marine. The Helicon X3 is a microprocessor based
control system. The following functions are included:
Speed Control
Direction control
Follow-up backup control
4.8.2 Below is an illustration of the Helicon X3 system that shows the integration of
control stations, external sources and internal connections:
Figure 4-3: An illustration of a Helicon X3 Rolls Royce Marine
4.8.3 Emergency stop can be done locally on the drive, and from panels on the fore
and aft Bridge.
4.9 Independent Joystick System
4.9.1 The vessel has an Independent Joystick system delivered by Kongsberg
Maritime of type cJoy. This unit is not a part of the vessels DP control system
but is described briefly to inform of the independent Joystick system that is
fitted onboard the vessel. This system comprises of a cabinet cC-1, which has
its own communication net. Signals from the cC-1 will go directly to the
respective Thruster Control Cabinet (TCC).
4.9.2 A switch is installed on the DP desk were the DPO can switch between the DP
controller (KPOS-2) and the Joystick controller (cC-1). By doing so, the
operation of the independent joystick can be done from a cJoy Operator
Terminal fixed mounted at the fwd bridge center console. At each bridge wing
there is a cWing joystick panel for use of independent joystick at each wing
station. The operator can hold heading of the vessel and control all thrusters
from the joystick.
4.10 Propulsion
4.10.1 The vessels main propulsion is from two electrical driven variable speed drive
azimuth thrusters and an electrical driven main propeller. In addition there are
two bow tunnel thrusters and two retractable bow azimuth thrusters. Within
each bow thruster room there is one tunnel thruster and a retractable bow
azimuth thruster.
4.10.2 Emergency stop can be done locally on the starter cabinet, from Bridge panels
or from the SWBD room (trip of breaker).
4.10.3 Both tunnel thrusters are of variable speed and pitch type and are of type
KaMeWa Ulstein TT2650 DPN CP. These thrusters are positioned as thruster 1
and thruster 3.
4.10.4 There are two retractable azimuth thrusters of make RRM Aquamaster UL
2001 FP, one in each bow thruster room. These thrusters are of fixed pitch,
variable speed type. Each has a capacity of 1500kW. A frequency converter
controls the revolution of the motor from 0 1187 rpm. The thrusters are
furnished with a 4-bladed propeller. The two retractable thrusters are
positioned as thruster 2 and thruster 4.
4.10.5 The main propulsion is made by two RRM Aquamaster Contaz 25, which is a
Z-drive azimuth thruster. There is a bolt-in type hull fitting for mounting to the
vessel. Each thruster is driven by a variable speed electric motor drive, each
with a capacity from 0 3000kW. A frequency converter controls the
revolution of the motor from 0 990 rpm. The propeller speed is variable from
0-196 rpm. These thrusters are positioned as thruster 5 and thruster 6
4.10.6 The main propeller (thruster 7) is of make KaMeWa Ulstein type 86XF5/4E-
3700. This is an electrical driven propeller, with variable pitch. The E-motor is
of make Siemens and is driven by a frequency drive.
4.10.7 The rudder is of make Rolls Royce, and the steering gear is of make Tenfjord.
The steering gear is equipped with two hydraulic pump units for hydraulic
movement control of rudders, these pumps are frequency controlled.
4.11 Dynamic Positioning Control System
4.11.1 The Vessel is fitted with a Kongsberg Maritime KPOS DP-21 dual redundant
and KPOS DP-11 single Dynamic Positioning Control system in order to
comply with DNV DYNPOS AUTRO (IMO DP Class 3).
4.11.2 In Class 2/3 operations at least three position references must be available, and
in accordance to IMO MSC/Circ 645 these shall not be of the same principal.
Three or more reference systems will automatically activate the median test
function allowing the DP control system to exclude any unsteady reference
data and still keep a good position with some quality degradation. The median
test function within the KM DP control system does solely look at the number
of DP reference systems and not on their type.
4.11.3 The DP consequence analysis software function will be activated automatically
when mode DP class 2/3 is selected. The consequence analysis function within
the DP software only runs when the vessel is in present position and on present
heading. E.g. if the vessel is in auto track mode, or on the move towards a set
point in AUTOPOS mode, the analysis will not run. There is no information
about this within the DP system help functions. The operator has to be aware of
this.
4.12 Vessel Sensors
4.12.1 The vessel is fitted with following DP Sensors:
3 x Wind sensors
3 x Gyros
3 x VRS
4.12.2 Wind sensor
All three wind sensors are of the same type Gill Observer with heating, and the
wind display is of make Obsermet type OMC 139. The locations are as
follows:
Wind 1: Main mast
Wind 2: Main mast
Wind 3: Main mast
The wind data from the Wind sensors are sent to the following systems:
Wind 1: DPC-2, HMS 100, cC-1 and Survey Box 1 via a serial splitter
Wind 2: DPC-2
Wind 3: DPC-1 and to DPC-2 via serial splitter
The serial splitters require power to operate and are powered from the ships
24V DC system.
4.12.3 Gyro Compass
There are three gyros fitted, of make Anschutz. The vessels heading signal
from the gyros are sent to the systems as follows:
Gyro 1: DPC-2, DPS 200, Seapath 1, HiPAP 1, cC-1 and survey box 1
Gyro 2: DPC-2, DPS 116, HMS 100 and survey box 1
Gyro 3: DPC-1, DPS 132, HiPAP 2, Seapath 2 and survey box 1
4.12.4 Vertical Reference System (VRS)
There are three VRSs installed onboard. Two are of type MRU 5 and one is of
type MRU-2, delivered by Kongsberg Maritime. There is one MRU5
connected to each Seapath system, with a direct serial line (RS232) to the DP
system.
The MRU system uses solid state device to measure the roll, pitch and heave
rate (MRU 5 only). The MRUs have power supply from respective Seapath
and the MRU 2 is powered from the DPC-1 cabinet.
The MRUs signals are sent to the following systems:
MRU5-1: DPC-2, Seapath 1
MRU5-2: DPC-1, Seapath 2
MRU2-3: DPC-1, HiPAP OS1 and HiPAP OS2
4.13 Position Reference Systems
4.13.1 The vessel is fitted with following positioning reference systems:
1 x DPS 116
1 x DPS 132
1 x DPS 200
2 x Seapath 200
2 x HiPAP 500
1 x Fanbeam
4.13.2 DGPS
Figure 4-4 Example of DGPS configuration (courtesy Kongsberg Maritime)
There are five Differential Global Positioning Systems (DGPS) installed
onboard, two are of make Seapath 200, one of make Seatex DPS 116, one of
make Seatex DPS 132 and one of make DPS 200, all delivered by Kongsberg
Maritime.
The Seatex DPS 116 has a combined 14-channel GPS with SBAS and it also
has an IALA beacon receiver and antenna.
The Seatex DPS 132 is a combined dual frequency GPS with SBAS and it also
has a dual channel IALA beacon receiver. The dual frequency GPS makes it
possible for the DPS 132 to reduce ionosphere noise when calculating the
position.
The Seatex DPS 200 has a combined 24-channel GPS and GLONAS receiver
which improves the satellite coverage. The DPO should make sure that the
DPS 200 is set up to receive GLONAS also.
The differential correction signal setup for the DGPSs are IALA/ SBAS,
InMarsat and Spotbeam. The Spotbeam diff. signal is received via demodulator
and then sent to all DGPSs via a serial splitter. Same applies for the InMarsat
signal.
The differential signal IALA/ SBAS is received from the official net of
stations. The DGPS position signals (NMEA) are fed into the DP computers.
The antennas are located on the main mast. Each DGPS has its own GPS
antenna and IALA antenna hardwired to the DPS unit.
The main bridge configuration is with four DGPSs that can be used in the DP
system, the configurations should be not to use all four at the same time, and
further configuration reference is made to vessels DP operation manual.
The Seatex DPS 116, Seatex DPS 200 and Seapath 1 are placed on the main
bridge, whilst the Seatex DPS 132, Seapath 2 is on the Emergency Bridge. A
slave monitor is placed overhead allowing the DPO to monitor the Seatex DPS
132 and Seapath 2 status.
4.13.3 Seapath 200
Figure 4-5 Example of DGPS configuration (courtesy Kongsberg Maritime)
The Seapath 200 comprises of two GPS antennas mounted on a bracket with a
known distance between the two. One of the advantages with the Seapath
compare to traditional DGPSs is that it can also be used as a heading reference
and motion reference.
Each Seapath 200 system is connected to an MRU5 and a gyro. The gyro
signal is needed for calibration only.
The following signals are sent from or to each Seapath:
Seapath 1:
Gyro 1 input
MRU5-1 input
Spotbeam & InMarsat input
HiPAP APC 1output
Survey box 2 output
HMS 100 output
Seapath 2 (emergency bridge):
Gyro 3 input
MRU5-2 input
Spotbeam & InMarsat input
HiPAP APC 2 output
DPC 2 output
Survey box 2 output
4.13.4 Fanbeam
Figure 4-5: Fanbeam (courtesy MDL)
The Fanbeam system, of type: Fanbeam MK4.2, Auto tracking Laser Radar
System, is measuring range and bearing using a reflected laser beam. It is a
short range reference system targeting either a reflector or a prism. The
Fanbeam system comprises a laser unit, a monitor and a control unit, in
addition to the reflector or prism. The Fanbeam position signals are fed into the
DP computers.
The maximum range with a single prism is 1 km. With a stack of prisms this
can be increased to over 2 km under ideal circumstances. The system can also
be used with a simple reflector. The maximum range is then limited to 200-250
metres.
The main limitation on use for DP is the resolution of the bearing measurement
which will limit the useable range for DP to about 100m.
The most serious failure of Fanbeam is it could track an erroneous target,
although the system does have features to reject false targets. The use of the
Fanbeam system can be limited by weather conditions, especially fog, which
limits the maximum range of the system because it uses an infrared laser beam
(905 nm) and infrared light is easily absorbed by moist air.
The position of the unit is corrected for roll and pitch in the DP system by VRS
input.
The vessel should be supplied with reflectors or prisms to place on fixed
structures.
4.13.5 HiPAP
Figure 4-6: HiPAP (courtesy Kongsberg Maritime)
The vessel is equipped with two HiPAP 500 hydro acoustic systems. Both
HiPAPs are setup for USBL and LBL. The HiPAP Hull units are located in a
trunk to PS and SB side. The hoist control and transceiver unit is also inside
that trunk.
The system is named from High Precision Acoustic Positioning system and
is designed for all water depths from very shallow looking horizontally at a
transponder to deep water (2000m) looking straight down with a standard unit.
The transducer extends below the hull and uses a semi spherical transducer
with over 230 elements and electronic controls that enables narrow beam
transmission and focused reception in the direction of the transponder, thus
reducing the noise that would otherwise be received from other areas of the
sphere.
The system calculates a three dimensional subsea position of a transponder
relative to the vessel mounted transducer unit. The directional stability of the
unit is obtained firstly fixing the transponder location by a wide beam and
subsequently by aiming a narrow reception beam towards the transponder. The
system uses a digital beam form, which takes its input from all the transducer
elements.
The system controls the beam dynamically so it is always pointing towards the
target, roll, pitch and yaw is input to the tracking algorithm to direct the beam
in the correct direction thus enabling the correction for these motions to be
effectively applied continuously.
The system calculates a variance for its measurements; determine the known
system accuracy and standard deviation. The HiPAP has a built-in Kalman
filter, which improves the stability and accuracy of the initial narrow beam
guidance but does not interfere with raw fixed data being sent to the DP
control computers.
The HiPAP need a heading signal and a VRS signal to operate, the following
shows the different combinations that can be configured for each HiPAP.
HiPAP 1 HiPAP 2 (backup DP)
Seapath 1 Seapath 2
Seapath 2 Seapath 1
DPS 200 DPS 132
The HiPAP signals are sent via fibre optic link to the APC 11 computers and
from there to the DP system via the dual network.
The configuration of the Seapath, into the HiPAP is to be in according to DP
operational manual. When calibrating the HiPAP the same Seapath will most
likely be used for them both, however in operation the HiPAP should use
corresponding Seapath. For operating according to DP class 3 HiPAP 2 can
only use Seapath 2.
The HiPAP operator station can operate in a master/slave setup. Further
configurations reference is made to vessels DP operational manual. On main
bridge there is a slave monitor for the PS HiPAP (2) allowing the DPO to
monitoring the HiPAP.
Note! A single failure of Seapath, its MRU etc. will also result in loss of HPR.
Therefore care shall be taken if using Seapath as a positioning reference system
in DP too, as this will result in loss of two systems and not only one.
4.14 DP Control System Power Supply
The vessel is equipped with four independent UPSs for the DP system and its
reference systems. The power supply to the UPSs are configured as follows:
DP UPS 1 230V SWBD SB (LP2)
DP UPS 2 230V SWBD PS (LP1)
DP UPS 3 BU 230V SWBD PS (LP1)
DP UPS 4 230V SWBD SB (LP2)
5 RESPONSIBILITIES AND CAPABILITIES
5.1 The Master
5.1.1 The vessels Master has over all authority and responsibility for the safety of his
vessel and all personnel on board. The Master has over all authority to forbid
the start or order the termination of any operations on grounds of safety to
personnel or the vessel.
5.2 Company Organisation Chart
5.3 Standing Orders Regards to DP Operation
To be inserted by owner
Figure 5-1 Masters standing orders
5.4 The Duty Officer Responsibilities
5.4.1 The duty officer has the responsibility for all operations and communications
between the vessel and other installations and ships in the area.
5.4.2 He shall ensure that the planned operation is not started until he has obtained
permission from the Master and a Permit to Work (if required) is in place and
signed by the relevant parties.
5.4.3 The duty officer shall keep himself properly informed about weather conditions
by consulting weather charts and weather forecasts. If an increasing wind is
being reported, the Master shall be informed as early as possible.
5.4.4 The duty officer shall keep the Master informed of any changes in the
originally planned program.
5.4.5 The duty officer shall ensure that the DP checklists are properly filled in and
that the vessel maintains a stable position before starting the ROV, or Sub-sea
operations and green light is given.
5.4.6 During operation the duty officer must ensure that a minimum of three
independent reference systems are on line and simultaneously available to the
DP-control system. Reference systems should be selected with due
consideration to operational requirements. All DP reference systems must be of
suitable strength and accuracy in order to ensure that if one on line reference
system fails then the remaining systems are within acceptable parameters. All
reference systems should be continually monitored.
5.4.7 The duty officer is responsible for checking that the manoeuvring back-up
system (at any time) is ready for use. The duty officer shall ensure that there
are sufficient reference systems available for use at all times. The Master shall
ensure back-up procedures are available and shall approve them. During ROV
and/or Sub-sea operations, the duty officer shall keep close contact with the
Supervisor/s on duty. He shall be informed about all operations that are going
on.
5.4.8 The duty officer shall at all times know:
If the vessel is connected by down lines, i.e. the crane, to
subsea structures or installations. If so he must make sure
that this information is handed over properly to next watch
by oral means and written in the comments box in the
Watch Handover DP Checklist.
He shall also know if there are any helicopter movements
applicable to the DP operation i.e. on board the vessel or if
working close to an installation. If there are such operations
going to take place after his watch he must make sure that
the information is handed over to the next watch by oral
means and written in the comments box in the Watch
Handover DP Checklist.
The depth of the TMS and/or bell distance from the seabed.
The location of the ROV working sub-sea relative to the
ships position and ships thrusters.
Height of any obstructions on the seabed, i.e. wellhead,
control pods, structures, etc.
How many down lines (such as cables and wires) that are
running from the ship.
Special equipment deployed on the seabed.
Location of the crane wire, load, weight of load when the
crane is used to support any subsea operation.
Any loads attached to the crane that is fixed to the seabed or
structure, i.e. pipeline, wellhead, platform.
Location of DP transponders on the seabed relative to
subsea operations.
When sub-sea operations may cause interference to DP
reference systems, i.e. other vessels equipment, thrusters,
etc.
5.4.9 The duty officer must ensure himself about that:
No one is fishing from the platform or the ship, as long as
operation is in progress and that all appropriate day signals and
U. lights are displayed on the vessel as per IMO regulations
indicating if vessel on DP with restricted manoeuvrability.
No other ships, helicopters, or other craft may approach or land
on the vessel while, ROV is in the water unless the Master is
informed and permission is given.
All manoeuvring requests and important information between the
bridge and the ROV Supervisor's on duty is being continuously
documented in writing and/or by the bridge voice recorder
system. The duty officer must also ensure that any movement of
the vessel on DP is properly documented.
No unauthorised personnel are on the bridge during DP
operations.
5.5 The DPO
5.5.1 The DPO reports directly to the Master or officer on duty. The DPO must show
discretion towards the client representative or any other third party on board.
No business-sensitive information must be discussed with anyone other than
the vessels Master.
5.5.2 Prior to the ship approaching its DP position, the DPO must insure himself that
all routine maintenance work, having relevance to the DP operation, has been
performed and properly completed.
5.5.3 The DPO is responsible for checking the DP system in accordance with the DP
checklist.
5.5.4 The DPO is responsible for the following during DP Operations:
Setting the limits for positioning and heading deviation
Keeping the vessel position and heading within the limits
that have been provided and agreed on
Ensuring sufficient power and thrust is available to the
propulsion systems
Ensure that no position or heading change is carried out
without the approval of the ROV and/or Sub-sea Operations
Supervisor
Checking that any change of position or heading is only
done within the limits of the reference systems
Deciding whether change of position or heading may be
done without contact with a platform or other obstacles
Ensure that when the vessel is moved, the Supervisor in the
ROV control is informed and can verify that all crane loads,
attachments to the seabed, ropes, lines or other equipment
and tools that are deployed over the side of the vessel, are
slacked and/or free to move without causing damage to the
equipment or safety of the ROV
Ensure that the DP alert system is operating at all times and
tested prior to ROV operations
5.6 The Chief Engineer
5.6.1 The Chief Engineer is responsible for the following during DP Operations:
5.6.2 That the engine room DP checks are completed and checklists filled in
accordance with good practice
Engine systems running, engine sub-systems operational
and emergency systems are in standby mode ready for start
He shall oversee that there is no work taking place in the
engine room which can affect the vessels capabilities to
operate on DP
The Chief Engineer is responsible for making sure that at
least one qualified engineer is present in the ER at all times
during DP operation.
5.7 The On board Clients Representative
5.7.1 The client(s) representative is responsible to the commissioning party. The
client will ensure that the project, procedures and its specification are met and
carried out in accordance with contract as detailed in agreements. The client
representative will liaise with the contractor(s), senior representative and the
vessels Master to ensure safe operation. The client representative can request,
but not order a start of diving operations. He has the right and authority to veto
a start of a diving operation. He can also order the termination of diving
operations through the diving supervisor.
5.8 Manning for Sub-Sea Operations
5.8.1 The requirements for the number of qualified DP operators will vary. Every DP
vessel engaged in ROV operations should, however, meet the following
minimum requirements:
5.8.2 The Master of a ROV DP support vessel should when performing DP ROV
operations, be appropriately trained for this the of DP operation. He should also
be capable of assuming the role of a DP operator.
5.8.3 Two DP operators should be present in the DP Control Room/Bridge whenever
DP operations are carried out. Each should be capable of operating the system
without supervision.
5.8.4 The DP Operators are responsible for the vessels marine operations and for
keeping relevant personnel informed as required for the operation. Both of
them should hold appropriate deck officers qualification to be in charge of the
navigational watch.
5.9 Manning for DP Operator Station
5.9.1 It is recommended that the DPO conduct 12 hour watches during DP operation.
With one hour on/off operating the DP station. Officer of watch will relive the
duty DPO.
5.9.2 The duty DPO shall be present on the bridge at all times, ready to relive the
officer of watch if required on short notice.
5.9.3 It is recommended that no DPO operates the DP system for more than 2 hours
continuously without a proper rest period away from the DP operator station.
5.10 Recommended Watch Schedule for the DP Operator's
5.10.1 It is recommended that the DPO joining the vessel performs night duty the first
half period on board if suitable.
5.11 DPOs Duty Schedule
5.11.1 1200 - 2400 Day Shift or 0600 - 1800 Day Shift
5.11.2 0000 - 1200 Night Shift or 1800 - 0600 Night shift
5.11.3 Changing from night to day shift and vice versa, the DPOs agree among
themselves how the shift change should be done and inform/agrees with the
Master if it is suitable.
6 FAMILIARISATIONASSESSMENTAND TRAINING
6.1 Familiarisation
6.1.1 Prior to the clearance as independent DPO, the Master or other qualified person
should ensure that the operator is properly familiarised with the equipment and
the vessel.
6.1.2 The familiarisation should emphasise (not limited to) the following items:
Ship handling in DP Joystick manual mode
Vessel propulsion configuration
DP system reference configuration
DGPS blind zones if any
Differential signal antennas blind zones if any
Communication Bridge/Engine Control Room, Crane and
Deck
Communication bridge/survey/ROV control
Maximum lengths umbilical from TMS to ROV
6.1.3 The Master is further responsible that DPOs are familiar with following
publications:
Vessel DP Operation Manual and its checklists.
Last annual DP trials report and the vessels FMEA report.
6.2 Assessment
6.2.1 The assessment process for key DP personnel is meant to be in accordance to
the IMCA C 002 guidelines.
6.2.2 The assessment process is meant to cover knowledge and skill levels in the
position they obtain on board.
As a minimum the assessment the assessment shall focus
on:
o Competence
o Knowledge
o Demonstration of competence
o Acceptable criteria
6.3 Training
6.3.1 Training of all DP personnel should be conducted in accordance with the
guidelines set out by IMCA, in their document entitled, The Training and
Experience of Key DP Personnel which is accepted by IMO.
6.3.2 DP Operators (including the Master of a DP vessel)
The structure of the training programme for DP Operators is divided into four
phases as follows:
Phase 1 Attendance at a DP induction course at an
approved institution, where the course provides an
introduction to the functions and use of a dynamic
positioning system or as a trainee with on board training
under the supervision of an experienced DP Operator.
Phase 2 Documented practical experience in the use of a
DP system(s) on a DP vessel(s) DP Class 2/3 for a
minimum period of 30 days as a trainee DPO.
Phase 3 Attendance at a simulator course at an approved
training institution, where the course provides training in
the use of DP systems including, simulator exercises and
emergency operations.
NB an approved training institution is one which has been
accepted by the industry.
Phase 4 Documented confirmation of six months
supervised DP watch keeping DP Class 2 vessel in an
approved DP Log Book from the Master/OIM, and that the
above training programme has been followed and
completed, will result in the issue of a DP certificate from
an approved body.
6.4 Engineers and Electrician
There are no formal DP related training courses for Chief Engineers and other
engineers. But they should attend DP familiarisation course either at an
approved institution or as organised on board. The engineers should understand
their role in the successful DP operations of the vessel.
6.4.1 Vessel owners/operators should always have on board at least one marine
engineer or EMS who has received appropriate training on any integrated
control system from the system manufacturers/ suppliers. Details of such
training should be recorded in the DP logbooks.
7 DP OPERATIONS PROCEDURES
7.1 DP Policy
7.1.1 Senior DP operators should be qualified and experienced in the type of DP
equipment and operation; they are participating in or responsible for.
7.1.2 In order to ensure safe operation, checklists for operation shall be followed and
filed in according to vessels checklist system. Equipment/vessel familiarisation
for operators shall be carried out prior to conducting independent watch.
7.2 Purpose
7.2.1 Make sure that the vessel and the equipment are operated in accordance with
international operation, industrial standards and the manufacturers
recommendations.
7.2.2 Persons engaged in the DP operations shall be trained and certified as per
requirements for the type of DP operation the vessel is conducting. The Senior
DP Operator (SDPO) shall be familiar with the IMCA regulations and
guidelines referring to DP operations.
7.3 The work scope
7.3.1 The work scope gives guidance regarding the specific operation the vessel shall
participate in.
7.3.2 The work scope shall ensure that the vessel and the charter/client have a
common basis for the operation of the vessel while operating on DP.
7.4 Definition of Safety Zones and Safe Areas
7.4.1 The safety zone is normally regarded as 500 m off an installation or subsea
structure, i.e. template, unless otherwise specified by the charterer or in the
work scope. The Pre- Entry DP Checklist for the Safety Zone also applies to
operation on a subsea structure.
7.4.2 The safe area is regarded as 100 m off the nearest point of the subsea structure,
unless otherwise specified by the charterer or in the work scope.
7.5 Operations within the Safety Zone
7.5.1 All operations inside the safety zone should only be commenced after
permission has been given from the installation. Special safety rules apply to
operations within the safety zone of an installation. The crew shall be briefed
of these, and they shall be implemented prior to the start of operations. The
Duty Officer shall not operate the vessel closer than 10 m to any installation at
any time. The Permit to Work will stipulate operating parameters.
7.6 Communication
7.6.1 Two independent forms of communication between the Crane, ECR, ROV
Control and Bridge are mandatory, with one system being an open
communication system and one back up communication system, i.e. UHF,
telephone, or similar. If the DP system should fail, the Duty Officer shall take
over the manoeuvring and position the ship manually.
8 DPSOG
8.1 Introduction
8.1.1 The Dynamic Positioning Specific Operation Guidelines (DPSOG) within this
chapter is for illustration purposes only, and is meant to be a guide as to how a
DPSOG can be made. The DPSOG is operation specific and has to be made for
the relevant operation.
8.2 Characteristics
8.2.1 The alert levels are:
Green status indicates vessel under automatic DP control,
normal operational status and confirming the Alert System
functional.
Yellow status indicates degraded DP control.
Red status indicates DP emergency.
8.3 Normal operational status (Green)
8.3.1 The vessel can be defined as in normal operational status when all the
following conditions apply:
Vessel under DP control and DP system operating normally
with appropriate backup systems available.
Thrusters 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.
Vessels 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.
8.4 Advisory
8.4.1 When criteria identified in the Advisory section has occurred, it is important
for the DPO to call/contact key personnel for the operation. In any case of
possible increased risk, the Yellow Status should be used and leading Advisory
status to confirm that the operation could continue in Green. The following
applies to contact for duty DPO:
Oral notice shall be given to the key personnel involved in
the operation.
Vessels Master.
Shift Supv.
Client Rep.
8.5 Degraded, Yellow Status
8.5.1 The vessel can be defined as being in a Yellow Status when any of the
following conditions applies:
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, so
that an additional fault would cause a loss of position.
Vessels position keeping performance is deteriorating
and/or unstable.
Vessel has 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 becoming unsuitable for DP
operation.
Any other condition or circumstance effecting the operation
of the vessel, which could reduce the status from normal.
8.6 DP Emergency, Red Status
8.6.1 A vessel can be defined as being in Red Status if either of the following
conditions applies:
System failure resulting in an inability to maintain position
or heading control.
Any external condition exists, including danger of imminent
collision, preventing the vessel from maintaining its
position.
8.7 Alert Responses
8.7.1 The following operational responses would be expected to Alert Levels
initiated by the DP Operator:
8.7.2 Normal Operational Status
Full DP operations can be undertaken.
8.7.3 Advisory Status
The DPO to advice involved parties according to DPSOG
criteria.
8.7.4 Degraded Operational Status
The shift supervisor shall instruct to suspend operations.
The DPO, after consultation with the supervisor shall decide
if any further action is necessary.
If the supervisor is unable to get clear advice from the DPO,
he will instruct to start to prepare for safe abandoning of
subsea work and recover equipment to the surface as
appropriate.
8.7.5 Note: Flexibility has been provided in this alert response so that:
This alert is sounded early rather than late.
Discussion can take place between senior personnel and
officer of watch.
The safety of equipment/operations is improved.
8.7.6 Emergency Status
The supervisor shall instruct immediately to start abort
operation and recover equipment as soon as possible after
due consideration of hazards involved in the recovery.
Key DP personnel should use all reasonable means
available to limit the loss of position while the equipment is
being recovered.
Green Status
No action. Operations in progress. Routine communications established.
Standard communications routines apply
Advisory Condition
Informative status prior to issue of alarms. Used by operational personnel to
inform supervisors of certain changes taking place in the DP operation. The
Advisory Condition has no lights or bells, is merely a status condition achieved
through use of internal telephone / comms systems. This condition should not
delay the Yellow or Red if the DPO or anyone else in the operation believes
status has increased in risk.
Yellow Alert
Degraded Operational Status; The operation shall start preparing for a
safely abort the operation. The senior DPO, Captain and supervisor shall
confer and decide if any further action is necessary or if operations can
continue.
Red Alert
Emergency status; Emergency preparedness sequence to be initiated. All
necessary actions required preventing loss of life or damage to equipment or
the environment shall be taken
Condition GREEN ADVISORY YELLOW RED
Action Required Normal Status Advise Master / OIM, Others (TBA)
Inform Client .
Activate alert, prepare to abandon operation
Inform Client.
Activate alertII, Abandon operation
Notify Master & OIM No Master/OIM and any other who can reflect the situation Master/Client and any other who can reflect the situation
Master/Client and any other who can reflect the
situation
D
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TBLACKOUT
ALL BUS
Main bus closed/open
Move to red Move to red Abandon the operation
ONE BUS Move to yellow Prepare for red Move to safe location
DRIVE OFF 0-3m
3m Reaching yellow area specific operational limits Reaching red area specific operational limits
DRIFT OFF / FORCE OFF 0-3m
I
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Vessel foot print offset from start point 0-3m
Heading Excursion
<= 3 degrees
3 degrees 3 degrees< 5 degrees <
Power generator-
Power consumption
>45% 45%< 50%< 60%<
Thrusters (system)
Individual thruster demand
>60%on each thruster. >50 %on thrusters 60%< on individual thruster, 50%< on thrusters. 60%< on individual thruster, 50%< on thrusters. 70%on individual thruster, 60%on thrusters
Position reference available 3 independent ref. systems Loss of 1 reference system
Assess whether it is safe to be connected or disconnect
immediately by using ESD II
Loss of 2 reference system
DP control system Kongsberg K pos, A & B control Loss of single system, A or B Loss of single system, A or B Loss of system A & B
Wind sensors 3 x Wind Sensors Loss/or de-selection of single sensor Loss/or de-selection of single sensor Situation specific
Motion sensors (VRS) 3 x VRS Loss of one VRS Loss of one VRS Situation specific
Heading sensors (Gyro) 3 x Gyrocompass Loss of 1 Gyro Loss of 1 gyro Situation specific
Network All network operational Alarm/Fault indication on network Alarm/Fault indication on network Loss of network
Comms system Internal VHF Radio, Clear comm and UHF radio Loss of any Loss of any Loss of communications
Environment parameters (Wind speed, Hs, Current),
approach
Weather & Sea conditions as per operation/location 40 knots< reaching agreed limits Situation Specific.
Environment parameters (Wind speed, Hs, Current),
Offtake/Departure
Heave, pitch and roll Weather & Sea conditions as per operation/location Reaching agreed limits Reaching agreed limits Situation specific.
Additional emergency scenarios for DP in event of fire,
imminent collision etc. noted in Emergency Response
Procedures, shall follow the Ships marine Operation
Instructions.
Actions advisory: Status: Refer to specific
Ships marine operations procedure
Move to yellow
Prepare for abandon Actions Red alarm: Abandon operation
& relocate
MASTER CLIENT REP.
9 DP EMERGENCY PROCEDURES
9.1 Introduction
9.1.1 No matter how well operated, managed and maintained a DP vessel is, it is
nevertheless inevitable that at some time in its lifetime an undesired event will
occur during a DP operation that will require emergency action by its DP
Operators.
9.1.2 An undesired event is defined as one which results or has the potential to result
in loss of vessel position to the extent that the vessel, the operation, personnel
or the environment are at risk.
9.1.3 Such undesired events can be caused by one or more of a number of faults,
including loss of main propulsion and/or thrusters, loss of power generation or
distribution systems, loss of DP control caused by loss of position reference
signals, on board emergency such as fire/collision or sudden deterioration of
weather conditions.
9.1.4 It is impossible to provide DP emergency operating procedures to cover all
possible emergency scenarios. However, it is possible to give guidance as to
initial actions and to allocate particular responsibilities to specific persons.
9.1.5 DP Status System Philosophy is described in chapter 8 in this document.
9.2 Corrective Actions
9.2.1 Degraded Operational Status Actions to be taken:
For the purpose of clarity the following definitions apply;
No. 1 DP Operator: In command of the DP console
No. 2 DP Operator: Officer of the Watch
Number 1 DP Operator
Remain in command at the DP console.
Immediately inform No. 2 DP Operator and the Master (if
not already on the bridge)
Closely monitor vessel position and propulsion unit activity.
Assess the possibility of altering the ships position or
heading to regain normal operating status.
Number 2 DP Operator
Without assuming control of the DP console, immediately
consult with the No. 1 DP Operator.
If the Master is not already on the bridge, inform him that a
degraded operational status exists.
Enter the time and the circumstances relating to the
degraded operational status in the bridge log book.
Master
Proceed to the bridge as soon as possible (where the Master
is not already on the bridge).
On arrival on the bridge, the Master is to assess the situation
as fully as possible before taking appropriate executive
action. The Master is to inform the other DP Operator(s)
when he has taken over the practical command of the
vessel, i.e. when he has the command.
NB: It is important that the DP Operators do not
assume that the Master takes command of the DP
operation immediately on arrival on the bridge.
9.2.2 Emergency Status Actions to be taken:
No. 1 DP Operator
In addition to responses 1) and 2) required for Degraded
Operational Status the No. 1 DP Operator should take the
following further actions.
In the event of a DP system failure which results in a loss of
position or a situation in which loss of position is inevitable,
he or she should make every effort to prevent collision with
the installation. In most circumstances there is a possibility
to take command on the other OS, but time and situation
specific circumstances may require an attempt to maintain
position by manual control of the thrusters. This is done by
taking the following steps:
o Turn the Mode Selector Switch to Independent Joystick
control or to manual levers.
o Take command on the Independent Joystick control console
or on the manual levers control console this gives control
of the propulsion units to the Independent Joystick unit or to
the manual levers.
No. 2 DP Operator
Assist Number 1 DP Operator as required.
Immediately inform the Master if he is not already on the
bridge.
Maintain a record of events in the bridge log book,
including times as accurately as possible.
Master
Proceed to the bridge as soon as possible (where the Master
is not already on the bridge).
On arrival on the bridge, the Master is to assess the situation
as fully as possible before taking appropriate executive
action. The Master is to inform the other DP Operator(s)
when he has taken over the practical command of the
vessel, i.e. when he has the con.
NB: It is important that the DP Operators do not
assume that the Master takes command of the DP
operation immediately on arrival on the bridge
9.3 Priorities
9.3.1 Priorities should be clearly established for dealing with a DP emergency. The
authority of the Master is of fundamental importance at such times. In an
emergency the DPO takes orders directly from the Master, so there is no room
for doubt or dissension. There should be close co-operation among the DPOs
on the priorities given. The senior DPO and Supervisor(s) on duty at the time
of the emergency are to act to the same priorities without undue hesitation.
9.3.2 Priorities should take the following into account:
The safety of lives is the first priority.
The Master has the ultimate authority to assess and decide
on courses of action in this respect.
The advice of the Superintendent(s) should be taken into
account.
The safety of property is of lower priority.
No effort should be made to safeguard property at the
expense of safety of lives, but the potential danger to life
associated with certain threats to property should not be
overlooked.
The advice of the Clients Representative and Offshore
Installation Manager should be considered, where possible,
with respect to the safety of offshore installations and
equipment.
10 DP FOOTPRINT PLOTS
10.1 Introduction
10.1.1 A DP footprint plot is a record that is made of the vessels DP station keeping
ability in particular environmental conditions using various propulsion
configurations, such as:
With all propulsion units available (i.e. main propeller, two
bow thrusters, two retractable bow azimuth thruster, two
stern azimuth thrusters.
With the most effective propulsion unit lost, (i.e. the most
effective unit for the given circumstances) and,
With the worst case failure (i.e. busbar failure of the 690V
system, trip of a UPS or a 24V system. Either of these
failures will result in a half blackout situation).
10.1.2 A DP footprint plot should define an envelope within which the vessel
maintained station during a test period and should also identify any conditions
under which the vessel was unable to maintain position. In this way DP
footprint plots can verify the accuracy of the computer generated DP capability
plots.
10.1.3 DP footprint plots should be recorded as regularly as possible. Opportunities
should be taken during stand-by periods and at times of weather downtime. A
file should be built up during the life of the vessel so that a record is
maintained of the vessels station keeping ability in various environmental
conditions and with various propulsion unit configurations.
10.1.4 DP footprint plots provide evidence to clients, classification societies and other
authorities of the vessels DP station keeping performance and DP capabilities.
In addition, DP footprint plots provide evidence of continuing thoroughness in
DP vessel management.
10.2 Procedure
10.2.1 DP footprint plots are conducted in the following manner (see examples);
The vessel should be in AUTO DP. Record wind, waves
and current on the plotting sheet, drawing appropriate
vectors.
Record propulsion unit configuration on the plotting sheet.
Observe position excursions from the intended position by
the most appropriate means, plotting the vessels position
regularly, e.g. every minute.
10.2.2 Over the years of vessel operation a portfolio of DP footprint plots should be
compiled.
10.2.3 The DP footprints should only be used as guidance during planning the of a DP
operation and should not been seen as any other than a theoretical model.
10.3 DP Footprint Plot Worked Example 1
10.3.1 NB The worked example is just for illustration use and not specially worked
out for Normand Oceanic
10.3.2 Location
The vessel is at sea and is waiting on weather. The opportunity is taken to
carry out DP footprint plots.
10.3.3 Weather
Wind is 30-35 knots from a direction of 225 T. Significant wave height is 3.5
metres.
10.3.4 Position References
Of the various position references available, DGPS is the most accurate at the
time and is used as the sole position reference.
10.3.5 Sequence of Actions
1. Note the following information on the plotting sheet.
Date: 06.05.2011
Time: 06:30
Location: Brent field
DP Operator: Ola Normann
Position References Environment
DPS 132 YES Wind Dirn 225(T)
DPS 116 YES Wind Speed 35-40 kts
Seapath 200 YES Wave Period 8 secs
Seapath 200 YES Sig. Wave Ht. 4.0 m
DPS 200
YES
Current Dir Nly
Fanbeam
YES
Current Spd 1.0 kt
Hipap 500
YES
Hipap 500
YES
NB Show the wind and current direction and strength on the plotting sheet
by vector arrows as indicated in the worked example.
2. Record which propulsion units are on-line to DP. In this case all
propulsion units are on line. Also note the draft of the vessel and the
vessels heading.
3. Select a scale which fits in with the estimation of the vessels movement
and note on the plotting sheet. E.g. one unit = 2 metres.
4. Select a plotting time frequency, e.g. one position marker every 30 seconds
over a period of 10 minutes. Note that the plot is relative. The X axis is
090 - 270 I and the Y axis is 000 - 180 I. The position of the vessel
cannot be recorded with millimetre accuracy. It is sufficient to record to
within half a metre.
5. It is also necessary to record any significant heading changes during the
test period, in particular any occasion when the heading change was
outside acceptable parameters and also if the heading was irretrievably
lost.
6. Mark the vessels position in a similar manner to that shown in the worked
example. After 10 minutes there should be 20 marked positions.
Assuming that the vessel has not irretrievably lost position or heading
during that time, then the footprint indicated on the sheet is a measure of
the accuracy to which the vessel maintained position in the recorded
circumstances.
10.3.6 Conclusion
The results of the test indicate that, with the wind and sea on the port quarter
and with the vessels stern to the current, the vessel is able to maintain position
within +/- 3 metres of the target position.
10.4 Normal Operation
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10.5 DP Footprint Plot Worked Example 2
10.5.1 NB The worked example is just for illustration use and not specially worked
out for Polar Prince.
10.5.2 The environmental conditions for this test are similar to Example No.1.
However, there is a significant difference to this example; that the worst case
condition is being examined.
10.5.3 Conclusion
As can be seen from the plotting sheet, in Example No.2 the vessel was unable
to maintain position within +/-3 metres of the target position.
10.5.4 NB In addition to recording vessel position it is also important to record the
activity of the main propellers and the thrusters.
10.6 After the worst case single failure
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11 DP CAPABILITY
11.1 Introduction
The DP Capability Plots are calculated plots for intact operation and with
various combinations of thrusters down, including worst case failure. It is
important to note that these plots are not plots of actual performance, but are
based on calculations, and are thus subject to sources of error. The vessels
capability plots are available from the manufacturer of the DP system.
11.2 Responsibilities
Key DP personnel should be aware of the calculated DP Capabilities of the
vessel and should take account of the calculated results in determining whether
it is safe to carry out DP operations.
11.3 Further Considerations
Key DP personnel should also bear in mind that, wherever possible,
opportunities should be taken to verify the calculated DP Capabilities by
demonstration. This can be done whilst taking DP Footprints, as explained in
Section 9 of this manual.
12 DPTrials
12.1 Introduction
12.1.1 There are two levels of DP testing for this vessel. Annual DP Trials and DP
Field arrival checklist.
12.2 Annual DP Trials
The purpose of Annual DP trials is to verify the overall capability and
performance of the vessels DP system.
Overall DP capability and performance is verified by testing all known fault
and failure conditions that are important to DP. The trials are intended to
provide evidence that redundancy, protection and consequences are within
guidelines.
The Annual DP Trials programme is based on the recommendations made by
IMCA and UKOOA (OGUK) on the auditing of DP vessels.
The Annual DP Trials consist of a number of tests covering all major systems
and sub-systems that make up the DP system. Each test is set out on a separate
sheet in a consistent manner, viz.:
a) Method
b) Expected results
c) Results
d) Comments
e) Witness
Trials results should be recorded in the results section of each test sheet. The
results should be filed and kept on board the vessel as a record. Reports of
Annual DP Trials should contain conclusions and recommendations. This
section should address relevant problems and unexpected results that may have
come to light during the trials.
The trials should be carried out annually and at least within 15 months of the
previous set of Annual DP trials.
The trials should also be witnessed by an independent DP auditor, who should
sign each of the test sheets. Client representatives should also be invited to
attend the trials.
Annual DP Trials Programme
Normand Oceanic
12.3 EQUIPMENT SUB-SYSTEM 1 ELECTRICAL
12.3.1 Simulate S/C on PS 230V Main Switchboard
Method:
- On DP
- DP Class 3 configuration bus-tie breakers open
- All thrusters on line
- Thruster 7, main propeller, supplied from 6,6kV SWBD SB
- EG in local
1. Fail 690V/230V transformer feeding 230V SWBD PS by tripping breaker
Results expected:
1. Alarm, Blackout of main 230V SWBD PS, No effect on station keeping performance
DP UPS 2 and BU UPS on battery
IAS I/O 1,3,5,7,9,11,13 on redundant supply
Loss of temp monitoring DG1, DG2
IAS UPS PS on battery
Thrusters 3, 4, 5 on redundant power supply to thruster controller
DO NOT RESTORE
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 1 ELECTRICAL
12.3.2 Simulate S/C PS 690V Main Switchboard
Method:
- On DP
- EG in local
1. Fail 6,6kV/440V transformer feeding 440V SWBD
2. Fail 6,6kVV/690V transformer feeding 690V Heavy Consumer distribution board
3. Fail 6,6kVV/690V transformer feeding 690V SWBD PS by tripping breaker
Results expected:
1. Alarm , no influence on station keeping, none important consumers
2. Alarm, Blackout of 690V HC distribution PS side
3. Alarm, Blackout of main 690V SWBD PS, Thruster3 (BT2) trips due to loss of HPU.
No effect on station keeping capability.
DO NOT RESTORE
Results found:
Comments:
Witnessed by: Date:
12.3.3 Simulate S/C PS 6,6kV Main Switchboard
Method:
- On DP
- EG in local
1. Stop running DGs (PS)
Results expected:
1. Alarm, Half blackout of main 6,6kV SWBD PS, Reduced thruster capability but no loss
of station keeping
RESTORE
Results found:
Comments:
Witnessed by: Date:
12.3.4 Simulate S/C on SB 230V Main Switchboard
Method:
- On DP
1. Fail 690V/230V transformer feeding 230V bus-bar 2 by tripping breaker
Results expected:
1. Alarm, Blackout of main 230V SWBD SB, No effect on station keeping performance,
DP UPS 1 and UPS 4 on battery
IAS I/O 2,4,6,8,10,12 on redundant supply
Loss of temp monitoring DG3, DG4
IAS UPS SB on battery
Thrusters 1, 2, 6 on redundant power supply to thruster controller
DO NOT RESTORE
Results found:
Comments:
Witnessed by: Date:
12.3.5 Simulate S/C SB 690V Main Switchboard
Method:
- On DP
1. Fail 6,6kV/440V transformer feeding 440V Heavy Consumers distribution board
2. Fail 6,6kVV/690V transformer feeding 690V Heavy Consumer distribution board
3. Fail 6,6kVV/690V transformer feeding 690V SWBD SB by tripping breaker
Results expected:
1. Alarm, no effect on DP systems
2. Alarm, no effect on DP systems
3. Alarm, blackout of main 690V SWBD SB, Thruster1 (BT1) trips due to loss of HPU. No
effect on station keeping capability.
DO NOT RESTORE
Results found:
Comments:
Witnessed by: Date:
12.3.6 Simulate S/C SB 6,6kV Main Switchboard
Method:
- On DP
1. Stop running DGs (SB)
2. Change over main propeller to PS SWBD and restart
Results expected:
1. Alarm, Half blackout of main 6,6kV SWBD SB, Reduced thruster capability but no loss
of station keeping
2. Works and can be selected back into DP
RESTORE
Results found:
Comments:
Witnessed by: Date:
12.3.7 Main Switchboard 6,6kV Performance
Method:
- On DP
- Two DGs running
- Two DGs on standby
1. Increase load continuously to maximum.
2. Do the same test with other configuration.
Results expected:
1. Auto start of standby generators.
2. Auto start of standby generators.
Results found:
Comments:
Witnessed by: Date:
Method:
- On DP
- DP Class 2 configuration bus-tie breakers Closed
- PM supplied from 6,6kV bus-bar 1
- DG2 & DG4 running
- The other DGs on standby
1. Increase load continuously to maximum.
2. Do the same test with DG1 and 3 online,
Decrease load resulting in unloading of a DG and disconnecting from SWBD, cool down of
engine(s).
3. During cool down sequences, increase load to maximum
Results expected:
1. Auto start standby generator.
2. Auto start standby generator.
3. Generator in cool down auto connects to bus-bar
Results found:
Comments:
Witnessed by: Date:
Method:
- On DP
- DP Class 2 configuration bus-tie breakers Closed
- PM supplied from 6,6kV SWBD SB
- Two DGs running 55% load
- Other DGs on standby
1. Trip one running DG
Do the same but this time inhibit start of 1
st
standby DG
2. Trip one running DG
Results expected:
1. Alarm, Auto start of 1. standby engine insufficient thrust, load reduction on thrusters
2. Alarm, Try to start 1
st
standby, then PMS initiate start of 2
nd
standby or all depending on
configuration in PMS. In the meantime insufficient thrust, load reduction on thrusters
Results found:
Comments:
Witnessed by: Date:
12.3.10 Simulate S/C on Ships 230V Ships UPS System (IAS)
Method:
- On DP
1. Fail power to ships IAS UPS 1 and test battery endurance for 30 minutes
2. Simulate s/c of ships IAS UPS 1, restore
3. Do same tests for ships IAS UPS 2
Results expected:
For each ships IAS UPS:
1. Alarm, running on battery , minimum endurance 30 minutes
2. Alarm, No effect on station keeping performance
Results found:
Ships IAS UPS 1 Ships IAS UPS 2
Comments:
One IAS UPS powers IAS operator stations in main ECR while the other powers operator
station in backup ECR.
IAS I/O cabinets are dual powered from both IAS UPS and ships 230V supply, with alarm
for loss of either supply.
Witnessed by: Date:
12.3.11 Simulate S/C on Ships 24V System
Method:
- On DP
1. Fail charger rectifier 1 to DC-10
2. Fail charger rectifier 2 to DC-10
3. Test battery endurance for 30 minutes
4. Simulate s/c on DC-10, restore
5. Do same tests for DC-20, DC-30 and DC-40
Results expected:
For each group:
1. Alarm rectifier failure
2. Alarm rectifier failure
3. Alarm, run on battery, minimum endurance 30 minutes
4. Alarm, No loss of more than 50% of thruster capacity
5. Same results as above
Results found:
DC 10
DC-30
DC 20
DC-40
Comments:
Witnessed by: Date:
12.3.12 Simulate S/C on Ships 690V/230V Emergency switchboard
Method:
- On DP
- ESB fed from 690V bus-bar 1
- EG in Auto
1. Trip 690V/230V emergency board transformer
2. Trip supply to emergency switchboard from main 690V bus-bar
3. Trip EG simulate S/C of 690V ESB
Results expected:
1. Alarm, Blackout of 230V ESB, no loss of DP.
2. Alarm, Blackout of 690V ESB, auto start of EG, no loss of DP
3. Alarm, Blackout of 690V ESB, no loss of DP
Results found:
Comments:
Witnessed by: Date:
12.3.13 Performance on High Load
Method:
- On DP
- DP Joystick on High Gain
- Fixed Yaw (heading) selected
- Two DG running on either side
1. Joystick to full starboard for approximately 3 minutes
2. Joystick quickly over to hard port for approximately 4 minutes
3. Joystick quickly back to hard starboard for approximately 2 minutes
Results expected:
1. The vessel accelerates slowly to maximum athwart ship.
2. The starboard movement is stopping, accelerate maximum athwart ship to port
3. The port movement is stopping and starts to accelerate to starboard.
Load/ speed reduction if required.
Results found:
Comments:
Witnessed by: Date:
12.4 EQUIPMENT SUB-SYSTEM 2 POWER GENERATION
12.4.1 Simulate Low FO Level and Pressure Alarm for FO system
Method:
- On DP
1. Test Low level alarm sensor MDO settling & service tanks PS, restore
2. Test Low level alarm sensor MDO settling & service tanks SB, restore
3. Test Low level alarm sensor MDO service tank EG, restore
4. Stop electric driven FO booster pump ME#
5. Simulate FO diff. pressure alarm over FO filter
6. Test air driven backup pump
7. Check that X-over valves are marked and in closed position
8. Check QCV cabinet
Results expected:
1. Alarm
2. Alarm
3. Alarm
4. Alarm,
5. Alarm
6. Works
7. Valves are closed and marked, ease of access.
8. Closed, handle configuration as per FMEA, and split according to DP zones.
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 2 POWER GENERATION
12.4.2 Lubrication system
Method:
- On DP
For each engine:
1. Simulate Low pressure
2. Simulate Low-Low pressure
3. Simulate low level alarm sump
Results expected:
1. Alarm, and stop of affected engine done by PMS, auto start of next standby generator
2. Alarm, Auto stop affected engine
3. Alarm
Results found:
Comments:
Witnessed by: Date:
12.4.3 Simulate SW cooling System Failure
Method:
- On DP
- All thrusters online.
Not Applicable, All important systems uses box coolers
Left in to show not forgotten
Results expected:
Results found:
Comments:
Witnessed by: Date:
12.4.4 Simulate FW System Failures
Method:
- On DP
1. Test low level alarm sensor on expansion tank to each DG FW cooling system, restore
2. Fail power/ air supply to TCVs
3. Test low level alarm sensor exp. tanks to thrusters and misc. systems, restore
4. Simulate failure of running FW pump thruster cooling, restore
5. Simulate failure of running FW pump Transformer cooling (both ways), restore
Results expected:
1. Alarm
2. TCV fails as set visual observation
3. Alarm
4. Alarm, start of standby pump)
5. Alarm, start of standby pump
Results found:
Comments:
Witnessed by: Date:
12.4.5 Simulate FW Chiller AC System Failures
Method:
- On DP
1. Simulate failure of running FW pump, restore
2. Simulate failure of running chill water pump, restore
3. Check that segregation valves are closed and marked.
Results expected:
1. Alarm and operator has to start the other pump
2. Alarm and operator has to start the other pump
3. Valves are marked accordingly and segregated
Results found:
Comments:
There are two pumps; both 100% capacity and only manual start if running pump fails.
There are no low level alarm on ice water side, exp. tank is pressurised.
Witnessed by: Date:
12.4.6 Start/Control air system
Method:
- On DP
For each engine:
1. Isolate the air to DGs and drain the supply line.
2. Isolate the control air system and drain the system
Results expected:
1. Alarm. No effect on running engine or station keeping
2. Alarm. No effect on running engine or station keeping
3.
Results found:
Comments:
Witnessed by: Date:
12.4.7 Overspeed/ AVR failure of Diesel Generator
Method:
- On DP
- DP Class 2/3 configuration closed bus-tie breaker
- For Test 3 increase load to 30 %
1. Simulate Overspeed of a DG by increasing the RPM manually on engine or from SWBD
in local droop mode
2. Simulate AVR failure of one DG by fail power supply, restore
3. Fail over/ under excitation to a DG, one at the time. Restore
Results expected:
1. Alarm, DG breaker trips of affected DG. PMS start standby DGs
2. Alarm, DG breaker trips of affected DG. PMS start standby DGs
3. Alarm, DG breaker trips of affected DG, PMS start standby DGs
Results found:
Comments:
Witnessed by: Date:
12.4.8 Simulate Failure of Main Engines Governor
Method:
- On DP
For each DG:
1. Fail supply 1 to DG# (respectively DC31/ DC41)
2. Fail supply 2 to DG#( respectively DC31/ DC41)
3. Fail supply to UNIC governor (respectively DC31/ DC41)
4. Fail supply to UNIC governor (respectively DC31/ DC41)
5. Fail supply 1 to DG# Safety system (respectively DC31/ DC41)
6. Fail supply 2 to DG# Safety System ( respectively DC31/ DC41)
Results expected:
1. Alarm, control cabinet power failure, DG will run on supply 2
2. Alarm, control cabinet power failure, DG will run on supply 1
3. Alarm, Governor power failure, will run on supply 2
4. Alarm, Governor power failure, will run on supply 1
5. Alarm, Safety System power failure, will run on supply 2
6. Alarm, Safety System power failure, will run on supply 1
Results found:
Comments:
Witnessed by: Date:
12.4.9 Simulate Failure Governors
Method:
- On DP
For each engine/ generator:
1. Simulate speed pickup 1 failure
2. Simulate speed pickup 2 failure
3. Simulate failure of Generator circuit breaker input signal
Results expected:
1. Alarm, no effect on DG or load
2. Alarm, no effect on DG or load
3. Loss of load sharing, Diesel engine switches in Droop mode, No alarm and no indication
to PMS. If load changes, asymmetric load sharing detection by PMS will detect the
failure and will send all generators into DROOP mode and bus tie breaker will opens.
Results found:
Comments:
Witnessed by: Date:
12.4.10 Simulate Failure Governors cont.
Method:
- On DP
For each DG:
1. Simulate failure of Isochronous/ droop input signal
2. Simulate failure of Generator voltage feedback signal (trip fuse at SWBD for voltage
transformer)
3. Simulate failure of Load sharing signal
4. Simulate actuator failure or fail power supply/ plug to actuator.
Results expected:
1. Alarm, DG switches into droop mode and continuo to run
2. Alarm, DG breaker trips
3. Alarm, no load sharing, PMS switches all DGs into DROOP mode.
4. Alarm. Stop of affected DG
Results found:
Comments:
Witnessed by: Date:
12.4.11 Simulate a Failure IAS System
Method:
- On DP
1. Fail Network (wire break) , restore
2. Fail CPU station # , restore
3. Fail each OS station in turn
4. Check mimics for completeness and right inputs
5. Fail power supply to CPU# and Ethernet-Switch
Results expected:
1. Alarm, No affect ring line system
2. Alarm, Loss of remote control of systems through that CPU
3. Alarm, operator uses other station, mimic is up-to-date and no effect on station keeping
performance
4. All mimics up to dated reflected all important data
5. Alarm, loss of communication/ controls (for either)
Results found:
Comments:
Witnessed by: Date:
12.4.12 Simulate Failure PMS
Method:
- On DP
- All DGs running
1. Fail power supply to the HMI screens
2. Fail MPI Bus comm. between the PMS Screens and CPU B (SB)
3. Simulate failure of CPU A/ B by failing power (one at the time)
4. Fail supply to each individual ET200 unit, restore
5. Fail supply to each individual SIPROTEC 7UM62 unit, restore (F1)
Results expected:
1. Alarm, No effect on PMS
2. Alarm comm. failure, fault cannot be reset or ackn alarm, thus loss of PMA functionality
3. Alarm, Image freezes in last status, No effect on breakers status Blackout start will not
operate due to loss of essential detection signals. PMS function for opposite side works
as normal.
4. Alarm, no effect on running DG, PMS start standby DG
5. Alarm, trip of DG as loss of Generator Protection Unit (GPU). PMS start standby DG
Results found:
Comments:
Witnessed by: Date:
12.4.13 Simulate Failure PMS - cont
Method:
- On DP
- All DGs running
Close bus-tie breaker; Now PMS A controls all DGs
1. Fail Ethernet comm. between the two CPUs (A & B), restore
2. Fail Profibus DG comm. to each CPU
3. Open Bus-tie breaker 2, observe effect on Bus-tie breaker 1
4. Try to close bus-tie breaker 2 when bus-tie breaker 1 is open
Have only 2 DG running
5. Check start block of heavy consumers when try to start.
Results expected:
1. Alarm, comm. failure
2. Alarm, loss of data from respective DG system, DGs to LOC (Local control) standby
start not possible)
3. Bus-tie breaker 1 stays
4. Not able to close bus-tie breaker 2 while Bus-tie breaker 1 open
5. PMS hold start of heavy consumer until enough power is available (start of standby
DG)
Results found:
Comments:
Witnessed by: Date:
12.4.14 Fail kW signal to DP
Method:
- On DP
For each generator:
1. Fail kW signal to DP with
2. Fail running/breaker signal to DP
Results expected:
1. Alarm.
2. Breaker change to open.
Results found:
Comments:
Witnessed by: Date:
12.5 EQUIPMENT SUB-SYSTEM 3 THRUSTER
12.5.1 Tunnel thruster - Hydraulic system
Method:
- On DP
For each tunnel thruster:
1. Fail on line hydraulic HPU pump
2. Check start inhibits / Restore hydraulics and start thruster
3. Check low level alarm header tank
Results expected:
1. Stop of thruster
2. Inhibit start
3. Alarm
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 3 THRUSTER
12.5.2 Tunnel thrusters - Signal failures DP to Thruster Cabinet
Method:
- On DP
1. Fail Pitch order signal from DP to TCC, restore, (X3 4,5)
2. Fail rpm order signal from DP to TCC, restore, (X4 4,5)
3. Fail rpm - speed feedback signal from TCC to DP, restore (X2 2,3)
4. Fail Pitch feedback signal to DP, restore (X1 5,6)
5. Fail pitch order signal from TCC to Thruster, restore (UN 10 X5-3/ 5/ 4)
6. Fail pitch feedback from thruster to TCC, restore (UN10 M23 19/204)
7. Fail rpm - speed order signal from TCC to FC, restore ( UN10 X5- 6/ 7 )
8. Fail rpm - speed feedback signal from FC to TCC, restore (UN10 M23 21/110)
Results expected:
1. Thruster # not ready, rpm to idle and pitch to zero.
2. Thruster # not ready, rpm freeze and pitch to zero.
3. Thruster # input error, thruster works as normal
4. Thruster # input error, thruster works as normal
5. Thruster # not ready, drops out of DP rpm to zero, pitch freeze. Thruster stops
6. Thruster # Not ready, drops out of DP and into backup mode on lever
7. Thruster # not ready, drops out of DP and into backup mode on lever
8. Thruster # prediction error, thrust force freezes
Results found:
Comments:
TCC = Thruster Control Cabinet FC = Thruster Freq. converter/ drive
Thruster load signal is based on calculation pitch and rpm feedback
Witnessed by: Date:
12.5.3 Retractable Azimuth Thruster (Bow Azi #) Hydraulic Servo System
Method:
- On DP
For the retractable azimuth thruster:
1. Fail running LO/ steering pump, restore
2. Check start inhibits by Low oil pressure, restore
3. Simulate low-level of LO tank, restore (X5 308/276)
Results expected:
1. Prediction error, steering not following order, prediction error then fail safe and thruster
not ready and drops out of DP
2. Converter will not start, no start of AT
3. Alarm, Gravity tank low level
Results found:
Comments:
Witnessed by: Date:
12.5.4 Retractable Azimuth Thruster - Signal failures
Method:
- On DP
1. Fail rpm command signal from DP to TCC , Restore (X3 4,5)
2. Fail rpm feedback signal from TCC to DP, Restore (X1 5,6)
3. Fail rpm command signal from TCC to FC, Restore ( UN10 U22-5/6) )
4. Fail rpm feedback signal from FC to TCC, Restore ( UN10 M23 21/ 114 )
Results expected:
1. Thruster # not ready, rpm to idle and azimuth to zero
2. Thruster # Input error rpm, thruster works as normal (uses base value)
3. Thruster # not ready, rpm to idle, azimuth rotate 90 and available for BU ctrl.
4. Thruster # Prediction error rpm, thruster works as normal
Results found:
Thruster 2 (BowAzi1) Thruster 4 (BowAzi2)
Comments:
TCC = Thruster Control Cabinet
Witnessed by: Date:
12.5.5 Retractable Azimuth Thruster - Signal failures cont.
Method:
- On DP
5. Fail azimuth order signal from DP to TCC, restore (X4 4,5)
6. Fail azimuth feedback signal from TCC to DP. Restore (X2 2,3)
7. Fail azimuth order signal from TCC to thruster, Restore (X5- 21/22/23/24 )
8. Fail azimuth feedback from thruster to TCC, restore (M23 19/20/22/101)
Results expected:
5. Thruster # Not ready, rpm to idle, azimuth to zero
6. Thruster # input error, DP uses calculated feedback
7. Thruster # Prediction error Azimuth, Thruster freeze
8. Thruster # not ready, thruster possible to operate BU ctrl
Results found:
Thruster 2 (BowAzi1)
Comments:
Thruster 4 (BowAzi2)
Witnessed by: Date:
12.5.6 Thruster Control Cabinet Failures
Method:
- On DP
1. Fail 230V power supply to TCC, restore ( LP1/ LP2)
2. Fail 24V power supply to TCC , restore (DC11/DC21)
3. Fail ships supply (24V) to thruster drive (FC), restore (DC31/DC41)
Results expected:
1. Alarm Control voltage error in IAS, changeover to backup supply
2. Alarm Control voltage error in IAS, (No sleeping fault)
3. Alarm, thruster trips
Results found:
Comments:
Witnessed by: Date:
12.5.7 Main Azimuth Propulsion - Hydraulic LO System
Method:
- On DP
For each main propeller:
1. Fail running LO pump
2. Check low level alarm tanks on system (X108 1/2)
Results expected:
1. Alarm, Thruster continues to run on internal LO circulation
2. Alarm
Results found:
PS SB
Comments:
Witnessed by: Date:
12.5.8 Main Azimuth Propulsion Signal Failures
Method:
- On DP
1. Fail rpm order signal from DP to TCC, restore (X3 4,5)
2. Fail rpm feedback signal from TCC to DP, restore (X1 5,6)
3. Fail rpm order signal from TCC to Converter , restore (UN10 X5 7/8)
4. Fail rpm feedback signal from Converter to TCC, restore (M23-21/ 108)
5. Fail azimuth command signal from DP to TCC. Restore (X4 4,5)
6. Fail azimuth feedback signal from TCC to DP, Restore (X2 2,3)
7. Fail azimuth command signal from TCC to thruster, Restore (UN10 U20 5/6 & U21-5/6)
8. Fail azimuth feedback signal from thruster to TCC, Restore (M24 20/21/25/102)
Results expected:
1. Thruster # prediction error/ not ready, rpm to idle
2. Thruster # input error, thruster works as normal, DP uses calculated feedback
3. Thruster # not ready, rpm to zero, azimuth to zero, BU ctrl
4. Thruster # prediction error, Thruster works as normal
5. Thruster # not ready, Azimuth to zero direction (forward), rpm to idle
6. Thruster # alarm, DP uses calculated feedback
7. Thruster # prediction error + steering gear alarm in VIEWCON
8. Thruster # not ready and BU ctrl.
Results found:
Comments:
TCC = Thruster Control Cabinet FC= Frequency Converter
Witnessed by: Date:
12.5.9 Main Propellers Signal Failures TCC - Thruster
Method:
- On DP
Main Propeller KaMeWa 86XF5/4E-3700:
1. Fail rpm order signal from DP to TCC, restore (X4 4,5)
2. Fail pitch order signal from DP to TCC, restore (X3 4,5)
3. Fail rpm feedback signal from TCC to DP, restore (X2 2,3)
4. Fail Pitch feedback signal from TCC to DP, restore (X1 5,6)
5. Fail rpm order signal from TCC to Converter , restore (M23 U20 5/6)
6. Fail rpm pickup on gear, restore (BM 13-11 4-13)
7. Fail pitch order from TCC to Thruster, Restore (X20 5,6,7)
8. Fail pitch feedback signal from Thruster to TCC, Restore ( M23 17/ 22/ 114)
Results expected:
1. Thruster # not ready, pitch to zero and rpm combinatory
2. Thruster # not ready, pitch to zero/ rpm to idle
5. Thruster # not ready , rpm to idle, pitch to zero and BU ctrl
6. Thruster # prediction error, rpm indication to idle
7. Thruster # prediction error then not ready , pitch to zero pitch freeze and declutch
8. Thruster # not ready drops out of DP, goes into BU ctrl
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 5: THRUSTERS
12.5.10 Main Propeller LO/ Servo System
Objective: To verify failure effect of main propeller LO/ Servo system
Method:
On DP
All thrusters online
1. Fail running hydraulic servo pump ( drain pressure switch)
2. Check low level alarm tank on system
Results expected:
1. Alarm, Start of standby pumps
2. Alarm
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 3 THRUSTERS
12.5.11 Steering gear/ rudder control system failures
Method:
- On DP
1. Fail Command signal from DP to steering gear electronic cabinet (X4 1,2)
2. Fail feedback signal from steering gear to DP (X2 4,5,6)
- Deselect rudder from DP
3. Fail rudder out of zero position, when rudder is not selected in DP.
Results expected:
For each steering gear:
1. Prediction error in DP, rudder to freeze
2. Prediction error in DP, rudder follow commands, zero in DP but works acc main panel
3. Alarm in DP, rudder main prediction alarm azimuth.
Results found:
Comments:
Witnessed by: Date:
12.5.12 VIEWCON
Method:
- On joystick
For each thruster:
1. Fail power supply to VIEWCON UN 23 one at the time
2. Fail both supplies to VIEWCON UN 23
3. Do the same for UN20/ UN25/ UN24
4. Simulate wire break of fibre optic ring line
5. Simulate wire break of CAT5 from a thruster
Results expected:
1. Alarm for each supply
2. Alarm, loss of ctrl monitoring of affected thrusters (PS side)
3. Alarm, results as above. For UN 20 and 25 loss of operator interface to affected thrusters
4. Alarm
5. Alarm only on VIEWCON not in DP, no effect on station keeping
Results found:
Comments:
Witnessed by: Date:
12.5.13 Thrusters stops
Method:
- On joystick
For each thruster:
1. Activate start/stop on bridge
2. Activate emergency stops
3. Check loop monitoring of E-stop
4. Activate the emergency operation of each thruster
5. Test all wheelhouse controls while in DP
Results expected:
1. Stops
2. Stops
3. Alarm for cable break
4. The thruster deselected from DP, operation by lever locally
5. Not alive
Results found:
Comments:
E-stop: normally open with resistors and loop monitoring.
Witnessed by: Date:
12.6 EQUIPMENT SUB-SYSTEM 4 DP CONTROL
12.6.1 KM UPS 1 PS Failure
Method:
- On DP
- Select all available reference systems
1. Simulate mains failure
2. Test battery endurance for 30 min.
3. Simulate fuse failure at fuses in battery box and cabinet (short circuit)
Results expected:
1. UPS alarms local and on DP
2. UPS runs on battery for 30 min.
3. Alarms on DP, connected equipment fails one by one
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 4 DP CONTROL
12.6.2 KM UPS 2 SB Failure
Method:
- On DP
Results expected:
Results found:
Comments:
Witnessed by: Date:
12.6.3 KM UPS 3 SB Failure (BU DP)
Method:
- On DP
Results expected:
Results found:
Comments:
Witnessed by: Date:
12.6.4 KM UPS 4 SB Failure
Method:
- On DP
Results expected:
Results found:
Comments:
Witnessed by: Date:
12.6.5 Computer Network failure test
Method:
- On DP
- All thrusters engaged
1. Fail comm. on Network A , restore
2. Fail comm. on Network B, restore
Results expected:
1. Alarm, No effect on station keeping still comm. via net B
2. Alarm, No effect on station keeping still comm. via net A
Results found:
Comments:
+
Witnessed by: Date:
12.6.6 Computer failure test
Method:
- On DP
DPC A On line:
1. Trip power supply to DPC A and Observe position accuracy
DPC B On line
2. Trip power supply to DPC B and Observe position accuracy
DPC C On line
3. Trip power supply to DPC C and Observe position accuracy
Results expected:
1. Alarm, Loss of DPC A, automatic changeover to DPC B
2. Alarm, Loss of DPC B, automatic changeover to DPC-A
3. Alarm, No effect on DPC A or DPC B, lost DPC C (emergency bridge)
Results found:
Comments:
Witnessed by: Date:
12.6.7 Check DP Console OS 1 & OS 2
Method:
- On DP
1. Fail supply to KPOS OS 2 when KPOS OS2 in use
2. Fail supply to KPOS OS1 when KPOS OS1 in use
3. Fail supply to KPOS OS BU
4. Check all pages on screen
5. Change ranges and speed
6. Lamp test
7. Print page
Results expected:
1. Alarm, DPO to take control on OS 1 by pressing take button
2. Alarm, DPO to take control on OS 2 by pressing take button
3. Alarm, loss of backup DP
4. All satisfactory
5. OK
6. OK
7. OK
Results found:
Comments:
Witnessed by: Date:
12.6.8 DPC cabinet
Method:
- On DP
1. Fail each fuse, by disconnecting one at the time, for each wait 30 second.
2. Insert a defect or remove fuse in fuse panel for those who have LED light.
Results expected:
1. Alarm for fuse failure and loss of respective equipment if single supplied no loss of
position.
2. The LED lights up.
Results found:
Comments:
Witnessed by: Date:
12.6.9 Computer I/O Modules Failure Test
Method:
- On DP
1. Fail each I/O board one by one and restore. Check against KM I/O Spec
Results Expected:
1. Alarm, No effect on station keeping
There is one IO module per thruster, hence only one thruster lost if that module fails
A failure of either I/O should not result in loss of position keeping
Results found:
Comments:
Witnessed by: Date:
12.6.10 Manoeuvre Changeover
Method:
- In manual mode forward bridge location
1. Take command fwd bridge location
2. Take command aft bridge location
3. Take command each wing location
4. Take command on Independent Joystick and test each position
5. Take command on DP
6. Take command on DP Joystick
7. Deselect DP by switch the selection switch to manual.
8. Visual inspection of hardware (DP change over switch) External protection cover.
Results expected:
1. Command transferred to fwd bridge
2. Command transferred to aft bridge
3. Command transferred to wing location
4. Command transferred to Joystick
5. Command transferred to DP
6. Command transfer to DP Joystick
7. Command transferred to last position
8. Check, passive switch, (if powered; fail power source, if dual, fail both too to simulate
internal failure)
Results found:
Comments:
Witnessed by: Date:
12.6.11 STX Mode Switch
Method:
- On DP
1. Perform Lamp test at all panels, restore
2. Test all panels for selections / DP and AHT only to be possible at aft station.
3. Select DP mode
4. Fail power supply to STX Mode selector switch from DC-11, restore, restore
5. Fail power supply to STX Mode selector switch from DC-21, restore, restore, restore
6. Fail both supplies (this includes for internal power failure like a short circuit) , restore
7. Stop PLC A (F1,F2 or use run/stop dip on the PLC) , restore
8. Stop PLC B (F1,F2 or use run/stop dip on the PLC) , restore
9. Simulate wire break/ open loop on comm. line between PLCs, restore
10. Simulate wire break/ open loop on comm. line input / output to PLC A/B, one at time, restore
11. Repeat 4,5 & 6 for Emergency/Manual switch
Results expected:
1. Lamp tests OK
2. All stations OK, pushbuttons if possible to control from that station else only light indication.
3. On DP
4. Alarm locally on panels and in AIS, No effect on DP Station keeping
5. Alarm locally on panels and in AIS No effect on DP Station keeping
6. Alarm, no loss of DP control possible to take BU DP control
7. Alarm, PLC failure, PLC B in control
8. Alarm, PLC failure, PLC A in control
9. Alarm, PLC A in control
10. Alarm, opposite PLC in command
11. See 4,5 & 6
Results found:
Comments:
Witnessed by: Date:
12.6.12 Joystick function test
Method:
- On DP
1. Move vessel by operating joystick, using sway, surge and yaw controls in turn.
2. Test joystick at local. Test environment compensation function
3. Test joystick increase load on thrusters, simulate worst case failure, restore
Results expected:
1. Vessel moves to commands
2. DP takes care of environmental forces
3. Check that the load increase/ decrease for remaining thrusters
Results found:
Comments:
Witnessed by: Date:
12.6.13 Function test
Method:
- On DP
1. Make a 20 meter move with the cursor.
2. When the vessel is half way, press present position.
3. When the vessel has stabilized, press previous set point.
4. Test low, medium and high gain setting functions.
Results expected:
1. The vessel moves satisfactory towards the wanted position.
2. The vessel stops at present position, increased thruster activity to stop the vessel from
origin movement.
3. The vessel continues to move towards the previous set point.
4. Normal operation.
Results found:
Comments:
Witnessed by: Date:
12.6.14 Rotation centre
Method:
- On DP
- Select as many reference system as possible
1. Rotate 180
o
and observe the reference systems offsets on the OS screen
2. Note deviation from present position, change rotation centre and check changes of
deviation
3. Change rotation point (not CG) and take command on either aft centre or fwd DP station
Results expected:
1. The reference system should stay within 2-3 metres from zero position.
2. Deviation to zero
3. The rotation point remains as set.
Results found:
Comments:
Witnessed by: Date:
12.6.15 Mathematical model
Method:
- On DP for at least 30 minutes
- Deselect all available reference systems
1. Observe vessel movements using DGPS. Stop after 5 to 10 minutes.
Results expected:
1. Vessel moved off position slowly
Results found:
Comments:
Witnessed by: Date:
12.6.16 Consequence Analysis
Method:
- On DP
1. Vessel stabilised on full DP. Stop one thruster. Wait three minutes Restore thrusters.
Results expected:
1. Consequence analysis alarms
Results found:
Comments:
Witnessed by: Date:
12.7 EQUIPMENT SUB-SYSTEM 5 SENSORS
12.7.1 VRS Fault Simulation
Method:
On DP
- Select VRS 1
1. Switch off VRS 1, Restore
- Select VRS 2
- Select VRS 3
For VRSs
4. Simulate failure of VRS roll signal
5. Simulate failure of VRS pitch signal
6. Simulate failure of Heave signal
7. Fail VRS signal to HiPAP
Results expected:
1. Alarm for failure & Automatic change over
4. Alarm, DP deselects faulty VRS
7. Alarm, DP deselects faulty VRS, HiPAP fails too
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 5 SENSORS
12.7.2 Gyro Failure
Method:
- On DP
1. Check Gyro headings
Select Gyro 1
2. Interrupt supply, restore
Select Gyro 2
Select Gyro 3
5. Check settings for Gyro difference alarm and test it (rotate gyro by hand)
6. If Gyros receive Longitude & Latitude corrections from GPS fail communication
Results expected:
1. Gyro headings agree.
2 4. Alarm for loss of each Gyro
5. Gyro difference alarm is set to 3
o
, Alarm in DP for difference
6. Alarm, should not affect all gyros simultaneously
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 5 SENSORS
12.7.3 Wind Direction Tests Gill
Method:
- On DP
1. Fail I/O card or input signal to DP.
2. Check shielding
3. Fail power supply to wind sensor
Results expected:
1. Alarm and Wind sensor is rejected
2. OK, no obstruction or too close to exhaust
3. Alarm and Wind sensor is rejected
Results found:
Comments:
Witnessed by: Date:
12.8 EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM
12.8.1 DGPS 1 (DPS 200) Tests
Method:
- On DP
1. Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore
2. Fail all diff link signals
3. Fail power supply to DGPS 1 system. Restore
4. Compare performance and take plots
5. Rotate 180
o
high speed
Results expected:
1. Only one correction lost. Other diff. corrections still available
2. Alarm DGPS 1 rejected from DP
3. Loss of DGPS 1 , alarm in DP
4. Sufficient performance to the satisfaction of the auditor
5. Stays in DP and no rejection. Set point held.
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM
Method:
- On DP
1. Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore
3. Fail power supply to DGPS 2 system. Restore
5. Rotate 180
o
high speed
6. Have both DGPS enabled in DP then rotate 360
o
check blind spots
Results expected:
2. Alarm DGPS 2 rejected from DP
3. Loss of DGPS 2, alarm in DP
6. No blind spots
Results found:
Comments:
Witnessed by: Date:
Method:
- On DP
1 -Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore
2 -Fail all diff link signals
3 -Fail power supply to DGPS 2 system. Restore
4 -Compare performance and take plots
5 -Rotate 180
o
high speed
6 -Have both DGPS enabled in DP then rotate 360
o
check blind spots
Results expected:
1 -Only one correction lost. Other diff. corrections still available
2 -Alarm DGPS 2 rejected from DP
3 -Loss of DGPS 2, alarm in DP
4 -Sufficient performance to the satisfaction of the auditor
5 -Stays in DP and no rejection. Set point held.
6 -No blind spots
Results found:
Comments:
Witnessed by: Date:
12.8.4 Seapath 200 (1) Tests
Method:
- On DP
1. Fail each differential link signal one at a time (InMarsat, Spotbeam), Restore
3. Fail communication to GPS antenna 1& 2, one at the time
4. Fail gyro signal to Seapath 200 (1)
5. Fail MRU signal to Seapath 200 (1)
6. Fail power supply to Seapath 200 (1) system. Restore
8. Rotate 180
o
high speed
Results expected:
2. Alarm Seapath 200 (1) rejected from DP
3. Alarm in DP, loss of Seapath 200 (1)
4. No effect on Seapath 200 (1), uses calculated heading, gyro only for calibration
Results found:
Comments:
Witnessed by: Date:
12.8.5 Seapath 200 (2) Tests
Method:
- On DP
1. Fail each differential link signal one at a time (InMarsat, Spotbeam), Restore
3. Fail communication to GPS antenna 1& 2, one at the time
4. Fail gyro signal to Seapath 200 (2)
5. Fail MRU signal to Seapath 200 (2)
6. Fail power supply to Seapath 200 (2) system. Restore
8. Rotate 180
o
high speed
Results expected:
2. Alarm Seapath 200 (2) rejected from DP
4. No effect on Seapath 200 (2), uses calculated heading, gyro only for calibration
Results found:
Comments:
Witnessed by: Date:
12.8.6 Fanbeam tests
Method:
- On DP
- Test Position keeping on Fanbeam
1. Trip fuse to power supply (disconnected serial line to the DP), Restore
2. Execute a 20 metre box manoeuvre by keeping one heading; observe DGPS co-
ordinates to check orientation.
3. Make a 50 degrees heading change on the MDL.
Results expected:
Satisfactory position keeping.
1. Alarm on DP and de-selection
2. Satisfactory DP performance
3. Satisfactory DP performance
Results found:
Comments:
Witnessed by: Date:
12.8.7 HiPAP 1 Tests
Method:
- On DP
- HiPAP as reference system only
-
1. Test each transponder in turn to DP with HiPAP
2. Lift one transponder used for DP without deselecting
- Select transponder to DP when suspended to test voting
- Make small move
- Stabilise
3. Fail power to HiPAP transceiver unit
Results expected:
1. All transponders work
2. Transponder rejected when moved
Transponder rejected when suspended
3. Alarm, HiPAP rejected on power failure
Results found:
Comments:
Witnessed by: Date:
12.8.8 HiPAP 1 Performance Tests
Method:
DP
- Select HiPAP as reference system only
1. Carry out a standard box move , confirm position with the DGPS in UTM
2. Rotate 180
o
, confirm position with the DGPS in UTM
3. Continue by rotating another 180
o
4. Check interrogation time (change to different intervals)
5. Check test menus and display
Results expected:
1. No loss of position
2. No loss of position, offset OK
4. Different interrogation time, OK
5. All functions normal
Results found:
Comments:
Witnessed by: Date:
12.8.9 HiPAP 2 Tests
Method:
- On DP
- HiPAP as reference system only
-
1. Test each transponder in turn to DP with HiPAP
2. Lift one transponder used for DP without deselecting
- Select transponder to DP when suspended to test voting
- Make small move
- Stabilise
3. Fail power to HiPAP transceiver unit
Results expected:
1. All transponders work
2. Transponder rejected when moved
Transponder rejected when suspended
3. Alarm, HiPAP rejected on power failure
Results found:
Comments:
Witnessed by: Date:
12.8.10 HiPAP 2 Performance Tests
Method:
DP
- Select HiPAP as reference system only
1. Carry out a standard box move , confirm position with the DGPS in UTM
2. Rotate 180
o
3. Continue by rotating another 180
o
4. Check interrogation time (change to different intervals)
5. Check test menus and display
Results expected:
1. No loss of position
4. Different interrogation time, OK
5. All functions normal
Results found:
Comments:
Witnessed by: Date:
12.9 EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL
12.9.1 Backup DP Computer change over test
Method:
- On DP
1. On auto DP at Main DP OS, operate switch at backup DP OS.
Results expected:
1. Transition to backup DP control using all thrusters and available reference systems such
as Seapath 2, HiPAP 2 and DGPS 3.
Results found:
Comments:
Witnessed by: Date:
EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL
12.9.2 Backup Computer change over test
Method:
- On DP
1. Simulate failure in main instrument room or fire on main bridge. By closing power to all
systems in the room.
Results expected:
1. Alarm, Backup DP available selected by operator on DP by backup system.
Results found:
Comments:
Witnessed by: Date:
12.9.3 Backup Computer
Method:
- On DP
- On Backup DP OS
1. Utilise manual and DP control on bridge
2. Fail power supply to thruster controls in instrument room (main and backup supplies)
3. Fail supply to bridge equipment (non-backup DP)
Results expected:
1. No loss of controls on backup DP through any failure in main DP area (bridge)
Results found:
Comments:
Witnessed by: Date:
12.9.4 Backup DP Console
Method:
- On DP with backup DP
- All thrusters selected
- All available reference systems selected
1. Perform lamp and alarm test
2. Check wind sensor operation
3. Check VRS sensor operation
4. Check DGPS operation
5. Check HiPAP operation
6. For each thruster check feedback, setpoint on pitch/ rpm and azimuth
7. Check mimic for errors between main DP and backup DP OS
Results expected:
1. Operational
2. Operational
3. Operational
4. Operational
5. Operational
6. Within limits
7. No deviation show the same data
Results found:
Comments:
Witnessed by: Date:
12.9.5 Performance
Method:
- On DP with backup DP
- All thruster selected
- References selected
1. Move vessel to ensure correct operation of available reference
2. Move vessel in low gain, check acceptable positioning
3. Move vessel in high gain, check acceptable positioning
4. Deselect all references and check model control (mathematical model)
5. Check manual station keeping with DP joystick
6. Return to main DP
Results expected:
1. Operational positioning within limits.
2. Satisfactory
3. Satisfactory
4. Position loss acceptable, mathematical model OK
5. Normal operation
6. Normal operation
Results found:
Comments:
Witnessed by: Date:
12.10 EQUIPMENT SUB-SYSTEM 8 A/C UNITS/ VENTILATION
12.10.1 A/C Units/ Ventilation
Method:
- On DP
- All references selected
1. Check cabinet fans and room air conditioning units are operational.
2. Power supply to fans and chill units to be split configured.
3. Test Fire dampers
4. Close all WT doors and stop all fans to engine room
Results expected:
1. All operational
2. Power supplies are split configured and same for chill units, a single system does not
feed all.
3. All operational
4. Power generation should not be affected
Results found:
Comments:
Witnessed by: Date:
12.11 EQUIPMENT SUB-SYSTEM 9 CABLING
12.11.1 General Cabling
Method:
- On DP
1. Asses DP class 3, required cable segregation for control systems and power supplies.
Results expected:
1. Cables segregated according to requirements
Results found:
Comments:
Witnessed by: Date:
12.12 EQUIPMENT SUB-SYSTEM 10 PIPING
12.12.1 General Piping
Method:
- On DP
1. Check mechanical segregation against design specification for the systems; FO, LO, Air,
SW/FW cooling.
2. Check marking and labelling for X-over valves
Results expected:
1 Piping segregated according to requirements
2 X-over valves are marked and ease of access
Results found:
Comments:
Witnessed by: Date:
12.13 EQUIPMENT SUB-SYSTEM 11 BLACKOUT RECOVERY
12.13.1 Blackout Recovery Test
Method:
- All thrusters running
- Reduce number of DG to minimum
- Bus-tie breaker closed
1. Trip all running DG
2. Do same test again but this time inhibits start of EG.
Results expected:
1. Blackout, bus-tie breakers opens, PMSs sends start signal to all DGs, start of EG if time
elapsed exceeds 30 40 sec.
2. Blackout, bus-tie breakers opens, PMSs sends start signal to all DGs,
Results found:
Comments:
Witnessed by: Date:
12.14 EQUIPMENT SUB-SYSTEM 12 COMMUNICATION
12.14.1 Communication devices
Method:
1. Communication equipment between bridge and control stations to be tested.
Test to include raising call in each direction
2. Check ergonomic on DP bridge (visually, blindfolds)
Results expected:
1. Clear communication
2. Good ergonomic layout throughout
Results found:
Comments:
Witnessed by: Date:
13 DP DOCUMENT REFERENCE LIST
13.1 Introduction
13.1.1 The following documents are considered to be important references for the safe
and efficient conduct of DP operations carried out on board the vessel. All key
DP personnel should be aware of the documents and should have a level of
knowledge of their contents that is considered appropriate to their position on
board. See Section 5 of this manual for details of individual requirements.
13.2 Manufacturers Manuals
13.2.1 The manufacturers manuals should be available on board and in the vicinity of
the DP operation rooms, in an appropriate language and were possible these
manuals should be vessel specific.
13.2.2 The following manufacturers manuals were available on board the vessel:
Documentation List Manufacturers Manuals
SDP 21 & SDP 11 Operators
Manual
Hipap 500 Operating/Service
Manual
Fanbeam MDL Operators
Manual
Gyrocompass Anschutz
Operating/Service Manual
DGPS 132 Operators Manual UPS Operating/Service Manual
DGPS 116 Operators Manual
MRU 5 Operating/Service
Manual
DGPS 200 Operators Manual
MRU 2 Operating/Service
Manual
Seapath 200
Operation/Service Manual
Wind GILL Observer
Operation/Service Manual
13.2.3 In addition, the key DP personnel should be aware of the contents of the
following documents and reports that have been prepared by the Marine
Division of IMCA (International Marine Contractors Association), formerly
the DPVOA (DP Vessel Owners Association). Unless otherwise stated in
brackets the documents below have been issued by IMCA/DPVOA.
13.2.4 In addition to the above listed documents, the key DP personnel should be
aware of the contents of the following documents and reports that have been
prepared by the Marine Division of IMCA.
Documentation for further study:
The Training and Experience
of Key DP Personnel
Dynamic Positioning Systems
Incidents
A Review of DGPS for
Dynamic Positioning
Failure Modes of Thrusters
Differential GPS Reliability
Study
DP Position Loss Risks in
Shallow Water
Guidelines for the Design and
Operation of DP Vessels
Engine Room Fires on DP
Vessels
Guidelines for Auditing
Vessels with DP Systems
(UKOOA)
13.3 Standard References
13.3.1 This manual meets the requirements of the various design, construction and
operating rules and guidelines that provide the basis for DP performance
standards. In particular the documents below have been used as principal
reference standards during the compilation of this manual.
Document Reference Document name
IMCA Report M103, revision 1,
December 2007
Guidelines for the Design and
Operation of Dynamically Positioned
Vessels:
MSC Circ 645, IMO 1994
Guidelines for Vessels with Dynamic
Positioning Systems
IMCA M 117, February 2006
Rev.1 which also is referenced
as IMO MSC Circ 738
Training and Experience of Key DP
Personnel:
UKOOA 1993
Guidelines for Auditing Vessels with
DP Systems:
IMCA M 166, April 2002
Guidance on Failure Modes & Effects
Analysis
IMCA M 125
IMCA 1997 Safety Interface doc. for a
DP vessel working near an Offshore
Platform
IMCA M 115, October 1994
IMCA 1994 Risk Analysis of collision
of Dynamically Positioned support
vessels with offshore installations
IMCA M 139, July 1997
IMCA 1997 Standard Report for DP
vessels Annual Trials
IMO A.481 (XII) Principles of Safe Manning
IMCA M182
International Guidelines for The Safe
Operation of Dynamically Positioned
Offshore Supply Vessels, March 2006
IMCA M109 Rev. 1
A Guide to DP-Related Documentation
for DP Vessels
IMO MSC/Circ. 738. DP operators qualification
STCW 1978
International Convention on Standards
of Training, Certification and Watch
keeping for Seafarers
14 DP INCIDENT REPORTING
14.1 Introduction
14.1.1 A DP Incident Reporting System has been established for a number of years.
Users of DP systems make use of the reporting system for recording and
reporting faults, failures and problems that have occurred on DP vessels.
14.1.2 The main purpose of the reporting system is to provide a means of
disseminating relevant information to other DP users. In addition the incidents
are analysed and important conclusions drawn.
14.2 Responsibilities
14.2.1 The Master is responsible for ensuring that all DP incidents are recorded and
reported on the enclosed form. Reports should be sent to the Solstad Shipping
AS, Company head office and also to the Secretary of IMCA, whose address is
given on the enclosed form.
14.3 Definitions
DP incident - loss of automatic control, loss of position or
any incident which has resulted in or should have resulted
in a red alert
Any loss of position to the surprise of the operator
DP undesired event loss of position or other event which
is unexpected /uncontrolled and has resulted in or should
have resulted in a yellow alert
Lost time incident is defined as one that could have caused
a loss of position and required some repair or modification
to be carried out.
DP downtime position keeping problem or loss of
redundancy which would not warrant either a red or yellow
alert, however loss of confidence has resulted in a stand
down from operational status for investigation,
rectifications, trials etc.
Revision: May 2008 (Address update December 2009)
Reportable Station Keeping Incident
This report should be completed and sent to IMCA on the following occasions:
DP incident - loss of automatic control, loss of position or any incident which
has resulted in or should have resulted in a red alert
DP undesired event loss of position or other event which is unexpected
/uncontrolled and has resulted in or should have resulted in a yellow alert
DP downtime position keeping problem or loss of redundancy which would
not warrant either a red or yellow alert, however loss of confidence has resulted
in a stand down from operational status for investigation, rectifications, trials
etc.
DOCUMENT DETAILS AND ISSUE RECORD
Vessel: Date:
Place: Reported By:
Client: Position:
This section is confidential
Class Notation: (e.g. DYNPOS AUTR)
Incident Type: (e.g. DP incident, undesired
event, downtime)
Please return completed form to:
Jane Bulger, Technical Director
IMCA, 52 Grosvenor Gardens, London SW1W 0AU, United Kingdom
E-mail: incidentreports@imca-int.com Tel: +44 (0) 20 7824 5520Fax: +44 (0) 20 7824 5521
Station Keeping
Incident Form
for
DP Vessels
1.) Description of work being carried out:
2.) Environment
Wind Speed: Wind Direction: Wave Height: Visibility:
Current Speed: Current Direction: DP Current or
Real Current:
Water Depth:
3.) Equipment On-Line
Control System: Relevant Switchboard Breaker Positions:
Thrusters On-
Line:
Thrusters on Stand-
By:
Generators On-
Line:
Generators on Stand-By:
(selected to DP)
(available for
immediate start)
(selected to DP)
(available for immediate
start)
Position References: (populate fields with numbers)
Status: HPR Artemis
Fan-
Beam
Taut
Wire
DGPS DARPS Other
Availabl
e
Stand-By
On-Line
Preferred
Sensors: (populate fields with numbers)
Status GYRO VRS WIND Othe
r
Available
Stand-By
On-Line
Preferred
4.) Sketch (Vessel outline, heading, location of pos. ref., divers, ROV, installation, pipeline)
(Screen grab from DP System if available)
5.) Sequence of Events: (attach DP, PMS/VMS alarm printouts, if available)
1.
2.
3.
4.
5.
6.
7.
8.
9.
6.) Narrative Description of Events: (if available attach internal incident reports)
7.) Incident Numerical Description:
Distance travelled to peak of Excursion (m):
Time to recover from Blackout i.e. DP back on-line (secs):
Time to recover to Green Watch Circle (seconds):
Hours on DP since last DP incident, undesired event or downtime
(hrs)
8.) 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)
Is there more work to do before close out is complete?
Has the incident been closed out with a satisfactory
conclusion?
9.) Incident details
Initiating event:
Main cause:
Secondary cause:
10.) Human Factors
Were too many tasks being performed, or were there too many people involved/discussions
taking place at the time of the incident?
Were the factors leading to the incident adequately covered by the circumstances within the
training and familiarisation sessions with the DP Operators?
Would another DP Operator react with a different set of actions?
Have changes been made to the training and familiarisation procedures?
Should changes be made to the Annual DP Trials in light of the incident?
Do you believe that the DP Operator, if faced with a similar situation now, would react in a
different way?
10.) Comments
Please add any comments or suggestions that have not been fully covered in the report.
Have you attached any alarm printouts (DP/VMS/PMS), internal reports and correspondence
that may assist in the analysis of the incident
Client: Solstad Shipping AS Date: 16.03.2012 Page A1
APPENDIX A
DP Philosophy Guidelines and Operational Procedures
1 DP PHILOSOPHY GUIDELINES AND
OPERATIONAL PROCEDURES
1.1 Introduction
1.1.1 The intention of the DP Philosophy guidelines and Operational procedures is to
give the DP operator guidance on how to conduct safe operations.
1.1.2 Nothing in these guidelines and procedures shall be treated as other than a best
practice for a DP operation and shall not over rule the Masters authority and
the DP operators final decision in performing their duty.
1.2 DP Philosophy
1.2.1 The DP philosophy is based on the IMCA guidelines and industry best practise
to archive a safe DP operation.
1.3 List of DP Operational Procedures
1.3.1 Arrival Checks
Arrival checks should be carried out before the vessel
comes within 500 meters 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.
1.3.2 Communications
There should be an effective means of communication
between the DP Vessel and the offshore installation. In
most cases this will be by VHF and will link the DP control
console with appropriate personnel on the installation.
These are likely to be the crane driver, deck foreman and
radio room.
Communications should be tested before arrival. There
should also be effective communications between the DP
console and the vessel crew on deck.
1.3.3 Approaching the Installation
The vessel should be manoeuvred at a safe speed when
inside 500 meters of the installation. The vessel should not
approach the installation unless authorized to do so.
When making a final approach to the installation the vessel
should not head directly towards it. Where a final approach
is made to the installation having conducted DP set up
checks, this approach should be conducted on DP or in
manual control using the DP joystick.
1.3.4 DP Location Setup Checks
Location 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
vessels station keeping performance at the working
location and 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 meters. 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.
1.3.5 Close Proximity Time
Close proximity time at the working location should be kept
to a minimum. The vessel should only remain in the
working location when supply operations are being carried
out.
During periods of inactivity, e.g. when the installation crane
is not available for cargo transfers, the vessel should move a
safe distance away from the installation.
Wherever possible, when undertaking hose transfers,
sufficient hose length should be given to allow the vessel to
increase the separation distance.
1.3.6 Separation Distance
The separation distance at set up between the vessel and the
installation should be carefully selected.
The distance should be agreed between the vessel and
offshore installation before the start of operations.
The separation distance should take account of the
combined movements of the vessel and the installation,
where the installation is not fixed in position (such as an
FPSO, spar buoy, TLP, etc.).
The separation distance should be as large as is attainable in
the circumstances, without adversely affecting the safety of
the supply operation.
Wherever possible, such as when hose transfers alone are
being carried out, consideration should be given to
maximizing the distance by extending hose length.
1.3.7 Selecting a Safe Working Location
A safe working location should be selected for every operation. It is safer to
work on the lee side of the installation than on the weather side. It is always
preferable to set up on the lee side.
Other elements to be considered in selecting a safe working location include
the position and reach of the installation cranes, obstructions on the installation
and interaction with installation thrusters.
1.3.8 Safe Working Heading
The most appropriate vessel heading should be selected on the basis that it may
be necessary to make a rapid escape from the installation by driving ahead or
astern. It can be an advantage to provide a good steadying vector by placing
the vessel such that environmental forces are opposed by a steady state thrust
output.
1.3.9 Escape Route
An escape route should be identified. The escape route should provide a clear
path for the vessel to follow when making a routine or emergency departure
from the installation.
Other vessels should stay clear of the escape route. The escape route should, if
possible, extend 500 meters from the installation.
1.3.10 Environmental Forces Monitoring
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
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.
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.
1.3.11 Maintaining a Safe Working Location
A safe working location should be maintained at all times at
the installation. In particular this will require constant
vigilance in respect of a possible accumulation of a number
of hazards.
These could include, for example, those from environmental
forces and other potential dangers, such as marine and
airborne traffic, or cargo operations.
It will also require the vessel to operate within its design
parameters and within the range of the vessels DP
capability plots.
Consideration should be given to unrestricted view of the
work area from the DPO position. CCTV or an observer
could be of assistance.
1.3.12 DP Watch Keeping Handovers
Wherever possible, watch handovers should take place
when the vessel is in a steady state and where the vessel is
settled in position.
Using a checklist handover ensures that all relevant
information is passed on to the oncoming watch keeper. See
Appendix for a checklist.
1.3.13 On board Engineering, Electrical and Electronics Support
An engineer should be available in ECR when the vessel is
within 500 meters of the installation.
Wherever possible, electricians and, where carried,
electronics officers should be on call when the vessel is
inside the 500 meter zone.
Engineers, electricians and electronics officers should take
account of the following when the vessel is inside the 500
meter zone:
o Do not start, stop or carry out maintenance on any
machinery or equipment that could affect the DP system
while the vessel is in DP, when in doubt a check should be
made with the DP bridge watch keeper.
o If problems or potential problems are detected with any DP
or associated equipment during a DP operation then the DP
bridge watch keeper is to be informed immediately.
1.3.14 Critical and Allowable Vessel Excursions
Critical and allowable excursion limits should be set.
The critical limit should not exceed half of separation
distance between the vessel and the installation.
The allowable limit should not exceed half of the critical
limit.
1.3.15 Electronic Off Position Warning and Alarm Limits
The electronic warning limit should not exceed the
allowable excursion limit above. The electronic alarm limit
should not exceed the critical excursion limit above.
For example, where the separation distance is 10 meters, the
warning limit should not exceed 2.5 meters and the alarm
limit should not exceed 5 meters.
However, wherever possible, the warning and alarm limits
should be less than the critical and allowable excursion
limits.
1.3.16 Electronic Off-Heading Warning and Alarm Limits
The electronic 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.
The electronic 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.
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 vessels point of rotation.
1.3.17 Position and Heading Changes
Changes in vessel position and heading are frequently
necessary, especially during supply operations when supply
vessels are alongside fixed installations, typically because
of wind and/or current changes, or for operational reasons.
Such changes should be carried out in small increments.
Operators should be aware of the potential dangers of a
number of cumulative changes, e.g. that they may affect the
line of sight for some position reference systems, such as
Fanbeam, or Radius.
1.3.18 Power Consumption and Thruster Output Limits
The power and thruster limits will depend on the nature of
the vessel/installation interface.
Vessels with DP class notations 2 and 3 can, if agreement is
reached with the installation OIM and or charterer, if
applicable, operate to DP class 1 standard on those
occasions when a DP class 1 vessel would be permitted
alongside.
For vessels that are operating to DP class 2 or 3 standards,
the limits should be set so that the vessel will be left with
sufficient power and thrusters to maintain position after
worst case failure.
The Guidelines thus provide two possible limits. For DP
OSV capability 2 and 3, the vessel operates to worst case
failure in the given environmental conditions, typically half
the propulsion.
For DP OSV capability 1, the vessel operates to the intact
capability in given environmental conditions.
Methods of monitoring power consumption and thruster
output limits include the use of the DP computer systems
consequence analysis and effective DPO watch keeping.
After a failure the main objective would be to make the
situation safe. The route to getting back to work again is to
carry out a risk assessment, taking account of all
possibilities.
The risk assessment should determine whether it is safe to
do so.
Regional and or charterers guidelines may take precedence.
1.3.19 Consequence Analysis
Where classification societies require consequence analysis
to be fitted, to IMO DP equipment class 2 and 3 Vessels and
classification society equivalents (see MSC Circular 645
3.4.2.4), to remain in class it is a requirement for these
vessels to operate with the consequence analysis switched
on.
The consequence analyser monitors power and thrust output
and gives a warning to the operator when it is calculated
that the vessel will lose position if the worst case failure
occurs.
Whenever the consequence analysis alarms, the vessel is in
a degraded operational condition and appropriate action
should then be taken to ensure the safety of the vessel.
Appropriate action will include a degraded condition risk
assessment.
1.3.20 Safe Operating Limits
Safe operating limits are not solely based on power
consumption and thruster output levels.
In setting safe operating limits consideration should be
given to other relevant factors such as a mariners
awareness of the weather environment, the nature of the
operation, the safety of the crew and the time needed to
move clear.
The safe operating limits should be governed by risk
assessment.
1.3.21 Position Reference Systems
Wherever possible, if multiple position references are in
use, they should be independent of each other and should be
based on different principles.
Relative position references should be used at installations
that are not fixed in position, such as FPSOs, spar buoys,
TLPs, etc. Relative systems include, for example, Fanbeam,
Radius, and DARPS.
The use of relative and absolute position reference systems
can cause conflicts.
A possible example of three position references could be a
dual laser system operating on independent targets on
different lines of sight with one DGPS.
1.3.22 Change of Operating Control Mode
There may be occasions during a normal supply operation
when it is appropriate to change over from auto DP control
to joystick/manual control.
In this case the vessel will revert to conventional supply
vessel mode and will be subject to appropriate controls.
Where the vessel transfers control from DP to manual or
conventional control, transfer back to DP control should be
subject to a repeat of location set up checks.
Another possible issue in relation to control, is that the
preferred location for the DP control console would be the
aft end of the bridge to allow unrestricted view for the DPO
of the work deck and the installation.
Where this is not possible some other means should be
available to observe external conditions, e.g. CCTV at the
DP control console or an observer on the bridge with
unrestricted view.
1.3.23 Standby Time
There are frequently occasions when the vessel stands down
for a period of time. Standby time should be put to good
use. Standby time is useful since it provides opportunities to
practice skills, such as (a) ship handling, (b) DP operating
experience and (c) taking DP footprint plots away from the
installation.
1.3.24 Vessel Thruster Efficiency at Different Drafts and Trims
Changes in vessel draft/trim usually occur at an installation.
A smaller draft can have an adverse effect on thruster
efficiency, particularly for bow tunnel thrusters.
This can result in a significant loss of thruster effect,
resulting in poor station keeping as well as impacting on
thruster redundancy.
Wherever possible, measures should be taken to maintain an
appropriate draft/trim at all times when at an installation.
This may mean taking in water ballast.
1.4 DP Setup Procedures
1.4.1 Manual Control to DP
Ensure that the DP Location Checklist has been started and
all possible equipment is tested according to procedures
completed and that all DP related equipment is operating
and on-line.
Take control of the vessel in manual mode at the aft control
station by pushing the command aft button on the
controller.
Turn the Mode Selector Switch to DP. Control will then be
transferred to the DP. Select the thrusters required into the
DP and select Manual Mode. There are various
combinations of DP joystick (Manual) mode.
Select an appropriate position reference system.
Stabilise the vessels position on DP joystick.
When the vessels position is relatively stable and the
vessels speed is reduced to less than 0.5 knots.
Select Yaw control and stabilize the vessels heading.
Observe power and thruster use.
When the vessels heading is stable: Control vessel SWAY
motions by use of DP Joystick. When the vessel is table in
the SWAY motions: Select SWAY control to DP console.
Observe power and thruster use.
When the vessels YAW and SWAY motions are stable:
Control vessel SURGE motions by use of DP Joystick.
When the vessel is stable in the YAW and SWAY motions:
Select SURGE control to DP console. Observe power and
thruster use.
The vessel should now be in Auto Positioning control.
Confirm status OK at the backup system.
1.5 Transponder Procedures
1.5.1 There are several ways of deploying the transponder, transducer pole and the
sinker weight. The following methods are most common used and
recommended.
1.5.2 Prior to deployment of the transponder it is recommended to check the
following:
Battery history to ensure sufficient battery life for the
intended operation.
Attachments to the sinker weight and the recovery line for
integrity prior to deploying.
Transponder is properly marked with vessel name, contact
number and reflecting tape.
Transponder is properly assembled.
If floating collar is used on transponder make sure that the
sinker weight is minimum 60 kilo.
1.5.3 Prior to deployment and where applicable the following is recommended to
check:
Seabed for obstructions,
Agree the position for deployment of the transponder with
the surveyor and/or client (if on board).
Inform ROV control of your intentions,
Get clearance before proceeding.
1.5.4 Prior to lowering the transducer pole ensure the following:
Transducer valve is opened.
There is sufficient water depth under keel for lowering pole.
Vessel speed is reduced (Pole should not be lowered if the
vessel speeds exceed 2 - 3 knots).
1.5.5 When transducer pole have been lowered:
Ensure transducer pole is in correct position.
HIPAP/HPR system has been configured correctly.
Correct transponder serial number is entered in to the
HIPAP/HPR system.
1.5.6 Rigging and lifting of transponder:
Transponder must always be lifted by the transponder cage.
(Transponder cage is only certified to lift the transponder
and the floating collar).
Sinker weight must be lifted separately.
1.5.7 Landing of transponder on seabed:
Where possible have ROV to visually check the landing
location for transponder and make sure the seabed is clear
of subsea structures. If ROV is not available check by all
other means that landing location for transponder is safe.
When us of ROV for deploying transponder; make sure that
the transponder is in mobile mode before deploying the
transponder with use of ROV.
Once transponder is on seabed and in final location; switch
the transponder to fixed mode prior to using it as a
positioning reference.
In the absence of a ROV, the crane can be used for
deploying the transponder.
Inform the crane operator when it is on the bottom, and
sufficient slack wire has been paid out.
If the transponder is to remain attached to the crane,
carefully monitor the amount of slack wire available when
moving the vessel.
If an ROV is available, have ROV to disconnect the
transponder from the crane hook.
1.5.8 Drop of transponder over the ships side:
Make sure that the vessel is in drift off position from drop
location.
Make sure that the sinker weight is as per manufactures
recommendation.
Check if ping release mechanism is working properly. (This
to avoid unwanted release of transponder).
Take in account the sea current when using free drop
method of transponder.
While transponder is sinking to seabed, carefully monitor
the transponder depth.
Take position of transponder when on seabed.
1.5.9 Recovery of transponder by ping release:
If necessary make a ping count of the transponder prior to
recovering to establish the remaining battery life.
If ping release is used for releasing the transponder from the
sinker weight it is importance that the transponder serial
number is correct set up in the HIPAP/HPR computer
menu. If not the transponder will not be released and come
to the surface.
If several transponder is using the same serial number and
has ping release mode and ping release is used, all
transponders with the same serial number will be released
from their sinker weights and float to the sea surface.
Once recovered, flush the transponder with fresh water,
when transponder is dry, charge up the battery, and make
ready for use. If transponder is not going to be used, again
for a considerable amount of time, disconnect battery pack
from transponder. If any defects found or an operational
problem with the transponder occurs, report to Chief
Officer.
1.5.10 For transponders equipped with Lithium bases batteries it is imperative that the
following precautions are taken. This list is not exhaustive and the operator
should consult the manufacturers recommendations prior to use of such
transponders.
Upon recovery, place transponder in a designated safe place
outside of the accommodation / superstructure for a
minimum of two hours.
Visually inspect the transponder for any damage, be
especially vigilant in looking for cracks that could produce
a leak in the transponder as water contamination of the
lithium battery can cause an explosion and the release of a
series of noxious gases. Refer to the manufacturers
recommendations if such cases are revealed.
1.6 Procedures for Operating Close to Installations Flare
1.6.1 When DP operations shall commence close to an installations flare area,
confirm with the installation regarding their routines for informing vessels
working close to flare. If no such routines are in place, agree a procedure
between installation and DP vessel for a "flare report".
1.6.2 Recommendation for Flare Report
The installation should report as early as possible prior to
controlled/planned flaring.
The installation should report as early as possible if flaring
can occur, due to the nature of work under taken by the
installation.
The vessel should report to the installation when
approaching the 100-meter zone of the flare, for
commencing a work task in the flare area.
The vessel should give the installation an approximate time
planned for the work task in the area.
The vessel reports to installation when leaving the 100-
meter zone of the flare and are clear of the area.
1.6.3 If an installation is flaring precautions should be taken. The DP operator is
recommended if possible to select HIPAP for reference as the main DP
reference system.
1.6.4 It is not advisory to use satellite or prism based systems as main reference in
the DP system. When operating close to an installation, which is flaring or
flaring can occur without notice to the DP vessel.
1.6.5 If DP operations have to take place close to a "live" flare, the following
approach method on DP is recommended to be used:
Set up vessel on DP at installations 500-meter safety zone,
with HIPAP as reference origin.
Move vessel in steps of 100 meters while monitoring the
DP reference systems.
Stop vessel 100 meters of the flare centre.
It is recommended to place an additional transponder on the
seabed, if HIPAP is used as reference.
Check that all reference systems are stable.
Move vessel in steps of 10 meters until the work location,
while carefully monitoring the vessels position.
1.6.6 The reason is if the vessel has selected satellite based reference systems and
flaring should occur, there is a high risk of interference in the satellite signals
or loss of satellite based signals.
1.6.7 The heat from a "high" flare can create a local atmosphere in the flare area. The
disturbance can result in false readings of the satellite signal. This again can
result in a false output of the position, from the satellite based positioning
system to the DP system.
1.6.8 The DP system will read the satellite based positioning system signal as a good
reference signal and use it for positioning. This again can result in no alarms on
the DP operator station. The vessels will most likely start to move against the
flare source, since the satellite signal will be curved down through the local
flare atmosphere. The DP operator will not get an early warning from the DP
system.
1.6.9 Corrective actions if installation starts to flare and the satellite based
positioning system are selected as the main reference:
Pay close attention to the satellite based positioning system
reference signal on the DP operator station. This is best
shown in the "Ref. Syst. Raw Data SD" window.
If the satellite based positioning system signal starts to
"walk" against the flare source and dragging the vessel in
same direction, de-select satellite based positioning system
as reference system immediately.
Stop operation.
Move vessel away from installation to safe location.
Commence DP positioning drop out and select other
reference source as DP reference. I.e. HIPAP.
Re-approach installation and closely monitor DGPS and
other reference system.
When vessel is proven stable in position, commence DP
operation.
1.6.10 If an installation starts to flare and the HIPAP is selected as one of the main
references:
Pay close attention to the DGPS reference signal on the DP
operator station. This is best shown in the "Ref. Syst Raw
Data SD" window.
If the satellite based positioning system signal starts to
"walk" against the flare source and dragging the vessel in
same direction, de-select satellite based positioning system
as referents system immediately.
Stop operation.
Select an additional referents source if possible.
Monitor position, when vessel is stable and have minimum
three independent reference system selected in to the DP,
and one reference system as back up, continue operation.
1.6.11 If a back-up reference, system is not available. Inform the Master about the
situation and get permission from the Master to continue the DP operation.
1.6.12 NB: The vessel could have undertaken several earlier work tasks in a flare area
before without having any problems with the satellite based positioning system
satellite signal.
1.6.13 The operator shall be aware that the reason for earlier successful operations
inside the flare area could have been due to:
Favourable wind speed and direction.
Weather conditions.
Satellite configuration and elevation.
Height of flare torch.
Size/height/heat of flame from the flare.
1.7 Launching of ROV
1.7.1 Prior to launching ROV, the following precautions should be taken in to
account:
DP operator to make sure that the ROV launch point is not
placed over any sub-sea structure, i.e. template.
If applicable give as much lee as possible to the ROV
launch site area. With the help of the vessel hull/shape.
Avoid rolling of the vessel if possible when launching
ROV.
Inform ROV of the water dept under the vessels keel. Use
the vessels echo sounder for depth measuring.
1.7.2 When all above steps in this procedure are completed, give the ROV green
light to proceed with the dive.
1.8 The use of DP Follow Target Mode
1.8.1 Prior to use of DP follow target mode the DP operator shall check:
That the vessel is well clear of any installation or other
obstructions.
Make sure that the vessel is not connected to any subsea
structure.
That the ROV beacon is set to mobile mode.
Follow Target DP mode settings.
Vessels speed is set to zero and low or medium gain is set.
To avoid vessel "run off" prior to start.
Agree with ROV pilot of vessel setup compare to ROV.
Agree on an estimated speed of ROV and if applicable a
max speed to be used.
1.8.2 When Vessel is set up for follow target:
DPO to inform ROV pilot that vessel is in follow target
mode and ROV can commence operation.
DPO to increase vessels speed gradually as the ROV
increases speed.
Select a higher or lower DP gain mode if applicable.
1.8.3 During vessel move in follow target mode:
DP operator to keep vessels heading in the most favourable
operation heading to decrease the thrusters use as much as
possible.
Inform ROV of speed and heading changes.
Keep thrusters in such configuration, that it gives as little
"pole wash" as possible for HIPAP transducer.
1.8.4 Pay close attention to the following:
Vessels speed.
Thruster configuration.
HIPAP signal noise.
ROV offset to vessel.
ROV umbilical compare to vessels thrusters and vessels
hull.
Position of TMS compare to ROV and vessel.
Vessel use of power and thrust compare to ROV movement.
Water depth.
1.8.5 Finalization in the use of follow target DP mode:
ROV pilot to inform DP operator that he is coming to a
stop.
DP operator to reduce vessels speed according to ROV
speed.
ROV pilot to inform DP operator that ROV are stopped.
DP operator to select DP auto pos mode.
Inform ROV pilot when vessel is in DP auto pos mode.
1.8.6 Phrases often used during operation in follow target mode.
Auto Pos = Surface Nav.
Follow Target = Follow Sub.
1.8.7 It is not recommended to use follow target mode inside an installations 500 m
safety zone. Many oil companies have strict poleis on this due to:
The risk of vessel collision with installation.
Sudden loss of vessels references due to installations blind
zones.
Risk of vessel "run off".
1.8.8 NB: If use of DP mode follow target mode inside an installations 500 m safety
zone, it should always be on the Masters consent. If the follow target DP mode
is used inside an installations 500 m safety zone, it is not recommended to
move the vessel in follow target mode closer than 100 meter off the
installation. When the vessel is 100 meters off the installation, the DP operator
shall inform ROV to stop. The DP operator shall change over to Auto Pos DP
mode before operation is resumed.
1.8.9 There are recommended precautions and checks to be taken prior to use of
follow target mode inside the installations 500 m safety zone such as:.
Check obstructions on seabed and sea surface if any.
Inform ROV pilot of any obstructions danger to operation
e.g. vessels, currents, etc.
Check if ROV navigation screen is correct according to
"real life".
Survey to confirm latest date on the seabed plan used on the
nav screen.
Check DP navigation referents positioning signals.
ROV pilot to inform DP operator of any deviation, from
planned and agreed move.
1.8.10 Corrective actions if vessels run off" during follow target mode.
Go to Auto Pos DP Mode.
Press Present Position.
Inform ROV of vessel "run off" and tell ROV to go to TMS.
Control vessels movement.
Assess situation.
Inform ROV of status.
Resume operation if possible.
1.9 Finalization of the DP operation
1.9.1 The following should be taken into account during finalization of the DP
operation:
Get permission to take vessel out of DP mode, from
Master/Duty Officer prior to commencing procedure.
Check if all reflectors/prism is retrieved from the
installation/location (if applicable) checks also if all seabed
transponders are retrieved from seabed and secured on
board.
Retrieve transducer pole and make sure it is in locked
position and close transducer valve.
Make sure that deck is secured and ROV(s) are sea
fastened, dive bell secured. Supervisor or Duty Officer to
confirm.
All relevant parties on board informed e.g. Client/Operation
Manager etc. Inform ECR that vessel will terminate DP
mode shortly.
Move vessel well clear off any danger or obstructions if
applicable move outside installation 500 m zone and ensure
that the vessel is in a drift off position from any danger or
obstructions prior terminate DP Mode.
Go to manual DP mode; deselect all reference systems and
thrusters. Go to DP Standby Mode and switch over to
bridge manual control. Hand over manoeuvring to officer of
watch.
Inform the ECR and ROV control that the vessel is off DP
and from what time.
Client: Solstad Shipping AS Date: 16.03.2012 Page B1
APPENDIX B
PLANNED MAINTENACE AND ROUTINES
1PLANNED MAINTENANCE SYSTEMAND ROUTINES
1.1 Introduction
1.1.1 The vessel is using Star as its planned maintenance system. The planned
maintenance system is certified by the vessels class authority in align with the
ISM Code.
1.1.2 For the planned maintenance system to be in align with the IMCA
recommendations the planned maintenance system shall as a minimum contain
maintenance procedures of the following:
1.1.3 DP System
UPS
Power Management System
Switchboards
All relevant engine equipment
Auxiliaries
Thrusters
Oil Sampling
Communication System
Its advised that the maintenance routines are as a minimum in line with the
makers specification and recommendations with regards to routines.
1.2 Routines for DP Control System
1.2.1 When the vessel is operating on DP for an extended period of time:
Shutdown and restart of Operator Stations (OS) Controllers
and DGPS system every 14 days if required or as
recommended by maker.
Shutdown and restart one by one OS if the vessel is
operating in DP mode.
Shutdown and restart the DGPS systems one by one if the
vessel is operating in DP mode.
Print screen hardcopy of DP alarm view if any alarms are
present when the shutdown/restart routine is completed.
If any abnormal alarms are present inform the Master.
Fill in the DP System Routine Log. Keep the log print
screen alarm list documentation in the DP checklist folder,
under: DP System Routine Log Information.
If trouble with the OS, controllers or the reference systems
occurs, the first action should always be to first attempt to
shutdown and restart the unit before continuing
troubleshooting. Always inform the Master if problems or
abnormalities in the DP system occur.
Make an entry in the DP logbook when the routine has been
performed.
1.3 Field Arrival
1.3.1 Perform tests and checks as instructed in the Field Arrival DP Checklist and
vessels DP Operation Manual. Enter in the DP System Routine Log when tests
and checks have been completed as instructed in the Field Arrival DP
Checklist.
1.4 Example of DP Control System Routine Log
Date /Time
Operator Station No (OS)
Shutdown/Restarted
DGPS System No
Shutdown/Restarted
Remarks:
1.5 Software Management
1.5.1 The software management should cover manufacturers or system suppliers
maintenance specifications/instructions and track changes as a result of defects
being detected in hardware and software. It should also inform users of the
need for modification in the event of detecting a defect.
1.5.2 When an alteration or addition to the approved system(s) is proposed, plans
shall be submitted for approval. The alterations or additions should be carried
out under survey.
1.5.3 Details of proposed hardware and software modifications should be submitted
for evaluation. Where modifications may affect compliance with the rules,
proposals for verification and validation shall also be submitted.
1.5.4 If remote software maintenance is arranged for on board, the installation of
new software versions submitted from software suppliers, it is recommended
that the below items and or actions are fulfilled:
No modification shall be possible without the acceptance
and acknowledgement of the responsible party on board.
The objective or reason for updating a software module
shall be documented in the ship's systems/software
maintenance log.
Any revision which may affect compliance with the rules
shall be approved by the society and evidence of such shall
be available on board.
An installation procedure and required pre-requisites for
installation of the software module shall be available.
The security of the installation process and integrity of the
new software shall be verified (especially when software
has been transferred using open lines like the Internet).
A test program for verification of correct installation and
correct functioning of the functions shall be available.
In the case that the new software module has not been
successfully installed, the previous version of the system
shall be available for re-installation and re-testing.
1.5.5 For further guidance on DP software management, see the vessels class
requirements. Any changes to the system should not be made without proper
authorization.
Client: Solstad Shipping AS Date: 16.03.2012 Page C1
APPENDIX C
DP OPERATIONS CHECKLISTS AND DOCUMENTATION
1DP OPERATIONS CHECKLISTS AND DOCUMENTATION
1.1 Introduction
1.1.1 The checklists for the DP operations are to be completed prior to and during
DP operations. The DP checklists will give the DP operator information about
the various aspects the operator should draw attention to prior to and during the
DP operation. The DP checklists shall be vessel specific to meet the industry
guidelines.
1.2 Documentation
1.2.1 The DP checklists and printouts should be kept on board for a minimum of
three months according to IMCA guidelines. The DP log book(s) and DP print
out log should be kept on board for the same amount of years as the vessels
flag state requirements and demands for keeping the deck logbook on board.
1.3 Documentation and Records
1.3.1 The DP checklist documents are issued for use by the DPO and shall be filled
in to ensure a thorough check of the DP system and the reference equipment,
prior to starting, and during the DP operation. The Permit to Work must be in
place and signed off by the relevant parties prior to the start of any operation.
2 DP CHECKLISTS
2.1 Introduction
2.1.1 Global Maritime have developed a set of DP checklists on the basic of the
IMCA Guidelines and years of experience based on own operative personnel.
2.1.2 The DP checklists found in this chapter should be treated as examples only
and are not vessel specific. They are included only in order to guide and assist
the vessels crew and the company in developing their own vessel-specific DP
checklists.
2.2 How to fill in DP operations Checklists
2.2.1 In the examples a guide are given in how to fill in the DP checklists in a proper
and thorough way.
2.3 DP Checklist Examples
Field Arrival Checklist
DP Handover (6 hours DP checklist)
Pre- Entry/Departure 500 metre Safety Zone
Engine DP Checklist
Field Arrival DP Checklist
Date: 21
st
of October 2006 Field/Location: Alfa Bravo
Time: 21:30 Position: N 62 50 E 002 02.5
Comments:
Work Permit No.: AB325
Communication Test and Checks
Engine Control Room: Phone Number - UHF Channel Number ERC ok/Ch. 6
Installation: VHF Channel Number Ch. 9
Other Vessels Engaged in Operation: VHF Channel Number
Shuttle Tanker /Standby Vessel: VHF Channel Number Ch. 9/16
System
Shutdown and Restart of DP Operator Station (1 - 2) Compl. Ok
Reset Controller (A B) Compl. Ok
Restart all referents systems Compl. Ok
Give and Take functions tested on all DP consoles All test ok
Operator Station selected for DP operation (1 - 2 - 3 ) OS No.: 1
UPS alarms Y/N (If Yes, check and log alarm) No Alarms
Correct date/time on all DP related system Yes
Lamp test Compl. Ok
Printer on line Yes
Sufficient paper in printers for the operation Yes
Computer Redundancy
Status Running Master
Computer A X X
Computer B X
Auto Switch State
ON/Enabled ON
DP Class
Class 2
Class 3
DGPS
DGPS 1 reset and OK Yes/Ok
DGPS 2 reset and OK Yes/Ok
Diff. Sign. DGPS 1 and 2 OK Yes/Ok
Reference Signals Demodulators
INMARSAT Signal Strength (1 - 8) Signal Strength 8
SPOTBEAM Signal Strength (1 - 8) Signal Strength 8
Positioning Systems
Sensors DGPS1 DGPS 2 DGPS3 HIPAP Tp No Fanbeam LWTW
Reference Origin X
Selected X X X B12
Available X X X
Differential Reference Signals
Sensors IALA SPOTB INMARS SBAS
In Use X X X
Not Available X
Sensors
Sensor No Enabled Preferred In Use Heading/Direction Max Variation
Gyro 1 X X X 123,0 deg
0,5
deg Gyro 2 X 123,0 deg
Gyro 3 X 123,5 deg
Wind 1 X X X 120,0 deg
1,2
deg Wind 2 X 122,2 deg
Wind 3 X 121,9 deg
MRU/VRS Sensors
MRU/VRS Enabled Preferred In Use Max Variation
MRU 1 X X X
0,8 deg VRS 2 X
VRS 3 X
MRU/VRS X-Y-Z Pitch Roll Heave
MRU 1 0.6 +/- 0.4 +/- 0.8 +/-
VRS 2 0.5 +/- 0.5 +/-
VRS 3 0.4 +/- 0.6 +/-
Draft Sensors
Sensor Enable Draught m
No 1 Fwd X 5
No 2 Aft X 6
Fixed Draught m
Manual 5.5
Used Draught X 5.6
Artemis
All 3 centimetre radar off Y/N Artemis DIST.
Clear line of sight Y/N Artemis AZM.
Communication with fixed station Artemis SGNL.
Operating mode Hand/Auto search Artemis STAT.
Light Taut Wire (LWTW)
Sufficient wire length for water depth
LWTW weight placed in a stable position
Operator panel bridge control
Operator panel local control
Taut wire limit alarm set
Port Starboard
Ahead Ahead
Difference Difference
Start UTMs
Move vessel X-Y to test POS alarm
FANBEAM
Reflector location
NE Corner of Installation
Is reflector location clear of
reflector disturbance Y/N
Yes
F.BEAM Lenses clean
Yes
Clear sight between
FANBEAM lenses and
reflector Y/N
Yes
Settings Set Point Settings Set Point Range
200 m
Gate Size
30
Level
20
Bering
210
Speed
-10
Range Gate
5
Level
50
Acc
8
No. Targets
3
Accuracy
9
HIPAP/HPR
Tp number
B 75
Beam
Track
Tp battery ok?
Ok
Operation
Fix
Trunk fan running Y/N
Yes
Transceivers
N/A
Hull valve Open/Closed
Open
Transducers
Default
Control Local/Remote
Remote
Depth Fixed or Sensor
None
Transducer down Y/N
Yes
Position Tp 1 Offset Depth/Pos
125 meters
Interrogation Rate
1.2 Second
N/A
Max. range
1000 meters
N/A
Power
Generator MDG.1 MDG.2 MDG.3 MDG.4 HBG. 5 Em. Gen
In Use
X X
Available
Auto St.By Auto St.By Auto St.By Auto St.By
Power Consumption/Nominal and BUS Position
Max Load BUS 1
2500
kw Consumed
500 kw
Max Load BUS 2
2500
kw Consumed
560 kw
Bus-Tie Open/Closed Open
Thrusters Retraction
Thruster Position UP/DOWN DOWN
Forward Azimuth Thruster X
Starboard Azimuth Thruster X
Port Azimuth Thruster X
Thruster Allocation
FIX 1 Variable X
FIX 2 Custom
Thrusters 1 2 3 4 5 6
In Use X X X X X X
Available
Steering Gear
Port X Steering Gear Pump Number 1 & 2 Running
Starboard X Steering Gear Pump Number 3 & 4 Running
Rudder
In Use X
Available
Rudder Limit 35 deg
Joystick Settings
Gain Scale Environmental. Compensations
High X Linear Surge
Medium Progressive X Sway
Low Customized Yaw
Joystick Control Test
Select manual joystick control.
Manoeuvre vessel on all DP operator stations in the Surge - Sway - Yaw axes.
DP Joystick on Operator Station 1 functioning OK Tested Ok
Controller Alarm/Limits
Heading Limits Warning/Alarm 3/5 deg
Position Limits Warning/Alarm 3/5 meter
Quick Current Up-date. Duration Setting 5 min
Vessel Speed Set 0.2 knots
Set Speed Rotation set point 15 /min
Vessel Rotation set point C of G
Gain Selected High/Medium/Low High
Cyclic Print Interval Set 2 hours/min
Environmental Conditions
Wind direction/speed 120/10
/knots
Current direction/speed 150/0.8
/knots
Sea height/direction 1/120
meter/
Swell height/direction 1,5/130
meter/
Visibility Good
Weather forecast available Yes
Solitons Y/N N/A
General
Vessels Heading 130 deg Print Screen Status Ok Comms. Check ROV Ok
Hdg. Magn. Comp 131 deg Print Hardcopy Ok D.A.A Tested Ok
U. Lt/Nav. Signal Yes Comms Check Deck Ok Update Offline Ok
Engine Room
Date and time Engine Room DP Checklist completed. 21/10 dd.mm 21:50 hh.mm
Reference - Position - Heading Control Test
Step 1 Complete all DP checks de-select all reference systems (re-calibration/dropout)
Step 2 Select referents origin e.g. DGPS/HIPAP/HPR/RADIUS, CyScan.
Step 3 Select all available referents systems.
Step 4 Observe all reference systems are calibrated and stabilised.
Step 5 Go to DP AUTO POS mode.
Step 6 Keep position and heading of vessel.
Step 7 Let the DP model built up (20 min).
Step 8 Commends spin/box test. 360/10X10m. Observe that referents systems are stable.
Step 9 Spin/box test complete, let the vessel settle down.
Step 10 Update offline computer and print status.
DP model positiontest keeping.
Step 11 Write down DGPS position in DP log book/compare the position with print status pos. in Step 10.
Step 12 De-select all reference systems and observe vessel station keeping for 5 min.
Step 13 Observe, vessel should not have moved considerably out of position. Ref. vessel Annual FMEA
Step 14 Select MANUAL and all available referents systems. Use same reference origin as in Step 4.
Step 15 Go to AUTO POS then update offline computer, print status and print screen hardcopy.
Step 16 Commends DP operations as planned.
DP Operators
Enter the names of all DPOs who will operate the DP system during the voyage.
OOW/DPO Name (Use Printed Letters) DP Qualifications (Unlimited/Limited)
Ch. Off Ola Normann Unlimited
1
st
Off Unlimited
2
nd
Off Unlimited
SDPO Unlimited
Name Signature Time and Date
Ola Normann O Normann 22:15hrs 21
st
of October
Name Signature Time DP Checklist Completed
Krist J Hatly KJ Hatly 22:18 Hour
Watch Handover DP Checklist
Date: 22
nd
of October Field/Location: 600 meter N of Alfa Bravo Installation
Time: 06:00 Position: N 62 56 E 002 02.5
Comments:
Positioning Systems
Sensors DGPS1 DGPS 2 DGPS3 HIPAP Tp No Fanbeam LWTW
Reference Origin X
Selected X X X X B75 X
Available X
Differential Reference Signals
Sensors IALA SPOTB INMARS SBAS Comment:
In Use X X X X
IALA Signal unstable from time to
time.
Not Available
Sensors
Draft Sensors Yes/No Selected
Yes
Available
Sensors No Enabled Preferred In Use Max Variation
Gyro 1 X X X
0.6 deg Gyro 2 X X
Gyro 3 X X
Wind 1 X X X
1.2 deg Wind 2 X X
Wind 3 X X
MRU 1 X X X
0.8 deg VRS 2 X X
VRS 3 X X
MRU 1
Pitch Roll Heave
1.2 +/- 0.5 +/- 1.1 +/-
VRS 2 1.0 +/- 0.4 +/-
VRS 3 0.8 +/- 0.3 +/-
Alarm Limits Settings
Position Warning/Alarm 3/5 m Rotation Speed. 20 /min
Heading Warning/Alarm 3/5 Rotation. Point C of G
Follow Sub/Follow Target Vessel Speed. Set 0,5 ms
Weather. Vane Artemis DIST/AZM/SGNL
Cross Track/Auto Track
DP Class HIPAP/HPR Transducer
Class 2
X
Transducer No1/No 2 Out
X
Class 3 Transducer No1/No 2 In
Computer Redundancy
Status Master Running
Computer A X X
Computer B X
Auto Switch State
ON/Enabled On
Thruster /Main Propulsion Control
Thrusters 1 2 3 4 5 6
In Use X X X X X X
Available
Thruster Allocation
Fix 1 Variable X
Fix 2 Custom
Steering. Gear In Use Rudder
Port X In Use
Starboard X Available X
Rudder Limit 35 deg
Modes Selected
Manual
Auto Pos X
Follow Sub
Q. Current 5 min
Generator MDG. 1 MDG. 2 MDG. 3 MDG. 4 MDG. 5 Bus-Tie
In Use X X Open
Available X X X Closed
Gain Selected
High
Medium X
Low
Joystick Selected
In Use/Tested Tested
Gain High/Low High
Scale Linear/Progressive. Progr.
Environmental Conditions
Wind direction/speed 120/15 /Knots Swell height/ direction 2/130
Current direction/speed 120/1 /Knots Weather Forecast Avail. Yes
Sea height/direction 1.2/125 Solitons Observed Y/N N/A
General
Vessel Heading 125 deg
Lamp test Yes
U. Lights/Navigation Signal Ok
Printer Online Yes
Print Status Yes
Print Hardcopy Yes
Internal Communication Checks Continues in use Ok
Communication Checks to Installation/UHF/VHF Channel(s) Test Ok VHF Ch 09
Communication Checks to Standby vessel/ UHF/VHF Channel(s) Test Ok VHF Ch 09/16
Update Offline Computer Updated
D.A.A Tested Yes
Sign On DPO: Ola Normann Sign Off DPO: KJ Hatly
Pre- DP Checklist for Entering 500 m Safety Zone
Date: 22
nd
of October 2006 Field/Location: 500 m Safety Zone
Time: 06:00 Installation: Alfa Bravo
Comments:
Checks to be preformed prior to entering 500 m safety zone Yes/No/NA
Communication. with the installation established by mines of VHF/UHF/Sat. COM VHF Ch 9
Vessel ETA to the field/installation/500m Zone
dd.mm
22/10
hh.mm
0615
Standby vessel contacted and permission given to enter the field Yes
Position/work location, agreed between the relevant parties Yes
Work Permit in place and signed by the client Yes
All relevant communication, for the operation tested Yes
Crane operations permitted Y/N Yes
If other DP vessels working nearby, get name and call sign of vessel's
Name Call sign
If other DP vessels are working nearby agree on transponder numbers to use
Tp No. In use.
Last up-dated Seabed plan
dd.mm.yy
10/09/06
Latest Weather forecast received
Date
22/10
Time
00:00
Tidal & Current conditions for location checked Yes
The appropriate Under Command Lights and Navigation Signals in place Yes
DP Field Arrival Checklist completed
dd.mm
21/10
hh.mm
22:30
Engine room DP checklist completed
dd.mm
21/10
hh.mm
21:50
Incinerator stopped and isolated. Confirmed by Duty engineer Yes
Have PA been made to advising No Smoking or Hot Work on deck Yes
All Hot Work Permits suspended and withdrawn Yes
Stand-by vessel informed about worksite and estimated time of work. Yes
Surveyor to confirm the nav. screen diagram is correct Yes
Advised ROV Control of entering of the 500 meter safety zone Yes
Advised Engine room of entering the 500 meter safety zone Yes
Duty Engineer confirmed that ECR is manned for the entire operation Yes
Permission to Enter the 500 meter safety zone given at hours
dd.mm
22/10
hh.mm
06:20
Checks and tests performed and found satisfactory.
Name: OLA NORMANN Sign: O. Normann Time Completed: 06:22 hrs
Engine Room DP Checklist
Date: 21
st
of October 2006 Field/Location: Alfa Bravo
Time: 21:30 Position: N 62 50 E 002 02.5
Comments:
Introduction Summary
The Engine Room DP Checklist shall be completed:
During DP setup of the vessel prior to any DP operation.
If the vessel has been off DP for more than 12 hrs.
Prior to Entering the 500m Zone of an Installation.
The E.C.R shall be manned by an engineer as long as the vessel is operating with in an installations 500 m
safety zone.
System
All vessels control (SVC) stations operational Yes
Check alarm list no alarms active. If alarm active specify in comments field No Alarms
Printer on line Checked ok
Emergency Generator in auto start mode and QCV for DO tank is open Yes
Confirm that the Emergency Generator day tank is full Yes
Confirm engine fuel system operational for DP operation Confirmed
Check all Eng. Control system. OK Confirmed
Lub. Oil system in normal operation Yes
Pneumatic F.O. pump ready for auto start and required valves are open Yes
CW systems E.R. and Thruster rooms checked and ok Checked ok
Check diesel oil day tanks level (Tank No. and cu.m) Yes
F.O. heating checked and ok Checked ok
E.R. spaces checked for leaks and no bilge alarm active Checked ok
Engine Services
Numbers of freshwater cooling pumps On-line (Pump No.) 1 & 3
Numbers of freshwater cooling pump(s) St/By (Pump No.) 2 &4
Start air to Generators pressured (bar) 10
Diesel Generators
Number Running Mode kW Remarks
DG 1 X Running 500
DG 2 Auto
DG 3 X Running 560
DG 4 Auto
Emergency Gen St-By
Harbour. Gen
Diesel Generators Number DG 1 DG 2 DG 3 DG 4
Check Sump Lub. Oil level Ok Ok Ok Ok
Check Lub. Oil pressure (bar) 10 10
Check FW. Temp. (deg) 42 45
Check fuel vacuum pressure (deg) 50 52
Communication
Bridge phone + UHF # Ok UHF Ch 02 Phone Crane + UHF # Ok UHF Ch 02
Electrical
Confirm power generation and distribution system is set for DP 2 operations Confirmed
Confirm all Generators in auto or standby mode Confirmed
UPS and batteries alarms checked Checked Ok
440V Main Bus-Tie Open/Closed? Open
440V Main/Aux. Bus-Tie Open/Closed? Open
24V System Charger ok? Ok
24V System Charger ok? Ok
Control board fuses cheeked ok? Checked Ok
Drives
Check PM drives operational and no alarms Operational ok
Check all systems for abnormal condition include thrusters, propellers and rudders Checked ok
All checks have been preformed and found satisfactory upon time of completion.
Duty Eng. Name: OLE
NORMANN Sign: Ole Normann Time Completed: 20:50
Client: Solstad Shipping AS Date: 16.03.2012 Page D1
APPENDIX D
LOGS AND OPERATIONAL FILES
1 LOGS AND OPERATIONALFILES
1.1 Introduction
1.1.1 This section provides examples of the logs and operational files which are
meant to be kept on board the vessel to document the DP operation.
1.1.2 The logs which are meant to be kept on board are as followed:
DP Log describing time date and the vessels DP operation.
DP hours log with running time total spent in DP.
DP operator logbook which should give running total time
operators spends on DP.
All data logging device relevant to the DP operation
including electronic, video, voice tape and any other.
1.2 Guidance on how to keep a DP Log Book
1.2.1 This section provides guidance on how to keep a DP logbook during DP
operations and what information the log would contain. This could include, but
not necessarily be limited to:
1.2.2 DP Log Book describing times and dates of various DP operations, such as, for
example:
Vessel going into DP.
Diving or other operations requiring DP, for example:
Times of diving bells leaving surface and reaching working
depth
Times of divers leaving/entering diving bell and
reaching/leaving worksite
Instructions that were received from dive/subsea operation
control.
Other relevant activities depending on type of operation (for
example as listed in this document);
DP operators coming on/going off shift;
Faults occurring in DP system(s);
Times and details of connecting lines to installations.
1.3 Other relevant information
1.3.1 This section describes the vessel operations external to the DP system. Any
reference to the DP system should reference the DP operations manual. It is
mentioned in this guidance because it will contain information that is relevant
to the use of DP, depending on the operations anticipated for the particular
vessel, for example:
Dive support;
Well servicing;
Trenching;
Cable laying;
Pipe laying;
ROV operation;
Shuttle tanker operations;
Survey;
Dredging, rock dumping;
Helicopter operations;
Crane operations;
Rig moves;
Supply operations;
Other station keeping and/or subsea/construction activities;
Navigation and docking.
1.4 Example of how to keep a DP log book
Time Wednesday 2nd of April 2008 at Draugen Oilfield
1200 Manual levers to DP joystick
1201 Manoeuvre DP joystick
1205 DP joystick to DP Auto Pos Mode
1205 Commence filling DP checklist.
1225 DP checklist completed
1226 ROV green light
1240 ROV off deck (TMS Tp B15 & ROV Tp B58)
1300 Vessel move 200m x 150 @ 0,5
1315 Vessel move complete
1350 Crane hook off deck with template hatch (Crane Tp B12)
1450 Vessel connected by down lines template hatch fixed to template
1800 Watch handover DP checklist completed
---- Thursday 3rd of April 2008 at Draugen Oilfield
0230 DP footprint calculation completed
0526 V/L move 5m port.
1038 Informed all parties about helicopter operation to take place at 1100
1058 De-selected wind sensors due to helicopter operation.
1100 Helicopter on deck.
1108 Helicopter away, wind sensors selected, informed all parties.
1558 Crane hook released from template hatch. Vessel free from down lines
1610 Crane hook out of sea surface, ROV start recovering to deck
1616 Start change heading 25 to port @ ROT. SPD10/min, new heading 200
1620 Heading change complete
1630 ROV on deck
1638 ROV secure for transit, transducer retrieved.
1640 Vessel move DP joystick 500m@200
1710 DP joystick to DP auto Pos Mode
1720 Deck confirmed secured ready for transit.
1745 Vessel off DP
1746 Inform ROV control and ERC vessel off DP, start transit.
1.5 Hour Log for DP Operations
1.5.1 If an hour log for the DP operations is kept on board it will help the vessels
crew to document the vessels total operation time in DP mode and to keep
track of crew experience time on DP
1.5.2 The hour log can be used for documentation to clients and charterers if
questions are raised towards training and experience in addition it will help to
keep track of maintenance follow up issues.
1.6 Example of an Hour Log for DP Operations
Vessels Name Item
Time in DP
operation
Project/Location name:
Date commenced DP operation:
Time vessel in DP mode:
Date completed DP operation:
Time vessel out off DP mode:
Total time in DP operation:
1.7 Operational files
1.7.1 The vessels operational files normally refer to the vessels SMS. Normally the
following available operational files are but not limited to:
A file with history of all relevant DP trials carried out.
A file with recommendations of audits carried out.
A file of verifying footprints
A file with relevant drift data
A file with the CVs of the DP operators
A maintenance file with records of all maintenance.
Records of engine related systems for the DP operation such
as:
o Switchboards
o LO and FO analysis
o Engine running hours
o Thruster running hours
o Maintenance of communication systems
Client: Solstad Shipping AS Date: 16.03.2012 Page E1
APPENDIX E
CREW SIGNATURE SHEET
Client: Solstad Shipping AS Date: 16.03.2012 Page E2
1 CREW SIGNATURE SHEET
1.1 Instructions for the Crew Signature Sheet
1.1.1 The signature sheet shall be filled in when the vessel DP Operation manual
have been read and understood. The signature sheet shall be completely filled
in with date DD.MM.YY, position you are holding on board, full name and
signature.
Date Position Name Signature

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2012 Page 2 of 152

Table 4-2 DC systems overview

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