Updated TDW DP Manual - Oct 2008

Tidewater Marine International, Inc
DP Manual
1.0
Abbreviations. ..................................................................................................3
2.0
Introduction......................................................................................................5
3.0
The DP System .................................................................................................6
3.1
4.0
DP Equipment Class- Definitions..................................................................7

Sensors ..............................................................................................................8
4.1
VRS Sensors ...................................................................................................8
4.2
Gyros..............................................................................................................8
4.3
Wind Sensors..................................................................................................8
5.0
Reference Systems............................................................................................8
5.1
DGPS .............................................................................................................9
5.2
DGPS- Fugro Seastar 8300 (High Precision) .............................................10
5.3
MDL Fan-beam Mk IV.................................................................................10
5.4
HPR/ Hi-PAP 500 ........................................................................................11
5.5
RPT 316/N Transponders ............................................................................12
5.6
Kongsberg Radius........................................................................................12
5.7
DARPS - Differential absolute and relative positioning sensor ..................12
6.0
Vessel Propulsion and Control Systems.......................................................13
6.1
Joystick.........................................................................................................13
6.2
UPS (uninterruptible power supply)............................................................13
7.0
General Procedures .......................................................................................13
7.1
Arrival Checks .............................................................................................13
7.2
Approaching the Installation .......................................................................14
7.3
Safe Distance ...............................................................................................14
7.4
Bridge Manning ...........................................................................................15
7.5
Engine Room Manning ................................................................................15
7.6
Station Keeping............................................................................................16
8.0
Watch-keeping................................................................................................18
8.1
SDPO Responsibilities .................................................................................18
8.2
Chief Engineer .............................................................................................19
8.3
Logbook........................................................................................................19
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9.0
Training ..........................................................................................................19
10.0
Operational Status (Class 2) .........................................................................20
10.1
Normal Status - Green Light........................................................................20
10.2
Degraded Status - Amber Light ...................................................................20
10.3
Emergency Status - Red Light......................................................................21
11.0
Diving ..............................................................................................................21
11.1
Responsibility and Authority of Personnel ..................................................21
11.2
Vessel Movement Limitations ......................................................................22
11.3
Shallow Water..............................................................................................23
11.4
DP Alert Responses......................................................................................23
11.5
DP Diving Hazards......................................................................................24
12.0
Crane Operations...........................................................................................25
12.1
Responsibilities (as per UKOOA guidelines) ..............................................26
12.2
Gangway ......................................................................................................26
13.0
ROV.................................................................................................................27
14.0
Responsibilities of Shore Staff ......................................................................27
15.0
Priorities..........................................................................................................28
16.0
Communications ............................................................................................28
17.0
Routine Maintenance.....................................................................................30
17.1
18.0
Software .......................................................................................................30
Surveys and Testing.......................................................................................31
18.1
IMO ..............................................................................................................31
18.2
FMEA...........................................................................................................32
18.3
Annual DP Trials .........................................................................................32
18.4
System Capability Definition .......................................................................32
18.5
DP Footprint Plots.......................................................................................33
19.0
DP Related Paperwork ..................................................................................34
20.0
Checklists and Forms. ...................................................................................35
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1.0 Abbreviations.
ABS
ADP
AHV
AIS
AVM
CRO
DARPS
DG
DGPS
DP
DPC
DPO
DPV
DR
DSV
ECR
EGNOS
EPE
ERN
ETO
FMEA
FPSO
FS
FSVAD
HPR
HiPAP
GPS
HRM
IACS
IALA
ICS
IMCA
IMO
ISM
LADP
LWTW
MRU
MMI
MSAS
NI
W. Dodd
American Bureau of Shipping

Automatic dynamic positioning
Anchor Handling Vessel
Automatic identification system
Automatic Vessel Management
Control room operator
Differential absolute and relative positioning system
Diesel generator
Differentially corrected global positioning system
Dynamic Positioning
Dynamic positioning computer
Dynamic positioning operator
Dynamically positioned vessel
Dead Reckoning
Diving support vessel
Engine control room
European geostationary navigation overlay service
Estimated position error
Environmental regularity number
Electro-technical officer
Failure modes and effects analysis
Floating production storage and offloading
Flag state
Flag state verification and acceptance document
Hydro-acoustic position reference
High precision acoustic positioning
Global Positioning System
Human resource manager
International Association of Classification Societies
International Association of Marine Aids to Navigation
Lighthouse Authorities
Integrated control system
International Marine Contractors Association
International Maritime Organisation
International Safety Management
Local area designated person
Light weight taut wire
Motion reference unit
Man Machine Interface
Multi functional satellite augmentation system
Nautical Institute
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NMD
NMEA
OIM
OS
OSV
PCR
PMS
PRS
PSU
PSV
ROV
RDPA
SBAS
SBC
SDP
SDPO
SMS
SOS
SOLAS
SSB
TLP
UKOOA
UMS
UPS
VRU
WAAS
Norwegian Maritime Directorate

National Marine Electronics Association
Offshore Installation Manager
Operator Station (DP)
Offshore supply vessel
Performance capability rating
Power management system
Position reference system
Power supply unit
Platform supply vessel
Remotely operated vehicle
Regional designated person ashore
Satellite based augmentation system
Single board computer
Simrad dynamic positioning system
Senior DP Operator
Safety management system
Safety operating system
Safety of Life at Sea
Single side band (radio)
Tension leg platform
UK Offshore Operators Association
Unmanned machinery spaces
Uninterruptible power supply
Vertical reference unit
Wide area augmentation system
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2.0 Introduction
The purpose of these instructions is to ensure that DP operations can be carried out in
the safest possible manner using the vessels DP system. It is the duty of all officers to
be aware of the hazards associated with every vessel operation.
This manual is specific to DP operations, separate and extra to the company SOS /
SMS manuals and should be considered as a supplement to the clients field operating
procedures.
The Vessel Master has overall responsibility for all Marine Operations and within the
confines of safe practice and good seamanship must carry out the clients business
with all despatch. It must be clearly understood by all persons on board that he is
responsible for all matters of safety. The use of DP is only allowed if it is a
requirement of the charter.
Production of coherent plans and procedures for each contingency, a continuous level
of offshore training and an appreciation of the problems involved by all parties in the
operation are necessary to set and maintain the standards required.
In an emergency the DP Operator must be capable of taking any action required for
the safety of the operation. It is imperative, therefore, that all officers learn to
manoeuvre the vessel in full manual control in order to maintain station in the event
of total DP failure. Emergency procedures must be set up and practised as often as
practicable. New personnel joining the vessel must be briefed in and understand these
procedures prior to standing a watch.
The Master should bear in mind when assessing his officers that possession of a DP
Operators certificate by no means guarantees the holder is either experienced enough
or competent to operate the DP unsupervised.
All staff on the vessel should be encouraged to gain knowledge of procedures and
difficulties encountered by each department and thus gain an appreciation of the
greater picture and the time frames relevant to each operation. If possible this should
be extended to include the functions of the platform/rig control room.
All officers must become thoroughly familiar with the contents of the vessel FMEA
(failure mode effect analysis) report in order to understand the consequences of
equipment failures. On joining a new vessel or rejoining a regular vessel officers must
revue records of DP failures, incidents and fault/ maintenance logs.
New personnel joining the vessel must be instructed in onboard DP procedures and
disciplines within 12hrs.of boarding, or in any event, before being involved in any
DP operations. Particular emphasis must be placed on the procedure for changing
control mode, thruster emergency stops and the distinction between single and
double push buttons. This should be practiced until it becomes second nature.
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3.0 The DP System

Dynamic Positioning is defined as a system that automatically controls a vessels
position and heading exclusively by means of active thrust.
The system is designed to give the operator a wide range of operational modes and
options facilitating many of the roles the vessel may be required to perform. Company
vessels have been designed to conform to DP class 1 or 2. Class 1 requirements
include the DP control system, independent moment controller, manual back up, two
independent reference systems and environmental sensors. Class 2 (fully redundant)
DP requires that the systems are to be provided and configured in such a way that a
single fault in any active component or system will not result in a loss of position.
This does not include failure of static components such as cables, pipes, manual
valves etc. A single fault does include a single inadvertent act by anyone onboard the
DP vessel. Systems must include two independent computer systems running and
aligned, gyrocompasses, vertical reference units and three position reference systems.
Components essential for the correct functioning of the DP system must be located to
protect from the risk of fire or mechanical damage.
Main systems may be considered to be any of the following:
a.
b.
c.
d.
e.
Thrusters.
Generators.
Reference Systems.
DP Computers / Controllers.
Power supplies.
This system will work satisfactorily until it is subjected to conditions outside its
operating capabilities. The operating requirements must never be allowed to exceed
the capabilities and it is required that these capabilities and limitations are clearly
understood by all those concerned with the DP operation. Kongsberg have prepared
detailed capability plots by mathematical modelling.
All DP systems use wind sensors to measure the wind-induced forces acting on the
vessel. This allows the system to apply compensation for these forces before they
cause a position or heading change. Many systems have a facility in joystick mode to
compensate for wind forces. In this situation, with a reference system also selected the
DP will begin to calculate, and allow for, current.
Mathematical modelling is basically the technique whereby the system predicts the
deviation of the vessel rather than having to wait until the vessel has drifted off
position before applying a corrective moment. The difference between the thrust
calculated from the model and the wind speed and direction is the force taken as the
current. The current is therefore a combination of all the unknown forces and errors in
the DP model and displayed as the speed and direction of the current. The other
advantages of the model include short-term position keeping when input is lost from
reference systems and improved fuel consumption.
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The DP system provides no active compensation for waves. In practice, the frequency
of the waves is such that it is not feasible to compensate for individual waves. Wave
drift forces build slowly and are reconciled as current. This is a major disadvantage
of DP in worsening conditions as the system cannot see the approach of a large
wave and apply extra power.
The DP vessels heading is provided by one or more gyro compasses transmitting data
to the DP control system. In vessels where redundancy is required then two or three
gyros will be fitted. Generally, Class 2 vessels will use three gyros allowing voting
to detect failure. Three gyros are required for diving. The input from sensors and
reference systems is continually monitored and any prediction error brought to the
attention of the operator for action, e.g. input from a failing gyro should be voted out
and no heading change should be initiated. Even on a system with one gyro, should a
sudden change of value occur due to a fault then prediction error should be detected
and no heading change initiated. It would be a different matter with a slowly drifting
gyro, however.
The roll, pitch and heave motions of the vessel are not compensated for by the DP
system but accurate measurements of these motions are required in order to allow
correction of the various reference system inputs to establish the position of the centre
of gravity i.e. raw data will provide the position of the GPS antenna at the head of the
mast. These measurements will be obtained using a vertical reference unit /sensor or
motion reference unit.
The UPS (uninterruptible power supply) system supplies clean power to the DP
system and in the event of loss of mains power will run dependant equipment for a
period of not less than 30minutes using the batteries. Sockets supplied from the UPS
must be identified and clearly marked to prevent inappropriate use.
A record will be kept of DP maintenance, modifications, defects and perceived
shortcomings giving as much detail as possible. This should cover the first part of the
annual DP trial and being in living document form would be available at any time
for inspection.
If any modifications to checklists are required due to specialist tasks etc. a request
should be made by the Master to the Operations Manager and the modified document
will be forwarded to the vessel.
3.1
DP Equipment Class- Definitions.
Equipment classes are defined by their worst case failure modes, in accordance with
the following IMO definitions:
Equipment class 1: Loss of position may occur in the event of a single fault.
Equipment class 2: Loss of position is not to occur in the event of a single fault in any
active component or system. Normally static components will not be considered to
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fail where adequate protection from damage is demonstrated and reliability is to the
satisfaction of the administration. Single failure criteria include; any active
component (generators, thrusters, switchboards, remote controlled valves, etc.), and
any normally static component (cables, pipes, manual valves, etc.) which is not
properly documented with respect to protection and reliability.
Equipment class 3: For equipment class 3, a single failure includes: items listed
above for class 2, and any normally static component is assumed to fail; all
components in any one watertight compartment, for fire or flooding; all components
in any one fire sub-division, from fire or flooding, including cables.
In addition, for equipment classes 2 and 3, a single inadvertent act should be
considered as a single fault if such an act is reasonably probable.
4.0 Sensors
4.1
VRS Sensors
Vertical reference sensors are important to the DP as raw position data must be
corrected for roll and pitch. Certain HPR systems also require heave corrections.
Class 2 vessels require two units for redundancy.
4.2
Gyros
The gyro is arguably the most important component of the DP system as good
heading control is critical for safe operation. Gyro signals will be fed to interface
boxes for conversion to NMEA for the DP and reference systems. With very few
exceptions speed and position data is provided directly from GPS. Where more than
one gyro is fitted they should be installed, where possible, in separate compartments.
The manufacturers guidelines should be consulted prior to installation regarding clear
area around the unit for air flow. Two gyros are required for required for class 2 but
three are required for diving.
4.3
Wind Sensors
Generally there are two wind sensors and are located on the Navigation mast, one on
each side. Both sensors should be selected at a time and used for environmental force
compensation. An alarm will be generated when the difference in measured wind
speed and direction are above a certain pre-set limit.
5.0 Reference Systems
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In addition to normal Navigation instruments DP vessels are fitted with position
reference systems. DP control systems combine data from two or more systems but in
the case of a single system it is simply checked, filtered and used. If two or more are
available the system will use both equally, or according to their individual
performance. On-line reference systems will be weighted by the DP according to the
data spread of position and the higher the weight, the greater the influence of that
system in the position calculation. Data from reference systems is subjected to a
mathematical or Kahlman filter which effectively tops and tails the data and
reduces the spread of position
The position reference systems fitted to company vessels include:
a.
b.
c.
d.
e.
f.
Differential GPS
MDL Fan-beam
Hi-Pap or HPR
Taut Wire
Radius
DARPS
These systems have a major difference:

a. The DGPS, taut wire and Hi-Pap provide an absolute position fixed to
the earth.
b. The Fan-beam, radius and DARPS provides a position relative to the
adjacent structure.
When a relative system alone is used and the rig moves in any direction then the DPV
will follow, maintaining the same offsets.
When an absolute system is used alone then the DPV will stay in a fixed position and
not follow the movements of the rig. This is a dangerous situation when working at
close quarters. Target follow function using dual target fan-beam allows both systems
to function together when selected into the DP. This is achieved using the follow
target function. Dual target fan-beam where fitted also detect any heading change
made by a dynamic structures (drill-ships, FPSOs etc) and can automatically adjust
vessel head to compensate. The reliability of reference systems is a major
consideration. Each system has advantages and disadvantages therefore a combination
is necessary for high reliability. The DP system requires positioning data from a
reference system at a rate of one fix per second or faster, this is not an issue when
using DGPS or Taut-wire but can be when using HPR or multi-target fan beam.
5.1 DGPS
Differentially Corrected Global Positioning System is possibly the most flexible
reference system, however, it does have limitations and great care must be taken when
using it close to structures as the signal quality can change quickly for many different
reasons. It is not reasonable to assume that if GPS is ok on arrival at the worksite that
it will remain so. The constellation is constantly changing and solution quality may
become too poor to offer good repeatability. Degradation can be gradual or
instantaneous Crane movement can cause satellite line of sight problems for
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differential signals, as can vessel movements. High frequency and other radio/
microwave transmissions can also cause problems resulting in the loss of differential
signal. When using IALA corrections it must be recognised that the signal quality
varies in common with normal MF radio and changes with weather, height of the
ionosphere and time of day.
At certain times an effect called scintillation can seriously disrupt GPS signals. It
normally occurs in the low latitudes during the late evening and early hours and is a
symptom of abnormal sunspot activity peaking in eleven-year cycles. The last peak
was 2000/2001.
The US Department of Defence no longer downgrades GPS accuracy but the system
is still not sufficiently accurate for DP purposes without differential corrections. The
accuracy of DGPS is normally 1-3 metres.
SBAS (space based augmentation system) is a generic term for WAAS, EGNOS and
MSAS, the three systems are independent but based on the same principles. The
systems are fully interoperable and compatible. SBAS signals are distributed by geostationary satellites.
4.1 DGPS- Seatex DPS 100/200
These units apply multiple differential corrections to the GPS position solution. Fugro
Seastar demodulators are used to process these corrections and supply the data to the
Seatex units. When available, SBAS (space based augmentation system) corrections
are also applied. The claimed positioning accuracy of this system is 50cm.
The Seatex 200 system also considers Glonass when computing a position. Glonass is
particularly useful in high latitudes or during periods of increased sunspot activity.
5.2
DGPS- Fugro Seastar 8300 (High Precision)
This is a dual-channel DGPS unit input to the DP as DGPS 2. This unit is known to
have much improved capabilities when operating close to structures and where the
constellation is changing quickly. A single antenna is used to receive both satellite
data and differential corrections. This system is accurate to around 20cm. It should be
noted that if power from the UPS is lost the system will appear to continue
functioning as the Acer Laptop constituting the MMI changes to internal battery
supply, the 8300 unit, however, will most certainly be off and the data displayed on
the MMI frozen. If two of these units are fitted side by side they can be set up to
receive differential corrections from separate geo-stationary satellites, the corrections
can be of a different type (Fugro XP and HP) and power can be supplied from
individual UPS units ensuring a high degree of redundancy.
5.3
MDL Fan-beam Mk IV
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This system operates by measuring the range and bearing between a laser unit on the
vessel and a reflector sited on the structure. The system is very accurate indeed but
does have some limitations. It is crucial that the operator is aware of these.
Some limitations may include, but are not limited to:
a. The system has a useful range of only a 100m or so when using a cylindrical
type reflector. Three or four times this distance when using a column of
prisms.
b. The signal will be attenuated and may be lost altogether during rainsqualls or
in clouds of dust from dry product discharges.
c. Heavy rolling can cause the laser to lose the target.
d. If using two fan-beams care must be taken to apply target sectors in order to
avoid interference in the event of a unit losing the target and going into
reacquire mode. In this case both systems could be lost in quick succession. It
is possible to specify fan-beam units using different frequency lasers but it is
not entirely practicable.
e. Care must be taken to avoid situating the reflector close to any object bearing
retro-reflective tape, light units, dalite type luminous signs or places where
personnel can gather. Reflective tape on working gear and vests can cause
positioning loss.
f. It is very important to keep both the laser unit and the reflector clean. Salty
deposits on the laser unit significantly reduce the signal strength.
g. Never cover the laser unit in a canvas bag when not in use. Whenever the
unit is powered up the laser unit performs a 360-degree sweep and the
equipment will be damaged.
h. If using multi-target fan-beam ensure that the targets are not too far apart and
that the scan rate is set fast enough to allow positioning updates at a rate of
better than one per. second.
i. Replacement targets can be made using 1m lengths of 150 mm plastic pipe
and high quality retro-reflective tape.
5.4
HPR/ Hi-PAP 500
Hydro-acoustic positioning reference system or High Precision Acoustic Positioning

operates using the vessels transducer to communicate with sub-sea transponders or
beacons. Transponders use an address system and transmit a reply only when
interrogated on the appropriate frequency. The rate of interrogation can be varied in
order to increase battery life. This system is used for tracking underwater vehicles and
equipment as well as vessel positioning.
a. It is very important to check with other vessels in the vicinity to establish
which addresses are in use in order to avoid conflicts. Commonly, on a major
project every vessel is allocated addresses for specific uses.
b. The correct speed of sound in water must be obtained for the area and entered.
Surveyors will normally carry out a TS (temperature/ salinity) dip and enter
the appropriate values.
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c. The vessel should be orientated to eliminate propeller wash by way of the
transducer causing interference.
d. If using a tethered transponder for vessel positioning it must first be
established that the seabed is clear and that sufficient slack exists in the wire
to allow vessel movements whilst remaining mindful of the propellers. If
possible the transponder should be spotted by the ROV as it approaches
touchdown on the seabed.
e. ROVs frequently use a Responder in place of a transponder. The difference
being that the trigger signal is transmitted along the umbilical rather than
through the water column
5.5
RPT 316/N Transponders
These units can operate as a transponder or responder at depths up to 1000m. The

beam-width is +/- 60 degrees. At an interrogation rate of 1 ping per second battery life
is approximately 18hrs. At 1 ping per 4s battery life increases to 53 hours.
Prior to deployment ensure that the desired channel has been selected and the
transponder turned on.
The battery charger has no discharge cycle , therefore , the unit will always have a
better capacity no matter how long it is put on charge.
5.6
Kongsberg Radius
Radius is a high precision relative reference and tracking system primarily designed
for use in harsh and demanding environments where DGPS is unreliable and
inaccurate and there is a need for an independent system to increase safety whilst
operating in DP.
The implementation is fully solid state (no moving parts) and based on measurement
of reflected radar signals from a passive transponder fixed to the installation. The
system comprises of three components; an interrogator unit which is mounted
externally, a transponder unit which is mounted on the platform and a radius
workstation which is located on the bridge.
5.7
DARPS - Differential absolute and relative positioning sensor
Using UHF transceivers, relative position is determined through GPS data

transmission between vessels. DARPS 100 is based on DGPS while DARPS 200
combines DGPS and Glonass.
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Caution should be exercised when the DP system shares information with third
party equipment such as DGPS and gyro heading that performance reliability of the
DP systems are not adversely affected.
It is the responsibility of every officer to become familiar with the ranges and
limitations of each reference system and to become familiar with the makers
operating instructions.
6.0 Vessel Propulsion and Control Systems

All officers must be thoroughly conversant with power supply, power management
and propulsion arrangements onboard the vessel. It is of the utmost importance that
bridge crew are clear on the operation of all manual controls as well as joysticks and
DP. The routine of switching between modes of control must be rehearsed and the
location of all emergency stops etc. well recognised. The consequences of power
demand exceeding power available should be understood. Failure modes of propellers
and thrusters will also vary from vessel to vessel, when control signal is lost most will
fail to zero but others will fail as set. Details of these systems can be found in the
FMEA.
6.1
Joystick
All DP vessels of class 1 and higher must be equipped with a joystick capable of
maintaining vessel heading automatically, controlling thrusters, rudders and
propellers. This unit must be completely independent of the DP system.
6.2
UPS (uninterruptible power supply)
The purpose of the UPS is to supply the DP system and components with power in the
event of a black out. There should be sufficient battery power to run the system for a
minimum of 30 minutes. The UPS is supplied with mains power, the batteries are
charged and clean mains voltage is fed to the various units via a built in inverter. An
alarm will activate at the DP console if supply to the UPS is lost. Class 2 systems
have two systems.
7.0 General Procedures

7.1
Arrival Checks
Arrival checks should be carried out before the vessel comes within 500m 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,
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power generation, auto DP and joystick/ manual controls. The bridge should be
appropriately manned.
For class 2 operations three position reference systems should be deployed. This
could consist of two systems on line with a third system instantly available if
required. Instantly may be regarded as meaning at the touch of a button. For diving
operations three reference systems must be on-line and at least two should be of a
different type.
7.2
Approaching the Installation
The vessel should be manoeuvred at a safe speed when inside 500m of the
installation. The vessel should not approach the installation unless authorised to do so.
When making a final approach to the installation the vessel should not head directly
towards it. Where a final approach is made to the installation having conducted DP set
up checks, the approach should be conducted on DP or in manual control using the
DP joystick.
Operations will not commence until a DP checklist has been completed, the
Platform/Rig OIM is informed and permission to proceed is given by the Master or
Senior DP Operator. Initially a field set-up checklist should be completed and
thereafter a periodic checklist at every change of watch. Prior to diving/ ROV
operations a permission to dive checklist should also be completed and signed by
SDPO and diving/ ROV supervisor.
Whenever the transducer or retractable azimuth thruster is lowered a notice to this
effect must be posted on the forward main engine controls and an entry made in the
DP log. The notice should only be removed when the unit has been retracted and the
officer should log this and initial the entry.
7.3
Safe Distance
The vessel should be set up on DP at a safe distance from the structure. Safe
distance will vary depending on the circumstances prevailing at the time but the main
factors will be the environmental conditions and the proven reliability of the
vessel, systems and crew. Once the DP is in manual mode and a reference system has
been selected then a memory will begin to be acquired. Once on DP and on the
desired heading the vessel can be moved incrementally into position. The DP system
will continue to build memory during this operation. When operations are complete
the vessel should move clear on DP and switch over to manual control when the
vessel is in a safe position. Prior to diving operations thirty minutes will be allowed
between selecting DP and permission to dive to achieve best model. This time can be
utilised by moving into dive position, lowering clump weights, completing checklists
etc.
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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 the 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 in a fixed 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 maximising the
distance by extending hose length.
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 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.
Although much emphasis is placed on system memory (DR Mode) and the ability to
hold station for brief periods following the loss of all position reference systems, in
reality this is of little relevance to supply operations where a visual reference is
always available. Manual control should be restored immediately if the verity of the
positioning systems is in doubt.
7.4
Bridge Manning
During Diving/ ROV operations there will be two qualified DP Operators on the
bridge at all times, one of whom will be a qualified Deck Officer. The DP console
must be continuously manned with the DPOs changing out at regular intervals to
ensure that the required degree of concentration is maintained. The rotation interval is
at the discretion of the SDPO and will vary according to the task in hand. This period
should not exceed two hours.
If the vessel program includes lengthy periods of 24hr diving operations an additional
Deck Officer will be provided to attend to routine vessel duties.
It is anticipated that a DP trainee will be carried on board to acquire the skills
necessary to form an integral part of the bridge team. Such an Officer will be extra to
normal manning.
7.5
Engine Room Manning
The ECR should be adequately manned at all times when the vessel is within the
500m zone of an installation by a watch-keeping engineer familiar with the operation
of the power plant. When working at close-quarters or where class 2 DP is required
the ECR must be manned at all times. Additionally, in diving support role, at least two
competent and qualified Engineering Officers are to be on duty at all times. There
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must be onboard one Technician capable of minor fault finding and maintenance of
the DP system.
7.6
Station Keeping
The maximum excursion of the vessel on DP, from vessel motions and position
control system accuracy shall be equal to, or less than, half the critical excursion
regards the work being carried out.
The DP position alarm limit should not exceed the critical excursion limit.
The DP 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.
The position/ heading of the vessel should be considered very carefully in order to
minimise vessel pitch and roll. It should be borne in mind that vessel motion will
often be the limiting factor to continuing operations rather than high winds. The
vessel is capable of maintaining station in high wind speeds due to a large reserve of
power. However, a constant watch is be kept on the pitch and roll trends as excessive
movement due to swell will almost certainly be the most frequent cause of
abandonment. If any deterioration is noted at an early stage it should be possible to
recover ROV etc. before the operation becomes hazardous. All parties should be
informed of any material change in environmental conditions. It should also be
considered that DP systems operate better if the wind and tide are clearly on one bow
or the other and not from dead ahead. Changes in vessel draft/ trim frequently occur at
an installation. A shallower 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 and impacting on thruster redundancy.
Measures should be taken to maintain an appropriate draft/ trim.
Wherever possible the vessel should be positioned in a blow off/ drift off situation
relative to structures to minimise any contact damage in the event of total loss of
power. The possibility of this occurring should not be underestimated. Positioning the
vessel perpendicular to the structure should also be kept to an absolute minimum.
The risk of serious damage is much reduced by positioning the vessel athwart-ships to
a rig/ platform and parallel to a ship shaped vessel. Lying stern-to heavy seas and
slamming should be avoided to reduce hull stresses and damage to electronics.
When positioning the vessel consideration must be given to possible escape routes.
An 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 DP operator must give frequent consideration to planned
escape routes as this may change due to weather, other vessels in the vicinity etc.
Vessel position movements and heading changes must be carefully considered and
made in small increments whist close to a structure. If a DP failure occurs there can
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be a considerable delay between the thrusters powering down and powering up again
in manual control and this should be considered particularly when working weatherside on the structure. Many Offshore Operators forbid weather-side working with
non-redundant DP.
Position and heading limits for the operation should be agreed between all relevant
parties prior to commencing work. The DP can be set to alarm when these limits are
reached. There are options on the DP to set alarms on the VRU when these limits are
being reached and these will be recorded on the computer printouts. Check clients
field operating procedures for weather limits.
Extra care should be taken when other DP vessels are in the vicinity as various forms
of mutual interference can occur. This includes thruster wash, position reference
system problems and intermittent shelter from wind and sea. Any of these conditions
may result in less accurate station keeping and terminating or suspending operations
should be considered. There should be communication between vessels involved in
order to coordinate placement of reflectors and positioning etc. in order to reduce any
possibility of mutual interference.
The DP operator should contact the ROV/ platform if station keeping is giving some
concern and likewise they should contact the DPO if they observe increasing vessel
movement.
Every effort should be made to anticipate changes in the direction and strength of the
current as this can have a major impact on station keeping. If in doubt the vessel
should be moved to a safe position to assess the change in conditions. Following a
change in current the positioning footprint will increase to some degree before
gradually returning to normal. Where fitted, the quick current function can be used.
Changing the DP mode from auto to manual and back to auto will not delete the
memory, it is necessary to return to stand-by, and this should only be done when the
vessel is in a safe position.
Some loss of position may occur when starting and operating fire monitors and
consideration should be given to reference systems in use when directing the water
jets.
When operating with an ROV the DP Operator must be constantly aware of the
position of the ROV relative to the vessel and the direction and strength of the tide. In
the event of a total loss of power to the vehicle resulting in a dead sub recovery it
will be necessary to move the ship very quickly to avoid making contact with the
rapidly surfacing ROV.
It is to be expected that the wind sensors will frequently be inaccurate due to the
close proximity of adjacent structures. It is generally considered preferable to
deselect the sensors when the readings are unreliable.
There are exceptions to this rule and the DPO must use his best judgement under
the circumstances.
Critical operations (diving etc.) should cease when the vessel is no longer able to
run class 2 operations. This is to say that a single failure in any of the main systems
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would result in the loss of the ability to maintain automatic control of stationkeeping.
8.0 Watch-keeping
During DP Operations, the duration of watches for the watch-keeping officers shall
not exceed 12 hours continuously and the average period of continuous rest shall not
be less than the on period. The watch changeover should be staggered in order to
maintain continuity. However, periods of duty and change-over times etc. will be left
to the Masters discretion to make best use of personnel available. The Officers
coming on duty should be on the bridge 15 minutes prior to assuming the watch in
order to be fully appraised of events during the previous watch and any events
planned for the watch ahead. Whenever possible, handovers should occur with the
vessel settled.
In the absence of the Master from the bridge the Senior DPO will be in charge. The
Master will, however, leave clear written instructions as to the conduct of operations
during his absence. These will be included in his bridge standing orders and will be
signed for by all Officers.
8.1
SDPO Responsibilities
Will include:
a. To be aware of all circumstances that may affect the vessel operations.
b. To complete DP checklists, DP logs, note relevant printouts and to maintain an
accurate log of events.
c. Using all available means to check performance of the DP system. This should
include the use of visual marks on any adjacent structure.
d. To formulate a plan regarding the options open to him in the event of any
degradation of control status.
e. Continuous training of any junior DP watch-keeper including driving
instruction.
f. Informing the Master of any DP problems.
g. Obtaining weather and tidal information.
h. Keeping engine room staff appraised of the situation.
i. Liaise with Engineers to ensure reference systems etc. are correctly
maintained.
j. To maintain station manually in the event of DP failure.
k. To maintain dialogue and foster good relations with platform/ ROV/ dive
control and platform control room staff.
l. Prepare vessel footprint plots when conditions are appropriate.
All DP system messages and alarms must be checked and ticked off at the printer
using a highlighting felt tipped pen. This indicates no messages have been
overlooked. An explanation to all error messages can be found in the Help menu.
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8.2
Chief Engineer
The Chief Engineer is responsible for all vessels machinery and equipment and
ensuring that the machinery is maintained and available for DP Operations.
He will immediately report any deficiencies which could affect DP status to the
Master/ DPO.
He will ensure that all engine room staff are familiar with:
a.
b.
c.
d.
e.
8.3
Vessel machinery and systems.

DP Procedures and FMEA
Failure modes and recovery procedures.
Reporting procedures
Maintenance procedures.
Logbook
An accurate DP logbook must be maintained from the time the vessel arrives on
location until it departs. The content is vital for commercial purposes as well as
playing a major part when investigating any incidents. No officer will be criticised for
including too much information. Information recorded will include but not be
restricted to the following:
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
l.
m.
n.
Completion of relevant checklists.

Time on/off DP
Permission to dive
Testing of communication systems and Abandon Dive Alarms.
Launch/recovery of ROV.
Diver in/out of water.
Crane ops.
Cargo commenced/completed.
Hoses connected/disconnected.
Pumping started/stopped.
Reference system deployed/selected/deselected.
Vessel movements on DP.
Unexpected or unusual incidents.
Officer on/off duty.
9.0 Training
The suggested route to a DP Operators certificate comprises of an Induction Course,
one-month sea service and a simulator course followed by either six months or twelve
months sea service on a DP vessel. Six months service on a class 2 vessel will lead to
a full certificate and 12 months service on a class 1 vessel will lead to a restricted
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certificate. A period of two months on a class 2 vessel will enable the upgrading of a
class 1 certificate.
All officers must keep an accurate record of DP hours and this should include DP
system class, type (Kongsberg, Alstom, Nautronix etc.) and work area.
An onboard record must be kept indicating that officers have received an appropriate
induction in the use of the system. The contents of the DP induction are similar to
those included in the Nautical Institute seagoing familiarisation process and consist of
the following elements; ship-handling, DP control system, DP computer system, DP
information input systems and use of propulsion units. Furthermore, the officer must
acquaint himself with the contents of the FMEA.
If the Master feels that the level of DP knowledge or experience on board is
insufficient with regard to the nature of the work being undertaken he should
request that a company DP Supervisor be assigned to the vessel for an appropriate
period of time. Every effort will be made to meet such a request at the earliest
opportunity.
10.0 Operational Status (Class 2)

10.1 Normal Status - Green Light
The vessel can be considered to be in normal status when the following conditions
apply.
a. Vessel operating normally on DP with adequate back-up systems available.
b. The vessel remains fully redundant with respect to thrust and generated power
requirements. There will be no position loss following worst case failure.
c. Vessel position footprint remains within predetermined limits for all but brief
periods of time. These limits will vary according to location.
d. There is no risk of collision.
10.2 Degraded Status - Amber Light
The vessel can be considered to be in degraded status when any of the following
conditions apply.
a. When a sub-system fails and the DP remains operational but with no suitable
back up available. This means that any additional failure could result in DP
breakdown and the assumption of emergency status.
b. Available power units are reduced to the extent that the loss of one more could
prevent the vessel holding position or maintaining heading.
c. With all available thrusters on line any unit exceeds 80% of maximum output
or total power consumption exceeds 80% for more than brief periods.
d. Vessel footprint exceeds pre-determined limits for more than brief periods.
e. Risk of collision exists.
f. Weather conditions are becoming unsuitable for DP operations.
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10.3 Emergency Status - Red Light

The vessel can be considered to be in emergency status if either of the following
conditions applies:
a. System failure results in inability to hold station or maintain heading.
b. An external condition exists which prevents the vessel maintaining position. i.e.
risk of collision etc.
11.0 Diving
This section is derived from IMCA Diving Division Guidance Note No: IMCA D 010
Rev. 2 Diving Operations from Vessels Operating in Dynamically Positioned Mode.
DP operators must familiarise themselves with relevant IMCA guidelines and all
diving operations will be conducted without deviation from these guidelines. If the
vessel can no longer comply then diving operations must be terminated.
11.1 Responsibility and Authority of Personnel
The legislation that gives authority to the masters of merchant vessels or the
supervisory staff of diving operations, projects and offshore installations takes
precedence over this guidance. It is, however, fundamentally important that the
responsibility and authority of each person involved with the management of diving
operations from DP vessels be clearly defined.
Vessel master
The master of a vessel is ultimately responsible for the safety of the vessel and all
personnel working on or from it. He can veto the start, or order the termination, of
a diving operation through the diving supervisor.
DP operators
The DP operator in charge of the DP system must be suitably trained and experienced.
The DP operator is responsible for the station keeping of the vessel, and must keep the
other relevant control centres of the vessel informed of changes in operational
conditions and circumstances.
Senior diving supervisors and diving superintendents
Some diving projects will have a senior diving supervisor or diving superintendent
who is an experienced diving supervisor. He will normally act as an offshore project
manager, and will ensure that the specifications of the diving project are met. He will
also liaise with the vessel master and the clients representative. Other diving
supervisors report to the senior diving supervisor or diving superintendent, but they
retain the responsibility for the start, operation and termination of the dive that they
are supervising.
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Diving supervisors and life support supervisors
The supervisor on duty is responsible for all the safety aspects of the part of the diving
operation for which he is appointed including the condition and operation of all
relevant equipment. He must be issued with a letter of appointment that details his
specific functions.
Diving supervisors and life support supervisors are responsible for the effective and
timely conduct of diving and chamber operations as appropriate. They report to the
diving superintendent or senior diving supervisor, if one is appointed. The diving
supervisor is the only person who may order the start of a diving operation.
The diving supervisor is also responsible for advising the DP operator of any status
change in the diving operation.
Clients representative
The clients on-board representative is responsible to the client for ensuring that the
project specification is carried out in accordance with the procedures as detailed by
the diving contractor, and he should liaise with the contractors senior representative
on-board accordingly. He may request, but not order, the start of diving
operations, and has the authority to veto the start, or order the termination of
diving operations through the diving supervisor.
11.2 Vessel Movement Limitations
A diving support vessel under stable DP control may execute changes to a previously
agreed position or heading without recalling the divers to the deployment device,
provided all relevant personnel have been advised, and that the DP Operator and the
diving supervisor are both satisfied with the following criteria:
a. The move can be executed safely.
b. Umbilicals and other diving related work lines are clear and will remain so
throughout the move.
c. Divers understand the move and are not endangered by it.
d. Divers can easily reach the deployment device.
e. Three position references will be on-line throughout the move.
f. The move is executed at low speed.
g. Changes of heading and position are not carried out simultaneously.
h. The move can be stopped at any time.
i. The move will not exceed the scope of any of the three reference systems.
j. The move will be stopped if one position reference has to be repositioned and
this results in only two position reference systems being on line.
k. The DP Operator will verify the move input before execution.
l. Due account has been taken of the selected centre of rotation when heading is to
be changed.
If the DP Operator has any doubts about the safety of the move, he should instruct
the diving supervisor to recall the divers to the deployment device and stop the move
to reassess the safety of proceeding.
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11.3 Shallow Water
In relation to vessel safety, the only limit on a DP Vessel in shallow water is draught,
assuming that the requirements regarding vessel capability and position reference are
fulfilled. The safety of the divers can be affected by other factors however. The
proximity of thrusters may endanger umbilicals, or the flow of water to and from the
thrusters, which will vary with depth, may affect visibility. These factors will need to
be addressed by evaluation, planning and risk assessment.
The vessel master, in consultation with the senior diving supervisor, will need to
determine the appropriate clearance between the divers deployment device and the
keel or the lowest thruster, taking into account all relevant factors, e.g. weather
forecast, tides, vessel motion, the presence of subsea obstructions, etc.
Where the direction of escape is limited by adjacent shallower water, great care
should be exercised in monitoring the tide and determining safe routes to deeper
water.
DP vessel capability plots do not give limiting environmental conditions for shallow
water, and operators should expect higher thruster and generator loads than for the
same weather conditions in deeper water. This may result in diving support operations
being terminated earlier than expected. For vessels with a consequence analysis
warning, the reduced capability will be taken into account automatically because the
alarm will be raised when the worst-case single failure would cause the vessel to lose
position, albeit very slowly, based on thruster utilisation.
The major difference between operations in shallow and deep water is the distance the
vessel is able to move while maintaining on-line position references based on the
seabed. The distance will be reduced further if the accuracy of the position references
is impaired. There should be a minimum of three position references on line when
divers are in the water, one of which should be a radio or surface-position reference.
As the range of angle of vertical taut wires is reduced and acoustics become more
susceptible to interference from the vessel then surface reference systems may offer
greater reliability because they are not susceptible to water depth. A careful
assessment, however, must be made regarding other limitations. As the water
becomes shallower the peak natural excursion of the vessel may come to exceed the
scope of the subsea reference systems.
Diving operations in shallow water are more sensitive to weather than those in deeper
water, and this should be considered when planning such operations. Shallow water is
often associated with strong, rapidly changing currents and a consequent reduction in
underwater visibility may affect the divers ability to identify and to avoid, acoustic
beacons, taut wires etc.
11.4 DP Alert Responses
On initiation of alert levels by the DP Operator, diving operational responses should
be carried out as defined in this section.
Green Light- normal operational status
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Full DP diving operations can be undertaken.
Yellow Light- degraded operational status
Where a yellow alert is signalled by a flashing light and an audio alarm, the audio
component in dive control should be capable of cancellation.
The diving supervisor should instruct the divers to suspend operations and, where
practical, make safe any work or items of equipment that could offer a further hazard
before moving to a safe location.
After consulting with the diving supervisor, the DP operator should decide on any
necessary further action. This may involve the divers returning to the deployment
device and preparing to return to the surface, or returning to the worksite.
If the DP operator is unable to provide clear advice, the diving supervisor should
instruct the divers to return to the deployment device and prepare to return to the
surface.
The divers safety is paramount. If there is any doubt about the appropriate course of
action, the DP operator and diving supervisor should both act to provide the greatest
protection for the divers.
Red Light- emergency status
The diving supervisor must instruct the divers to return immediately to the
deployment device and/ or prepare to return to the surface. After considering any
potential hazards, the deployment device and/ or divers should be recovered as soon
as possible.
The DP operator must use all available means to limit vessel-position loss during the
recovery of the divers.
11.5 DP Diving Hazards
Down Line Handling and Interference with DP Sensors
The handling of all down lines from DP vessels requires special care, long
horizontally slung objects can rotate while being lowered and come into contact with
taut wires and any down line can snag a diver. Acoustic devices should only be
moved by divers under the supervision of the diving supervisor and on the direct
authority from DP control.
Operations Plot and Emergency Plans
A plot displaying the relative positions of the vessel, the divers deployment device, air
divers, the work site, and any known obstruction e.g. platform, other vessels, mooring
wires, wellheads etc. together with the ships heading and environmental data where
appropriate at the DP and dive control position. The DP watch-keepers should ensure
that this plot is regularly updated and that the planned emergency procedures have
been agreed with the diving supervisor and that the relevant information for Dive
Control to keep a similar plot is given to the diving supervisor.
DP Operations close to obstructions
Particular care must be exercised when operating on DP in close proximity to fixed
objects such as sub-sea manifolds, production platforms, mooring buoys, wires and
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chains etc. When DP diving is undertaken in the vicinity of anchor wires and cables,
the accuracy of their position as well as their excursion should be used to determine a
safe working clearance for divers. Every effort must be made to check the vessel coordinates to guard against a slow drift off position undetected by the DP control
system.
Visual Reference Points
When close to fixed structures, the value of a visual reference from the DP control
position to provide an early additional indication of vessel movements is an advantage
and the DP vessel heading should be selected to make this feasible wherever possible.
The Master may order the termination of diving operations in reduced visibility when
loss of visual reference to a structure or vessel is considered to be an unacceptable
risk.
ROV Operations during diving operations.
If ROV and diver operations are being carried out simultaneously from the same
vessel then the operational areas of each should be sufficiently separated to ensure
that diving operations are not jeopardised and down-lines for the diving operations
and position references are not interfered with.
12.0 Crane Operations

Prior to carrying out crane operations the lift must be carefully planned and all
possible eventualities discussed.
Considerations must include but not be limited to the following;
f.
g.
h.
i.
j.
k.
l.
m.
n.
o.
p.
q.
m.
n.
o.
p.
q.
The size and weight of the proposed lift.

The suitability of the rigging including tag lines.
The lifting/landing area must be clear of potential hazards.
The vessel stability situation must be verified. Reference may be made to the
vessel stability booklet.
Toolbox talk/ JSA.
Vessel DP Footprint, redundancy, potential reference system conflicts.
Weather conditions/ roll, pitch and heave. The maximum wind speed for
crane operations offshore is 35kts. Sea conditions may reduce this figure
significantly.
Pre-ballasting
The banks-man must be clearly identified, trained and be fluent in crane
signals.
Communications must be established and a common language agreed upon.
Contingency plan for crane failure mid-lift.
Verify that the crane will remain within limits throughout, consider dynamic
loads.
Non-essential personnel to clear the area.
Crane Operator certification.
Crane fluid level check prior to crane ops.
Crane lowered and secured for platform helicopter ops.
Lifts should not be carried out at night without sufficient illumination.
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r. Ensure that any restrictions to the lift are removed, e.g. hold down bolts.
s. The crane must be maintained as per manufacturers instructions.
t. The use of tag lines should be avoided as they could involve personnel
standing in unsafe positions. If it is considered necessary they should only be
used after a risk assessment has been undertaken.
No lift should proceed without permission from the bridge.
12.1 Responsibilities (as per UKOOA guidelines)
The vessels Master is responsible for the safe and correct loading of his vessel. He
should liaise with the base operator to ensure that the vessel is loaded correctly and in
accordance with the Charters specific requirements.
The base operator or offshore materials co-ordinator must provide the vessel with a
copy of the vessel loading list complete with all relevant Dangerous Goods
information for each installation to be visited and also an accurate manifest. These
documents must be received in sufficient time to permit proper stowage of the cargo
for the route envisaged.
The IMDG Code contains internationally agreed recommendations for the safe
transport of dangerous goods by sea. Although primarily aimed at vessel operators,
the Code requirements affect everyone involved in the transport chain, from the
manufacturer of the dangerous goods through to the consumer.
12.2 Gangway
On vessels fitted with gangways for effecting personnel transfers between the vessel
and a fixed installation. The following safety precautions shall be observed;
a.
b.
c.
d.
e.
f.
g.
h.
i.
j.
k.
The equipment must be inspected prior to use.

Buoyancy aids must be worn.
Only one person may be on the gangway at any time.
Vessel excursion must not exceed 50% of gangway extension i.e. 2m.
Rescue equipment must be available nearby.
An accurate log of personnel movements will be maintained.
Good communications between the gangway and the bridge must be
established and a common language agreed upon. The duty gangway watch
must speak Arabic.
Operations must be terminated if gangway movement is becoming erratic due
to roll, pitch and heave.
Abandon dive alarms will be tested prior to deploying a gangway.
Crane Ops and gangway transfers must not be carried out simultaneously.
A toolbox talk will be held prior to every deployment.
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l. Adequate illumination must be provided.
m. Never attempt vessel-to-vessel gangway personnel transfers.
Gangway deployment and personnel transfer must not commence until the bridge
has given permission.
13.0 ROV
When operating with an ROV it is important that a high degree of concentration is
maintained and the position of the ROV is always known. A comfortable situation can
quickly deteriorate into one where vessel and vehicle are seriously at risk. The
following points should be considered:
a. The best heading and position should be carefully assessed in consultation
with the ROV crew.
b. Prior to ROV launch ensure that HiPAP/ HPR is correctly set with respect to
the transponder/responder mounted on the vehicle. Ensure no conflict with
other vessels or acoustic arrays.
c. The best lee must be provided for ROV deployment.
d. The direction of the current must be known in order to estimate the likely
position of any slack umbilical relative to thrusters etc.
e. It is not desirable to operate with the ROV directly under the vessel and
preferable if the work site is on the same side as the deployment device. This
helps to ensure that the umbilical is kept clear of hazards and in the event of a
dead-sub should result in easier recovery to deck.
f. It is necessary to check the spare transponder every dive.
g. If the vessel is operating in DP follow-sub mode a lookout must be kept in the
direction of travel.
h. Avoid moving astern in follow-sub mode.
i. React radius in follow-sub mode should be kept to a very small value for best
results, otherwise a stop/start motion results.
j. Follow-sub mode should not be selected within 200m of a structure.
k. Do not blindly carry out instructions from ROV control without first
assessing vessel safety.
l. Acoustic quality is seriously impaired by thruster wash and from divers
exhalation bubbles, airlifts etc.
14.0 Responsibilities of Shore Staff

It will be the duty of the Area Manager to disseminate information regarding forthcoming charters where DP is a requirement.
The information should consist of:
a. The prospective client and area of operation.
b. Starting date and expected duration of charter.
c. Details of the charter i.e. operating hours etc.
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d. What class of DP is required and the specific work-scope.
This information should be forwarded to the following:
a.
b.
c.
d.
e.
f.
g.
h.
Operations Manager.
RDPA
HR Manager and relevant personnel officers.
Technical Manager.
LADP
Vessel Master and Ch. Engineer
Relevant Port Captain and Port Engineer.
It will be the duty of the HR Manager to ensure that the vessel is appropriately
manned regards the proposed work-scope of the vessel. The HR Manager should
liaise closely with the vessel Master and Senior Marine Superintendent regarding
requirements. This should include but not be limited to:
a.
b.
c.
d.
Correct and adequate certification of crew.

Proposed crew have sufficient relevant experience.
Sufficient crew to cover required working hours.
Arrange DP Supervisor if required.
The Operations manager will ensure that the vessel is suitable for the task, with no
outstanding DP issues and that differential GPS corrections are arranged. He will also
be responsible for ensuring that the necessary trials etc. are conducted timeously.
The Technical Manager will ensure that there are no outstanding engineering issues
that may affect the vessels ability to operate on DP.
15.0 Priorities
Priorities should be clearly established for dealing with a DP emergency.
The safety of life on board is of utmost importance. However, the safety of the
platform can be of equal importance especially if the vessel in its emergency poses a
threat to the platform and personnel aboard. In this respect the advice of the
Offshore Installation Manager should be heeded where possible in respect of the
platform and equipment.
16.0 Communications
A working VHF channel must be established between the bridge and the platform.
This channel must be monitored at the DP desk at all times.
The unnecessary use of VHF radio is to be avoided and conversations to be limited to
operational matters, be brief, clear and precise.
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During an emergency the unnecessary use of communication systems and channels
must cease in order to allow clear communication between those involved in the
emergency.
The lines of communication between the bridge, ECR, dive control and the ROV must
be tested frequently to ensure that the systems would be ready in the event of an
emergency. At least two completely separate systems should be available between the
DP desk and these stations.
The DP Operator should be informed regarding any of the activities listed below
occurring on the vessel.
a. If work is to commence or has been completed on any piece of equipment that
could directly affect on-line or stand-by DP equipment.
b. Any intention to start or stop ancillary units that may reduce supply to DP
related equipment.
c. Starting and stopping of sewage discharge.
d. Any pumping of fuel etc. around the vessel that may cause changes to trim.
e. Launch and recovery of workboat.
f. Use of crane.
The OIM should inform the DP Operator of the following:

a. Planned movements of helicopters and vessels. Particularly vessels
approaching close to the operation.
b. Overboard discharges in the vicinity.
c. Activities that could change the draught/trim of the FPSO.
d. Periods of radio silence. Anticipated hazardous operations etc.
e. Weather information.
f. Planned movement/ heading change.
The DP Operator should inform the OIM of the following:
a.
b.
c.
d.
Changes or planned changes operational status.

Changed status of DP.
Intended vessel movements.
Requests for hot work permits and to notify of any relevant work on the vessel.
Over-side work etc.
e. Diving status.
Good liaison between the dive control position and the DP control is essential. Each
watch-keeper should inform the other about any change in operational circumstances
either existing or planned. The following lists give an indication of the type of
information that should be passed.
Dive Control to DP Control:
a. Bell Status
b. Diver Status
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c. Intention to use water-jetting equipment
d. Possibility of divers, equipment etc. blanking or moving acoustic reference
signals
e. Requests to move the vessel
f. Intention to release high volume compressed air sub-sea
g. The status of all down-lines
h. Any situation that is unusual.
DP Control to Dive Control:
a.
b.
c.
d.
e.
f.
g.
Intention to move vessel or change heading

Changes in operational status affecting positioning control
Any situation that is unusual
Any forecast or actual significant changes in weather
Ship movements in the vicinity.
Intention to handle down lines of any type including re-plumbing taut wire.
Platform information relevant to operations
Important communications between dive control and DP control should not be

answered simply by an acknowledgement such as roger or multiple clicks of a
transmit button but should be repeated to ensure there is no misunderstanding.
17.0 Routine Maintenance

All equipment must be maintained in accordance with the manufacturers
recommendations. The SDPO and the Ch. Engineer should liaise to ensure this is
carried out and the relevant tasks feature in the planned maintenance system. In the
case of redundant DP systems it should be ensured that the set-up is changed
frequently so that the same operator station and SBC within the DPC etc. is not
constantly in use with the other on stand-by, this ensures that off-line systems can be
assumed to be in working order and will function properly in the event of a switch
occurring. The Operator Station computers should be re-booted at least once per
month depending on usage. All filters on cabinets should be checked frequently and
cleaned to allow adequate through-flow of air.
Where an HPR transducer is fitted the gate valve must be worked on a weekly
basis.
Kongsberg provide a list of suggested spare parts to be carried on board the vessel.
This stock should be maintained and replacement stock ordered as required.
17.1 Software
Two back-up or mirror discs should be created of the computer hard drive, one disc
stored in the DP software cabinet on the bridge and the other on top of the COS100.
In this way it should be simple to restore the system in the event of a hard drive
failure. These discs should be clearly labelled and updated following visits from
Service Engineers.
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When a new software version has been installed a copy of the old version should be
placed in the quarantine cabinet on the bridge. After proving trials it may be
destroyed. Normally the suppliers service hand will deal with this, removing the
previous discs from the vessel following completion of acceptance protocol.
A significant proportion of DP software exists on smart media, compact flash, eproms
etc. and is flashed by the service hand. In this case the vessel crew has no access to
previous versions or back-ups etc.
It is important that a software register is maintained and software upgrades logged.
The register should contain details of software version in use, location of software and
software in quarantine etc.
18.0 Surveys and Testing

18.1 IMO
Under the IMO guidelines each DP vessel, which is required to comply, is subject to
the surveys and testing as follows:
An initial survey, including, a complete survey of the DP system to ensure full
compliance with the applicable parts of the guidelines. This includes a complete test
of all systems and components and the ability to keep position after single failures
associated with the assigned equipment class. The type of test carried out and results
should be documented in the Flag State Verification and Acceptance Document
(FSVAD).
A periodical survey at intervals not exceeding five years to ensure full compliance
with the applicable parts of the guidelines. A complete test should be carried out with
the type of test and results being documented in the FSVAD.
An annual survey should be carried out within three months before or after each
anniversary date of the initial survey. The annual survey should ensure that the DP
system has been maintained in accordance with applicable parts of the guidelines and
is in good working order. Furthermore, an annual test of all important systems and
components should be carried out to document the ability of the DP vessel to keep
position after single failures associated with the assigned equipment class. The type of
test carried out and the results should be documented in the FSVAD.
A survey either general or partial according to circumstances should be made every
time a defect is discovered and corrected or an accident occurs which affects the
safety of the DP vessel, or, whenever any significant repairs or alterations are made.
After such a survey, necessary tests should be carried out to demonstrate full
compliance with the applicable provisions of the guidelines. The type of tests carried
out and the results should be recorded and kept on board.
Officers of the administration should witness these surveys and tests. The
Administration may, however, entrust the surveys and testing either to surveyors
nominated for the purpose or to organizations recognised by it. In every case the
Administration concerned should fully guarantee the completeness and efficiency of
the surveys and testing. The Administration may entrust the owner of the vessel to
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carry out annual and minor repair surveys according to a test programme accepted by
the Administration.
After any survey and testing has been completed, no significant change should be
made to the DP system without the sanction of the Administration, except the direct
replacement of equipment and fittings for the purpose of repairs or maintenance.
Results of the FSVAD tests should be readily available on board for reference.
18.2 FMEA
Dynamically positioned vessels must undergo FMEA proving trials, in addition to and
after, dockside testing, commissioning and customer acceptance trials. The dynamic
positioning system should be proven as far as is reasonably practicable in all modes of
operation that will be likely during the life of the vessel.
When all normal modes of operation appear to be functioning correctly, failure modes
should be simulated and the results of such tests independently documented by a third
party. Finally, performances should be demonstrated in both the intact and various
failed conditions.
Such proving trials should be properly documented and the results available to
operators, owners, charterers, surveyors and responsible authorities, to obviate the
necessity of repetition of some of the design related trials during the vessels working
life and as input into operational manuals and vessel familiarisation as appropriate.
Repeat DP FMEA proving trials of the entire DP system should be carried out at least
every five years.
The vessels key DP personnel should take an active part in the conduct of the
proving trials, as this is often a good opportunity to witness a worst case failure
scenario, experience the redundancy consequences or practice recovery procedures.
18.3 Annual DP Trials

Annual DP trials may be conducted as a single, separate event or as part of a rolling
test programme over the year, possibly as part of the vessels planned maintenance
program. The industry norm is for the trials to be carried out as a single, separate
event. Where the trials are held on this basis, they should be witnessed by a third
party. This could be an independent third party, or any competent person separate
from the relevant operational team, such as the Master or Chief Engineer of another
vessel, or a shore based technical specialist. Where the trials are part of a rolling test
program the trials and results must be subject to independent scrutiny and approval.
Documented records of the annual DP trials should be kept on board for the use of the
crew and made available to charterers as required.
18.4 System Capability Definition
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The maximum continuous operational station keeping capability for the dynamic
positioning system should be calculated for the following cases:
a. All thrusters operational with maximum effective thrust.
b. All thrusters, except the most effective thruster, operational with maximum
effective thrust.
c. The maximum number of thrusters that could be operational after the worst
single failure.
d. The equivalent loading on all thrusters in the intact condition should be
calculated to correspond with above.
e. The above are presented in polar plot form for various current speeds, e.g.
1.0, 1.5 and 2.0 knots, co-incident with wind and associated wave loads from
a fully developed sea.
f. This allows practical working limits to be assessed.
g. The purpose of (b) as a single composite plot is to provide operators with a
limit that cannot be exceeded if position is to be kept when the most effective
thruster suddenly stops.
h. The purpose of (c) is to provide operators with guidance on working limits
that should be imposed for the most difficult or sensitive tasks where the
consequences of a loss of position are particularly dire.
i. The purpose of (d) is to give operators information so that they can assess
whether safe working limits have been exceeded from intact power and thrust
usage and is generally known as consequence analysis because the
consequence of failure, when this alarm is active, is a loss of position.
j. This theoretical exercise is to provide plots that are easily verified during
proving trials and in the first year of DP operation. It is essential for the wave
conditions, used in the calculations to be stated on all capability plots.
k. Capability plots do not show the excursions of a DP vessel, they show the
likely environmental limits within which a DP vessel will effectively return to
the wanted position when an excursion takes place from normal external
disturbing forces. The excursions of a vessel depend on the environmental
conditions, the control system characteristics and the accuracy of the position
reference systems. In marginal conditions working within the defined safe
working limits DP operators should record the vessels excursions and so
develop a footprint for the vessel in these conditions.
l. On line capability plots provided by, as an additional facility with a DP
system should be verified by full scale testing and not used as justification for
continued working when safe working limits have been exceeded.
18.5 DP Footprint Plots
It must be ensured that DP footprint plots are prepared for each vessel. DP footprint
plots are used to measure the actual position-keeping performance of the vessel in
intact and degraded conditions, and in various environmental conditions. It is prudent
to complete footprint plots at the time of annual trials and whenever opportunities
arise.
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DP footprint plots serve two main purposes. They show the vessels excursions in
relation to the target position, thereby the tightness of the position keeping circle.
They are also valuable in assessing the validity of the DP capability plots.
Where there are differences between the measured footprint plot and the theoretical
capability plot, the results of the footprint plot take precedence over the capability
plot. Where the results differ significantly the reason should be investigated.
19.0 DP Related Paperwork

The following is a brief summary of the paperwork that must now be now be
maintained. The use of DP is now becoming standard in the supply boat sector and as
result of this the vessel and crew will be subjected to more frequent and more rigorous
auditing, often without advance notice. Invariably these audits start on the bridge with
an inspection of the paperwork. The quality of the paperwork will set the scene for the
rest of the audit. If the under-noted records are found to be up to date no auditor will
have a problem as these are industry standard procedures.
a. A rough/ DP log must be kept and the completed ones stored on board.
b. DP and PTD checklists must be completed and stored on board.
c. Print-outs from the DP printer must be clearly dated for ready reference and
stored on board.
d. Software updates should be dealt with as per the DP manual and a careful log
kept of changes. There are two relevant forms and a small register in one of
the cabinets. Do not build up a stock of old, obsolete software.
e. The DP familiarization forms must be completed and the log maintained.
Every DP operator should put together a brief CV detailing certificates,
training and experience. These should be stored on the bridge together with
photocopies of relevant certificates.
f. A DP fault book should be used to record any DP anomalies or faults
encountered. Small inexplicable glitches can be the precursor to a serious
problem. The Engineer or Electrician with responsibility for the DP should
initial the entries to indicate he has seen them.
g. An accurate record must be kept of DP maintenance, servicing and repairs.
This record should be kept together with reports from service personnel
(Kongsberg, Rolls-Royce etc.). It should also contain details of proving trials
following the installation of new equipment, software updates and repairs.
This document is produced for revue at the start of the annual trial and its
accuracy is very important to the 3rd party auditor as it is likely to influence
the contents of the trial program.
h. DP related operator manuals should be readily available on the bridge.
i. The vessels DP operation manual consists of the following sections
Company Instructions, FMEA, Annual Trials Document, DP Capability Plots,
DP Footprint plots and the DP maintenance etc. log. This must be available on
the bridge. This manual occupies several loose leaf folders.
j. There should be sufficient, recent footprint plots to illustrate vessel
performance in a wide range of conditions.
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DP Manual
k. An SDP spare parts inventory must kept and stock maintained to the
manufacturers recommended list.
It only takes a little time and application to keep these records in a presentable and
accurate form whilst failure to do this can have significant repercussions. A checklist
will be completed on a monthly basis regarding these requirements.
20.0 Checklists and Forms.
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Tidewater Marine International, Inc

The DP System .................................................................................................6

DP Equipment Class- Definitions..................................................................7

VRS Sensors ...................................................................................................8

DGPS- Fugro Seastar 8300 (High Precision) .............................................10

MDL Fan-beam Mk IV.................................................................................10

HPR/ Hi-PAP 500 ........................................................................................11

RPT 316/N Transponders ............................................................................12

DARPS - Differential absolute and relative positioning sensor ..................12

Vessel Propulsion and Control Systems.......................................................13

UPS (uninterruptible power supply)............................................................13

General Procedures .......................................................................................13

Arrival Checks .............................................................................................13

Approaching the Installation .......................................................................14

Safe Distance ...............................................................................................14

Bridge Manning ...........................................................................................15

Engine Room Manning ................................................................................15

SDPO Responsibilities .................................................................................18

Chief Engineer .............................................................................................19

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Operational Status (Class 2) .........................................................................20

Normal Status - Green Light........................................................................20

Degraded Status - Amber Light ...................................................................20

Emergency Status - Red Light......................................................................21

Responsibility and Authority of Personnel ..................................................21

Vessel Movement Limitations ......................................................................22

Responsibilities (as per UKOOA guidelines) ..............................................26

Responsibilities of Shore Staff ......................................................................27

Annual DP Trials .........................................................................................32

System Capability Definition .......................................................................32

DP Related Paperwork ..................................................................................34

Checklists and Forms. ...................................................................................35

Tidewater Marine International, Inc

American Bureau of Shipping

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Norwegian Maritime Directorate

Tidewater Marine International, Inc

Tidewater Marine International, Inc

3.0 The DP System

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DP Equipment Class- Definitions.

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5.0 Reference Systems

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These systems have a major difference:

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DGPS- Fugro Seastar 8300 (High Precision)

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HPR/ Hi-PAP 500

Hydro-acoustic positioning reference system or High Precision Acoustic Positioning

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RPT 316/N Transponders

These units can operate as a transponder or responder at depths up to 1000m. The

DARPS - Differential absolute and relative positioning sensor

Using UHF transceivers, relative position is determined through GPS data

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6.0 Vessel Propulsion and Control Systems

UPS (uninterruptible power supply)

7.0 General Procedures

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Approaching the Installation

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Engine Room Manning

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