M3ME - PBRL - 002 - Kittiwake - DP Operations Manual - Rev A

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DP OPERATIONS MANUAL
CLIENT : PT. BARUNA RAYA LOGISTICS

VESSEL : MV KITTIWAKE
DOCUMENT No. : M3ME/PBRL/002 – REV A
DATE : 29th APRIL 2015
PT. Baruna Raya Logistics
MV Kittiwake
DP Operations Manual
TABLE OF CONTENTS
1 RECORD OF REVISION ................................................................................................ 5

2 REVISION DETAILS ..................................................................................................... 5
3 ABBREVIATIONS ........................................................................................................ 6
4 INTRODUCTION ......................................................................................................... 8
5 SCOPE........................................................................................................................ 9
6 VESSEL DESCRIPTION ............................................................................................... 10
6.1 General ..................................................................................................................... 10
6.2 Thruster & Main Powering Configuration ................................................................ 11
7 DP SYSTEM OVERVIEW ............................................................................................ 12
7.1 General ..................................................................................................................... 12
7.2 DP Control ................................................................................................................. 13
7.3 Environmental References ....................................................................................... 13
7.4 Position Reference Systems...................................................................................... 14
8 ORGANISATION ....................................................................................................... 15
8.1 Vessel Management ................................................................................................. 15
8.2 DP Control Manning ................................................................................................. 15
8.3 Engine Room Manning.............................................................................................. 15
9 DP RESPONSIBILITIES ............................................................................................... 16
9.1 Master ....................................................................................................................... 16
9.2 DP Operators ............................................................................................................ 16
9.3 Chief Engineer ........................................................................................................... 17
9.4 Watchkeeping Engineers .......................................................................................... 17
9.5 Electrical Officers ...................................................................................................... 17
10 QUALIFICATIONS & TRAINING .................................................................................. 18
10.1 General ..................................................................................................................... 18
10.2 Master ....................................................................................................................... 18
10.3 DP Operators ............................................................................................................ 18
10.4 Chief Engineer ........................................................................................................... 20
10.5 Watchkeeping Engineers .......................................................................................... 20
10.6 Electrical Officers ...................................................................................................... 21

Document No: M3ME/PBRL/002 – Rev A
Date: 29th April 2015 Page 2 of 94
MV Kittiwake
10.7 DP Maintenance Staff ............................................................................................... 21

10.8 Qualifications, Training & Experience Matrix ........................................................... 22
11 DP RELATED DOCUMENTATION ............................................................................... 23
11.2 Table of DP Related Documentation ........................................................................ 24
12 DP CONTROL SYSTEM .............................................................................................. 26
12.1 General ..................................................................................................................... 26
12.2 DP Controller Computer ........................................................................................... 28
12.3 DP Operator Station.................................................................................................. 28
12.4 Modes of Operation ................................................................................................. 29
12.5 System Functions ...................................................................................................... 31
12.6 Vessel MO ................................................................................................................. 32
12.7 DP Control Gain Settings........................................................................................... 32
12.9 DP ‘Quick Model’ Feature ......................................................................................... 33
13 DP ENVIRONMENTAL REFERENCE SENSORS.............................................................. 34
13.2 Gyro Compasses ....................................................................................................... 34
13.3 Wind Sensors ............................................................................................................ 35
13.4 Motion Reference Units (MRU) ................................................................................ 36
14 DP POSITION REFERENCE SYSTEMS .......................................................................... 37
14.2 DGPS ......................................................................................................................... 37
15 DP POWER SUPPLIES................................................................................................ 38
16 ELECTRICAL POWER GENERATION & DISTRIBUTION ................................................. 39
16.1 Main Switchboard ..................................................................................................... 39
16.2 415V AC Power Distribution ..................................................................................... 41
16.3 220V AC Power Distribution ..................................................................................... 42
16.4 Main Switchboard Operating Instructions ............................................................... 43
16.5 24V DC System .......................................................................................................... 44
17 THRUSTERS.............................................................................................................. 46
18 FUEL OIL SYSTEMS ................................................................................................... 47
18.1 General ..................................................................................................................... 47
18.2 Fuel Oil System Description ...................................................................................... 50
18.3 Fuel Oil System Operating Instructions .................................................................... 51
19 COOLING WATER SYSTEMS ...................................................................................... 52

MV Kittiwake
19.1 General ..................................................................................................................... 52

19.2 Sea Water Cooling System Description .................................................................... 54
19.3 Sea Water Cooling System Operating Instructions .................................................. 55
19.4 Fresh Water Cooling System Description ................................................................. 56
19.5 Fresh Water Cooling System Operating Instructions ............................................... 57
20 COMPRESSED AIR SYSTEM ....................................................................................... 58
20.1 General ..................................................................................................................... 58
20.1 Compressed Air System Description ........................................................................ 59
21 DP OPERATIONS ...................................................................................................... 60
21.1 General ..................................................................................................................... 60
21.2 Planning .................................................................................................................... 62
21.3 External Operations Affecting Planning ................................................................... 63
21.4 Priorities .................................................................................................................... 64
21.5 Station Keeping Limits .............................................................................................. 64
21.6 Approaching the Worksite ........................................................................................ 66
21.7 Communications ....................................................................................................... 67
21.8 Operational Capability .............................................................................................. 70
21.9 DP Operations in Open Water .................................................................................. 71
21.10 DP Operations close to an offshore structure .......................................................... 71
21.11 Subsea Operations within an Anchor Pattern .......................................................... 72
21.12 Required Vessel Moves During Subsea Operations ................................................. 74
21.13 Activity-Based Operational Planning ........................................................................ 75
22 DP INCIDENTS .......................................................................................................... 77
23 EXAMPLE CHECKLISTS .............................................................................................. 78
23.2 Mobilisation Trials Checklist ..................................................................................... 79
23.3 Field Arrival Trials Checklist ...................................................................................... 82
23.4 Pre DP Operation & 6 Hourly DP Handover Checklist .............................................. 84
23.5 500 m Zone Checklist ................................................................................................ 86
23.6 Engine Room Pre-DP Operation & 6 Hourly Checklist .............................................. 88
24 APPENDIX A – PT. BARUNA RAYA LOGISTICS ORGANISATION CHART........................ 91
25 APPENDIX B – DP CAPABILITY PLOTS ........................................................................ 92
26 APPENDIX C – DP STATION KEEPING INCIDENT FORM .............................................. 93

MV Kittiwake
1 RECORD OF REVISION
Kittiwake – DP Operations
A C Sarasvini M Mahon M Mahon 29th April 2015
Manual
Revision Description Prepared Checked Approved Date
2 REVISION DETAILS
Revision Section Description of Change

MV Kittiwake
3 ABBREVIATIONS
ABS - American Bureau of Shipping

AC - Alternating Current
AHTS - Anchor Handling Tug Supply
AMC - Advanced Micro Controller
ASOG - Activity Specific Operating Guidelines
BT - Bow Thruster
CAMO - Critical Activity Mode of Operations
CC - Controller Cabinet
COR - Centre of Rotation
DC - Direct Current
DG - Diesel Generator
DGPS - Differential Global Positioning System
DP - Dynamic Positioning
DPO - Dynamic Positioning Operator
ECR - Engine Control Room
ECU - Electronic Control Unit
EG - Emergency Generator
ESB - Emergency Switchboard
ESD - Emergency Shutdown
FMEA - Failure Modes and Effects Analysis
FO - Fuel Oil
FPSO - Floating Platform Storage and Offloading vessel
FW - Fresh Water
GPS - Global Positioning System
GS - General Service
HMI - Human Machine Interface
IMCA - International Marine Contractors Association
IMO - International Maritime Organization
ISM - International Safety Management
I/O - Input / Output
kW - Kilowatt
LAN - Local Area Network
ME - Main Engine
MO - Measurement Origin
MRU - Motion Reference Unit
MSB - Main Switchboard
MSC - Maritime Safety Committee

MV Kittiwake
O/B - Overboard
OS - Operator Station
PME - Position Monitoring Equipment
PRS - Position Reference System
PSU - Power Supply Unit
PTW - Permit To Work
ROV - Remotely Operated Vehicle
SBAS - Satellite Based Augmentation System
SDPO - Senior Dynamic Positioning Operator
SG - Shaft Generator
SMS - Safety Management System
STBD - Starboard
STCW - Standards of Training, Certification, and Watchkeeping
SW - Salt Water
T - Thruster
TAM - Task Appropriate Mode
TLP - Tendon Leg Platform
UPS - Uninterruptible Power Supply

MV Kittiwake
4 INTRODUCTION
4.1.1 This manual is intended to provide basic information and procedures necessary for
the vessel to safely carry out Dynamic Positioning operations.
4.1.2 This manual is also provided for compliance with current legislation and guidance, and
to satisfy the international obligations of vessel owners and operators.
4.1.3 It is not intended that this manual will in any way constrain the Master of the vessel
from taking whatever action he may consider necessary to secure the safety of the
vessel and its personnel.
4.1.4 The primary objective during all DP operations is to ensure that the vessel operates
safely and effectively. To achieve this, certain operating procedures have been
adopted and are based in the following principals;
• All operational personnel are adequately trained to fulfil their job description
• The DP system and related equipment is verified as reliable immediately prior
to use, and periodically during use
• The systems should have the required redundancy during all working stages of
the operation
• The procedures adopted should take into account any system limitations
• A full appraisal of the worksite shall be made by key personnel prior to
commencement of operations
• Good communications and transfer of information between the DP control
centre and other control centres i.e. engine control room, etc
4.1.5 This manual is intended for the use of the personnel of ‘MV Kittiwake’ and should not
be released to third parties.

MV Kittiwake
5 SCOPE
5.1.1 The scope of this manual is limited to the administrative and operational procedures
required to set-up and conduct DP operations and should be read in conjunction with;
• DP and associated equipment manufacturer’s manuals

• FMEA (when available) and the most recent annual DP verification trials report
• Current statutory instruments as amended
5.1.2 Detailed operating procedures for the DP control system are contained in the
Kongsberg user manual for the system.
5.1.3 This manual is applicable to all operations where the dynamic positioning system is
used for station keeping of the vessel. These operations can include ROV support and
general subsea operations but not manned diving operations.
5.1.4 For all operations, the same stringent methods and procedures shall be applied.
5.1.5 This manual compliments the applicable manufacturers’ user manuals and all
applicable rules, regulations and guidelines.

MV Kittiwake
6 VESSEL DESCRIPTION
6.1 General
6.1.1 The “Kittiwake” is a DP Equipment Class 1, Offshore Support & Anchor Handling Vessel
built at Fujian Southeast Shipbuilding Co. Ltd, China and delivered to owners, in June
2011. The vessel is classed under the American Bureau of Shipping Rules (ABS) and has
the following particulars;
Overall Length 65.25 m
Length B.P 58.20 m
Breadth Mld 14.95 m
Depth Mld 6.1 m
Gross Tonnage 1,794
Flag Indonesia / Jakarta
IMO Number 9620425
Class notation  A1, Towing Vessel, Fire Fighting Vessel Class 1,
Offshore Support Vessel, (E),  AMS,  DPS-1
6.1.2 The main propulsion is provided by two ‘Caterpillar 3516B-HD’ marine diesel engines,
each developing up to 1,920 kW at a speed of 1,600 rpm, and each driving a ‘ZF-FPS’
controllable pitch propeller and 800 kW Leroy-Somer shaft generator via a reduction
gearbox.
6.1.3 Steering is provided by two rudders, operated independently by electro-hydraulic

steering gears located in the aftermost watertight compartment of the vessel.
6.1.4 The port main engine drives the port propulsion thruster and shaft generator No.1.
6.1.5 The starboard main engine drives the starboard propulsion thruster and shaft
generator No.2.
6.1.6 There are two motor driven Kawasaki KT-72B3 bow thrusters with controllable pitch
propellers. Power to the bow thrusters is supplied by the shaft generators.
6.1.7 There are two ‘Caterpillar C18’ diesel generators also installed which provide power
to the vessels 415V AC MSB through two 350kW Leroy Somer Alternators.
6.1.8 A single 65kW emergency generator is also provided.
6.1.9 The DP control system is a ‘Kongsberg K-Pos DP11’ system with an independent
joystick back-up system.

MV Kittiwake
6.2 Thruster & Main Powering Configuration
6.2.1 The illustration in Figure 6.2 below shows the principle thruster and main powering
configuration.
Figure 6.2

MV Kittiwake
7 DP SYSTEM OVERVIEW
7.1 General
7.1.1 All seagoing vessels are subject to environmental weather forces; wind, current and
waves. These forces will cause an unmoored vessel to drift away from its position.
7.1.2 A dynamically positioned vessel (DP vessel) is a vessel which automatically maintains
its position (fixed location or predetermined track) by means of thruster force. To
achieve this, dynamic positioning counteracts the environmental forces by controlling
the direction and force of thrust from the vessel’s thrusters and propulsion units.
7.1.3 A dynamic positioning system (DP system) means the complete installation necessary
for the dynamic positioning of a vessel and comprises the following sub-systems;
• Power systems
• Thruster systems
• DP control system
7.1.4 The power system is all of the components and systems necessary to supply the DP
system with power and includes prime movers, generators, switchboards, power
distribution system and all associated auxiliary systems / arrangements including
piping, cables and routing etc.
7.1.5 The thruster system is all of the components and systems necessary to supply the DP
system with thrust force and direction. The thruster system includes the thrusters with
drive units, propellers, control systems and all associated auxiliary systems /
arrangements including piping, cables and routing etc.
7.1.6 The DP control system is all of the components, systems, hardware and software
necessary to control the vessel in the dynamic positioning mode. The DP control
system includes computer systems / joystick system, display systems, operator control
panels, position reference systems and environmental sensors. It will have the
following functions as a minimum;
• A method of measuring external forces

• A method of measuring vessel position
• A method of calculating required counter forces
• A method of providing man / machine interface

MV Kittiwake
7.2 DP Control
7.2.1 Details of the systems fitted to this vessel are given in sections 12 to 15, but outline
descriptions of the basic arrangements and functions are given here.
7.2.2 The DP control system is a ‘Kongsberg K-Pos DP11’ system with an independent
7.2.3 The main DP control system is located in the wheelhouse and consists of one
controller computer and one operator station.
7.2.4 The operator station ‘K-Pos OS 1’ is located in the wheelhouse.
7.2.5 The independent joystick control system consists of a single controller unit and
operator terminal with interfaces to selected environmental sensors.
7.3 Environmental References
7.3.1 Wind provides a force which will act on the sail area of the vessel (hull /
superstructure) if it is not counteracted. Anemometers are fitted to measure wind
speed and direction.
7.3.2 In order to compensate for wind forces prior to the vessel being blown off station, the
DP control system has a method of calculating the effects of monitored wind speed
and direction, and applies the necessary compensating thrust before the wind has this
effect. This is a continuous process.
7.3.3 Wave and current forces are not measured but are derived by calculating the
difference between the known wind speed and direction, and the applied thruster
forces.
7.3.4 In order to minimise errors in the position reference systems, the pitch and roll of the
vessel has to be measured and compensated. On the ‘MV Kittiwake’, this is achieved
by a single Motion Reference Unit (MRU) which continuously measures the vessel’s
motion.
7.3.5 The MRU measures the angular difference between the vessel’s plane and the true
plane. The measured data is used by the DP control system to determine accurate
position information by correcting the measurements from the position reference
sensors.
7.3.6 In order for the DP control system to have a heading reference, gyrocompasses are
used which provide the heading with respect to the North; hence the actual vessel
heading can be calculated.

MV Kittiwake
7.4 Position Reference Systems
7.4.1 There are a number of methods for measuring a vessel’s position and the systems
used are referred to as Position Reference Systems or Position Measuring Equipment.
There are two position reference systems installed onboard which operate on the
same principle.
7.4.2 There are two Differential Global Positioning Systems (DGPS) installed onboard. Each
DGPS utilises differential corrections. Differential corrections are an enhancement to
both GPS (Global Positioning System) which use a network of fixed, ground-based
reference stations to broadcast the difference between the positions indicated by the
satellite systems and the known fixed positions. Offset correction data is received via
a single antenna for each system and is fed to the each receiver in order that accurate
position data is determined.

MV Kittiwake
8 ORGANISATION
8.1 Vessel Management
8.1.1 The ‘MV Kittiwake’ is owned and managed by PT. Baruna Raya Logistics. The main
structure of the organisation is shown in Appendix A; however reference should
always be made to the SMS for the most recent information.
8.2 DP Control Manning
8.2.1 The minimum requirements for qualified DP operators onboard the ‘MV Kittiwake’, to
cover 24 hour DP operations within 500m of an offshore installation, are one Master,
who must be capable of assuming the role of DP Operator, and one DP Operator. The
DP control station will always be manned by one of the DP operators and one officer
should be available for look out and assistance when the DP system is being used to
control the vessel.
8.2.2 The DP control station will be manned by two DP operators whenever the vessel is
working in a DP mode.
8.2.3 The period of time for which a DPO continuously operates the DP system should be
limited to avoid loss of concentration. Shifts should be arranged (staggered) so that
two on watch DPO’s are not relieved at the same time.
8.3 Engine Room Manning
8.3.1 The minimum requirements for qualified engine room watchkeepers onboard the ‘MV
Kittiwake’ to cover 24 hour DP operations are one Chief Engineer and three engine
room watchkeepers. Of the three engine room watchkeepers, at least one must be
qualified to take charge of an engine room watch unsupervised.
8.3.2 The Engine Control Room will be manned by one suitably qualified and experienced
engine room watchkeeper whilst the vessel is working in a DP mode.
8.3.3 Another watchkeeping engineer or rating should also be on watch to carry out routine
duties as required throughout the machinery spaces.
8.3.4 Shifts should be arranged (staggered) so that two watchkeepers are not relieved at
the same time.

MV Kittiwake
9 DP RESPONSIBILITIES
9.1 Master
9.1.1 The Master has overall responsibility for the safe operation of the vessel, including DP
operations. He also has the responsibility to ensure that all operations undertaken
from the vessel are carried out according to all company, flag state and coastal state
rules and regulations.
9.1.2 The Master has the authority to veto the start, or order the termination of subsea
operations through the relevant Offshore Superintendent or Supervisor if applicable,
but does not have the authority to order the start or continuation of subsea
operations, contrary to the judgement of the relevant Offshore Superintendent or
Supervisor.
9.1.3 The Master has the responsibility of ensuring the compatibility of the vessel’s safety
management system with that of the offshore installation / vessel that he may be
serving. The following document should be used for reference; IMCA M 180 – Safety
interface document for a vessel working near an offshore platform.
9.1.4 The Master shall issue the DP operators with clear and concise standing orders to
ensure safe DP operations in his absence from the control station.
9.1.5 The Master shall take every opportunity to train and improve the DP skills of the
vessel’s DP operators.
9.2 DP Operators
9.2.1 Senior DP operators (SDPO) are those DP operators who are capable and qualified to
carry out a DP watch and operate the dynamic positioning system without supervision,
as defined in section 10.3. When operating the DP system without supervision, they
are responsible for the vessel operations and shall inform the relevant engine room,
deck and subsea control centres at regular and frequent intervals about any change in
operational circumstances which may occur.
9.2.2 DP operators (DPO) are those operators who are capable and qualified, as defined in
section 10.3, to carry out a DP watch under the supervision of the Master or the senior
DP operator and operate the dynamic positioning system.
9.2.3 Junior DP operators are those operators who have achieved the minimum
requirements to carry out a DP watch as defined in section 10.3 and under the
supervision of the Master or the senior DP operator

MV Kittiwake
Note: It is a requirement for all operators of the dynamic positioning system on a

vessel to be qualified navigational watchkeeping officers possessing valid Certificates
of Competency to STCW standards.
9.3 Chief Engineer
9.3.1 The Chief Engineer is responsible for the technical management of the vessel and all
machinery and equipment that is installed on the vessel. Certain specialist equipment
installed on the vessel for subsea operations may be outside of the Chief Engineer’s
area of responsibility, although he will be responsible for the physical connections to
the vessel.
9.3.2 The Chief Engineer, or his designated representative in his absence, shall ensure that
the DP control and Master are immediately informed should a situation arise where
there is a fault or potential fault with any of the equipment or systems that form part
of the DP system or contribute to the DP system in any way.
9.4 Watchkeeping Engineers
9.4.1 The senior engine room watchkeepers are responsible to the Chief Engineer for
aspects of the vessel technical management and maintenance as designated by the
Chief Engineer.
9.4.2 The senior engine room watchkeepers shall ensure that the DP control and the Chief
Engineer are immediately informed should a situation arise where there is a fault or
potential fault with any of the equipment or systems that form part of the DP system
or contribute to the DP system in any way.
9.4.3 The junior engine room watchkeepers will be responsible to the Chief Engineer and
senior engine room watchkeepers and will carry out watchkeeping duties and
maintenance as directed.
9.4.4 The junior engine room watchkeepers shall ensure that the Chief Engineer and senior
engine room watchkeepers are kept fully informed of any known faults or potential
faults with any of the equipment or systems.
9.5 Electrical Officers
9.5.1 Electrical officers are responsible to the Chief Engineer for aspects of the maintenance
as designated by the Chief Engineer. This would typically include DP control system
hardware, power and UPS systems, thruster unit’s electrical power and sensors,
communications systems and all maintenance and fault finding of electrical systems
in general.

MV Kittiwake
10 QUALIFICATIONS & TRAINING
10.1 General
10.1.1 In general, all DP key personnel should be appropriately qualified and trained, and
have a good understanding of each other’s tasks and responsibilities.
10.1.2 It is important that all DP key personnel have a full understanding of the risks and
consequences of an inadvertent operation and / or malfunction of the DP system.
10.2 Master
10.2.1 The Master should hold, as a minimum, a Class 1 (Deck / Master) Certificate of
Competency or equivalent to an approved current STCW convention standard and a
DP operator certificate issued by the Nautical Institute or Norwegian Maritime
Directorate or an equivalent standard that is recognised by IMCA.
10.2.2 The Master should have all of the qualifications and competence of the senior DP
operator as defined in section 10.3.
10.2.3 The Master should be trained, competent, sufficiently experienced and

knowledgeable with the class of vessel to the satisfaction of the company. Minimum
experience for the Master should generally be 10 weeks on a previous DP vessel and
4 weeks on the subject vessel.
10.2.4 Additionally, the Master should be competent to conduct annual trials, lead DP drills,
train new DP personnel and assess the skill level of new and existing DP personnel.
10.3 DP Operators
10.3.1 A senior DPO (SDPO) is defined as a trained DP operator meeting the competence
requirements outlined in section 6.2.2 of IMCA M117 – The Training and Experience
of Key DP Personnel, and who has completed training to a minimum of Phase 4 as
defined by the Nautical Institute, or an equivalent standard that is recognised by
IMCA.
10.3.2 The senior DPO should have satisfied company requirements (for example DP hours)
and been assessed by the Master as capable of taking sole charge of a DP watch and
providing supervision to junior and trainee DPOs, for any DP operation that the vessel
may become engaged in. The senior DPO should be able to provide supervision of
junior and trainee DPOs and when doing so, the senior DPO should be in the same
work space and maintaining continuous oversight of the activities of the DPO.

MV Kittiwake
10.3.3 The senior DPO should be appropriately qualified and competent to take charge of a
DP watch for any DP operation that the vessel may become engaged in, to the
satisfaction of the Master. Minimum experience for a senior DPO should generally be
10 weeks on a previous DP vessel and 2 weeks on the subject vessel.
10.3.4 A DPO is defined as a trained DP operator meeting the competence requirements

outlined in section 6.3.2 of IMCA M117 – The Training and Experience of Key DP
Personnel, and who has completed training to a minimum of Phase 4 as defined by
the Nautical Institute, or an equivalent standard that is recognised by IMCA. Minimum
experience for a DPO should generally be 3 weeks on a previous DP vessel and 1 week
on the subject vessel.
10.3.5 Although competent to maintain a DP watch for any DP operation the particular vessel
may become engaged in, a DPO would not yet have satisfied the company that he or
she is sufficiently experienced and capable of taking sole charge of the watch or
providing supervision to junior and trainee DPOs.
10.3.6 A junior DPO is defined as a trained DP operator meeting the competence

requirements outlined in 6.4.2 of IMCA M117 – The Training and Experience of Key DP
the Nautical Institute.
10.3.7 A trainee DPO is defined as a trained DP operator meeting the competence

requirements outlined in 6.4.2 of IMCA M117 – The Training and Experience of Key DP
the Nautical Institute. The trainee DPO would have no watchkeeping responsibilities
and should be regarded as a supernumerary.
10.3.8 It should also be noted that the Nautical Institute would define a trainee as someone
working towards a DPO certificate, similarly the Nautical Institute would regard a DPO
as someone who holds a valid DPO certificate.

MV Kittiwake
10.4 Chief Engineer
10.4.1 The Chief Engineer should hold a valid Certificate of Competency equivalent to an
approved current STCW convention standard.
10.4.2 The Chief Engineer should be trained, competent, sufficiently experienced and
knowledgeable with the class of vessel to the satisfaction of the company. Minimum
experience should generally be 10 weeks on a previous DP vessel and 4 weeks on the
subject vessel.
10.4.3 The Chief Engineer should have a full understanding of the DP operational
requirements of the vessel, the consequences of failures and the optimisation of the
redundancy available in the DP system and all related equipment.
10.4.4 Additionally, the Chief Engineer should understand the need for and implement good
communications between the bridge and engine control room and have a
comprehensive knowledge of the vessel’s operations manuals including the FMEA as
currently updated.
10.5 Watchkeeping Engineers
10.5.1 The senior engine room watchkeepers should hold a valid Certificate of Competency
equivalent to an approved current STCW convention standard.
10.5.2 The senior engine room watchkeepers should be trained, competent, sufficiently
experienced and knowledgeable with the class of vessel to take charge of a watch in
the engine room. Minimum experience should generally be 4 weeks on a previous DP
vessel and 2 weeks on the subject vessel.
10.5.3 The senior engine room watchkeepers should have a full understanding of the DP
operational requirements of the vessel, the consequences of failures and the
optimisation of the redundancy available in the DP system and all related equipment.
10.5.4 Additionally, the senior engine room watchkeepers should understand the need for
and implement good communications between the bridge and engine control room
and have a comprehensive knowledge of the vessel’s operations manuals including
the FMEA as currently updated.
10.5.5 The junior engine room watch keepers should hold a valid Certificate of Competency
equivalent to an approved current STCW convention standard.
10.5.6 The junior engine room watchkeepers should have a basic understanding of the DP
operational requirements of the vessel, the consequences of failures and the
optimisation of the redundancy available in the DP system and all related equipment.

MV Kittiwake
10.6 Electrical Officers
10.6.1 Electrical officers should be assessed for competence according to A-III/6 of the STCW
code, and should be experienced and sufficiently competent to maintain the DP
control system and associated systems, as well as carrying out routine checks and
maintenance. They should also have a comprehensive knowledge of the vessel's
operations manuals and FMEA document as currently updated.
10.6.2 The electrical officers should be able to carry out tests and effect maintenance, repairs
and replacements to systems and components with reference to the manufacturer’s
approved operation and maintenance procedures. They should understand when such
work is safe and sensible to carry out and implement good communication with bridge
and engine control locations.
10.7 DP Maintenance Staff
10.7.1 DP maintenance staff would generally be designated as the Chief Engineer and
Electrical Officer although it is beneficial to also have appropriately trained senior
engine room watchkeepers.
10.7.2 DP maintenance staff should attend a DP control system manufacturer’s maintenance

course, or a course approved by the manufacturer, designed to enable understanding
of the control system and the procedures necessary for fault finding. Training on
vessel-specific equipment is necessary if the equipment is sufficiently unique that
training on similar equipment does not provide an adequate level of knowledge. Such
training should be recorded in DP logbooks. It is in the interest of vessel owners /
operators to maximise the ability of the relevant personnel to fault find and repair the
control system.
10.7.3 The aim of the training should be to provide marine engineers and electrical officers
onboard capable of responding quickly and appropriately to equipment failures that
can result in DP incidents.
10.7.4 A good understanding of the DPO’s responsibilities and onboard familiarisation with
the DPO’s task in controlling specific DP operations, will aid quick and appropriate
response to problems associated with any equipment that affects the DP system.

MV Kittiwake
10.8 Qualifications, Training & Experience Matrix
10.8.1 The following table is general guidance for the expected qualifications, training and experience of key DP personnel onboard ‘MV
Kittiwake’.
Experience on Previous Experience on Subject DP

DP Personnel Minimum Qualifications / Training DP Vessel vessel
Hours Weeks Hours Weeks
Master STCW Class 1 (Deck / Master) plus Unlimited DPO (phase 4) 250 10 100 4
Senior DPO STCW (Deck) Unlimited DPO (Phase 4) 250 10 150 2

DPO STCW (Deck) Unlimited DPO (Phase 4) 150 3 50 1
Junior DPO STCW (Deck) DPO Training to (Phase 3) 100 3 50 1
Chief Engineer STCW Class 1 Motor 250 10 100 4
Senior Watchkeeping
STCW Class 2 Motor 100 4 50 2
Engineer
Junior Watchkeeping
STCW Engine room watchkeeping certificate 100 2 24 1
Engineer
Assessed for competence according to A-III/6 of the STCW code.
ETO / Electrician 250 10 100 4
DP Experience / Training to a recognized standard

MV Kittiwake
11 DP RELATED DOCUMENTATION
11.1.1 There should be a document library onboard the vessel that is specifically related to
DP documentation.
11.1.2 The latest revisions or editions of the following documentation should be kept on
board the vessel either in hard copy, electronic copy, or both. Documents that have
been superseded should be kept separate and clearly marked.
11.1.3 These documents should be readily available to all key DP personnel. They should also
be available to operational and technical shore management.
11.1.4 As a minimum, the document library should consist of the vessel specific documents
listed in the table on the following page.

MV Kittiwake
11.2 Table of DP Related Documentation
Document Remarks
The vessel specific DP operational manual (this manual) should be kept updated with respect to any system
DP Operations Manual modifications or additions, or any change to the vessel that facilitates operations not covered by the
manual.
DP FMEA or FMECA The FMEA documentation is ‘live’ and is therefore to be kept up to date. It should incorporate any system
(Not required for DP Class 1 but may be modifications and additions since the original study was carried out. It should also identify any additional
provided) testing requirements following modifications.
FMEA proving trials should be repeated every 5 years in accordance with class requirements. The proving
FP FMEA Proving Trials trials tests should be reviewed by an independent third party if system modifications have been carried
out, to determine if any additional tests are required to be added.
To be conducted annually in accordance with IMCA M190. All reports should be kept onboard inclusive of
Annual DP Trials
any close out documentation.
Hard copy plots should be available. They should be relevant to the vessel’s area of operation and they
DP Capability Plots
should include the worst case failure design intent, as defined by the vessel’s FMEA document.
DP Footprint Plots Hard copy DP footprint plots should be taken by DPO’s. See section 21.8 for reference.
Service reports related to the DP
control system and all related Complete history of service reports to be kept on board
equipment
Details of all DP related modifications Records of all DP related modifications and additions to be kept on board complete with interface and
and additions testing information.
Records of all DP station keeping and other DP related incidents to be kept on board, including
DP Incident Reports
investigation records and close outs. See section 22.
Vessel audit reports, DP audits and Complete history of all audit reports, DP audits and inspection reports, including findings and close outs to
inspection reports. be kept on board.

MV Kittiwake
Document Remarks
DP Mobilization / Field Arrival / Pre These should be kept onboard for a period of at least 12 months and permanently stored in retrievable
DP Operation & 6 Hourly DP Handover archives.
Checklist / 500m Zone and Engine
Room Pre DP & 6 Hourly Checklists See section 23.
Records of all faults related to the DP system are to be kept onboard in the form of a separate log book and
DP fault / anomaly log
in permanently retrievable archives.
Hard copy records of the DP alarm printer readout to be kept on board for the period set by the owner /
DP alarm printer readouts
operator and, where relating to a DP incident, permanently stored in retrievable archives.
Vessel induction and DP system /
All records relating to vessel specific DP familiarization procedures and competency for all DP key
operations familiarization and
personnel permanently in retrievable archives.
competency records
CV’s of all key DP personnel, copies of certification and qualifications, records of DP watchkeeping hours to
CV’s and specific work records of all
be maintained on board. Original DPO certificates and DP Log Books to be held by the DPOs onboard the
key DP personnel
vessel.
DP related drills and emergency
Records of DP related drills and emergency response drills to be kept on board in retrievable archives.
response drills
If the vessel is ever fitted with DP data logging facilities (history station), the electronic records should be
DP data logging kept on board for the period set by the owner/ operator and, where relating to a DP incident, permanently
stored in retrievable archives.

MV Kittiwake
12 DP CONTROL SYSTEM
12.1 General
12.1.1 The main DP control system is a ‘Kongsberg K-Pos DP11’ system with an independent
12.1.2 The system comprises:
• One operator station, K-Pos OS-1

• One controller computer, DPC-1.
• One independent joystick system consisting of an operator terminal located in
the aft area of the wheelhouse and a single controller computer, cC-1
12.1.3 There is one DPC 1 Controller Computer and an I/O system for communicating with
external interfaces.
12.1.4 The DPC-1 and cC-1 cabinets are located in the instrument room on the upper
forecastle deck.
12.1.5 An Ethernet LAN (Local Area Network) interconnects the system’s operator station
and the DPC-1.
12.1.6 One DP alarm printer for the DP control system is installed in the wheelhouse.
12.1.7 The operator station and DPC-1 are supplied with power through a single DP UPS.
12.1.8 The following environmental and heading reference sensors are fitted;
• One motion reference unit (MRU) for pitch and roll measurements
• Two anemometers for wind speed and direction measurements
• Two gyro compasses for heading measurements
12.1.9 There are two Kongsberg Seatex ‘DPS 110’ DGPS position reference systems provided.
12.1.10 The principle arrangement of the DP control system is shown in the topology
diagram in Figure 12.1 on the following page;

MV Kittiwake
Figure 12.1

MV Kittiwake
12.2 DP Controller Computer
12.2.1 The controller computer contains all the interfaces and termination boards to / from
the position reference systems and environmental sensors, and they manage the
commands from the operator stations to the thrusters. The controller computer,
together with the PCs at the operator station, work together to form the system;
‘K-Pos DPC 1’.
12.2.2 The computer receives the information, communicate with the operator station and
carry out the calculations of position error before sending commands to each thruster
controller.
12.2.3 The primary function of the control system is to keep the vessel in a pre-determined
position or heading set by the DPO. The system can handle transient conditions such
as, changes in external forces, failure of a position reference / sensor signal and system
hardware failures.
12.2.4 The computer uses Kalman Filtering (essentially an adaptive mathematical model of
the vessel) to assist in system control stability. The amount of influence that is alllowed
is adjustable by the DP operator so that higher values can be used in rough weather
for example.
12.2.5 All sensors and position references are read by the DP controller computer via serial
links.
12.2.6 The control system is divided into two separate functions as follows;
• Measure the deviation of the vessel from its target position and calculate the
forces needed to restore the vessel to the required position
• Measure the environmental forces acting on the vessel (sensors) and calculate
the forces needed to counteract their effect
12.3 DP Operator Station
12.3.1 The main system in the wheelhouse includes one operator station (OS-1).
12.3.2 The operator station comprises of the following elements;
• HMI processor (using a PC)

• Display monitor
• Operator panel, including DP Joystick

MV Kittiwake
12.4 Modes of Operation
The various DP control modes of operation are described as follows;
12.4.1 Stand-by Mode – The stand-by mode is a waiting and reset mode in which the system
is in a high state of readiness, but in which no control vessel control commands can
be made. This is the default mode when the system is first switched on and in this
mode, the system can be prepared for operation. The system can be taken to joystick
mode from this mode or the built in trainer or simulator can be started.
12.4.2 Joystick Mode – In the joystick mode, the joystick is used to control the vessel
movement in the surge and sway axis and the heading control potentiometer is used
to control rotation about the vessel’s centre of rotation. The thrusters are selected to
the DP control system and the joystick is used to control the thrust on the vessel in
the forward / aft and athwartship directions for moving the vessel or holding it in
position.
12.4.3 Mixed Joystick / Auto Mode – This mode enables the operator to select any of the
three degrees of vessel movements (Surge, Sway and Yaw) as manual and / or auto
control. For example; the operator can select automatic control of sway and yaw and
manual control of surge, or any other combination.
12.4.4 Auto Heading Mode – In the auto heading mode, the DP control system will
automatically control the heading of the vessel based on the gyro input. The operator
has a variety of options available to change the heading and rate of turn accelerations
as required and the DP control system will automatically control the thrust on the
vessel in all directions.
12.4.5 Auto Position Mode – This is the normal station keeping mode where the DP system
will automatically control the vessel’s position in all three directions, namely surge,
sway and yaw. This mode is available when sufficient thrusters have been selected to
produce the turning moment and about the centre of rotation and forward / aft and
athwartship thrust. The DP control system will maintain the heading and position
according to the set points which can be adjusted by the operator to suit the
operational requirements.
12.4.6 Autopilot Mode – The DP control system will move the vessel from one location to
another with automatic heading control and wind compensation. Manual heading
control and changing of the heading is also available in this mode. Speed control can
be from the joystick and the rate of turn can be set by the operator. Various warnings
are available to the operator such as off course, gyro difference and thruster limits.

MV Kittiwake
12.4.7 Auto Track Mode – A track can be defined by functions within the DP system or it can
be imported from an external track planning system. The track can be navigated
depending on different strategies, depending on vessel speed. The mode is available
in high or low speed and various functions are available to follow the waypoint table
including change of headings, accelerations, rate of turn, constant speed, slowing and
stopping at waypoints, change of crab angles, arcing and offsetting.
12.4.8 Model Control – The vessel automatically enters this mode when there is a failure of
all available position reference systems including gyro inputs. The model continually
monitors and stores data from the sensors, PME and thrusters. Model control allows
the vessel to be controlled for a short period of time using the data stored at the time
of failure. The time varies according to prevailing weather conditions but the vessel
will eventually drift off position. Model control will allow the operator time to restore
references and regain the control of the vessel. In the event of the DP entering Model
Control, the DPO should suspend subsea operations and initiate recovery of subsea
equipment although this is an operational matter and the action taken will very much
depend on the prevailing conditions at the time.

MV Kittiwake
12.5 System Functions
The system includes various functions, some of which are described briefly as follows;
12.5.1 Sensor System Data Processing – Voting will be performed by the DP control system
software to obtain the most accurate information from at least three of the enabled
sensors.
12.5.2 Position Reference System Data Processing – The DP control system will monitor the
position reference systems by performing tests to determine freeze, prediction,
variance and slow drift. These are performed respectively as live, short term and long
term assessments.
12.5.3 Thruster Allocation / Control – Use of thrusters, speed, steering control, rudder and
pre-defined modes are selected according the requirements for station keeping, low
speed and high speed operations.
12.5.4 Power Load Monitoring and Blackout Prevention – The DP control system monitors
the electrical load on the main Buss and this function is designed to prevent loss of a
shaft generator due to overload by limiting or reducing the pitch of main propellers
and / or tunnel thrusters, and re-allocation of thrust to achieve the optimum position
keeping capability.
12.5.5 Draught Compensation – Draught compensation is automatic adjustment of the

vessel’s mathematical model in relation to the actual vessel draught. This is selectable
by the operator who can select the draught between the pre-set conditions.
12.5.6 Built-in Trainer – This function facilitates operator training and analysis of the vessel
behaviour and is available when the DP system is not in control of the vessel. A training
simulator interface is provided through the forward wheelhouse operator station.
12.5.7 Alarm System – Alarms and messages will be activated to give warnings and make the
operator aware of failures or potential failures. As well as using the system interface
data, the system performs operational checks, system diagnostics and gives the
messages in levels of priority. There are dynamic alarm and event pages as well as a
historic event page. Print outs are also provided. Status page print out is also provided
which contains information about environmental conditions, thruster forces, vessel
position and heading.

MV Kittiwake
12.6 Vessel MO
12.6.1 The Measurement of Origin (MO) of the vessel is the reference point from which force
offsets are defined, and the Centre of Rotation (COR) and position references are
referred. The MO is defined as follows;
• X-axis – The zero point, which is specified in the vessel design. The X-axis is
positive towards the bow of the vessel and negative towards the stern.
• Y-axis – The vessel’s center line is the zero position. The Y-axis is positive for
objects on the starboard side and negative for objects on the port side.
• Z-axis – The keel is zero. The Z-axis is positive for objects above the keel.
12.6.2 The MO is commonly referred to as the vessel datum or centre of gravity ‘CG’.
12.7 DP Control Gain Settings
12.7.1 Gain settings are used as required by the DPO to adjust the response time of the
thrusters. The gains set the response speed and higher gains give a faster response
than lower gains. In general, the higher the gain, the higher the control activity and
subsequent risk of position overshoot if too high. High gains are normally only used in
heavy weather conditions.
12.7.2 The operator can change the port / starboard, forward / aft and heading gains at the
operator station by entering numeric values or adjusting sliders separately. The gains
can also be set simultaneously to “Low Gains”, “Medium Gains” or “High Gains”.
12.7.3 The gains values are set during the stages of initial system manufacture and
development based on mathematic data for the vessel. The settings are computer
generated and are developed based on a complex set of algorithms which are often
adjusted during system commissioning to achieve the optimum parameters.
12.7.4 Gains settings are a matter of operator judgment and familiarity with the vessel and
its operating characteristics.

MV Kittiwake
12.9 DP ‘Quick Model’ Feature
12.9.1 The ‘Quick Model’ feature is an element of this DP control system which builds up a
model of the average environmental force that the thrusters are counteracting over a
period of 12 minutes. If the vessel heading is changed, there may be a large change in
the environmental force acting upon it and consequently the current value of
environmental forces calculated by the DP system may be incorrect, until it is gradually
corrected. The ‘quick model’ feature is used to reduce the time it takes for the system
to re-estimate the change in force. The system includes options for when the ‘quick
model’ feature can be enabled manually or initiated automatically.
12.9.2 The feature should be used during rapidly changing environmental forces and where
rapidly changing environmental forces, such as rip currents, may cause the vessel
position to drift outside of the pre-determined limits.

MV Kittiwake
13 DP ENVIRONMENTAL REFERENCE SENSORS
13.1.1 The vessel is equipped with two gyro compasses, two anemometers (wind sensors)
and a single motion reference unit (MRU).
13.1.2 The DP system actually uses only one of each type of environmental sensor; the one
that has been enabled first is identified as the “preferred sensor”. All are used for
comparison and alarm purposes and the preferred sensor will be rejected and the next
used if it exceeds the pre-set limits. All available sensors should therefore be enabled
and the operator may select another “preferred sensor” in the sensor’s Menu. Where
only two reference sensors are installed the DP system takes the median value of each
type of sensor and all are used for comparison and alarm purposes however both
anemometers will remain selected as the system is unable to ‘vote’ which sensor is
causing the error. Deselection of an incorrect or affected sensor will be at the DP
operator’s judgement.
13.2 Gyro Compasses
13.2.1 There are two gyrocompasses installed for heading reference; designated Gyro
Compass No.1 and No.2 both of which are supplied with power from the 24V DC
distribution board ‘DC 1’ which is located in the forward wheelhouse console.
13.2.2 The gyro input to the DP control system is used for heading control and correcting the
DGPS for offset from the rotation centre. The system uses the average value of the
two gyrocompasses.
13.2.3 A signal from gyrocompass No.1 is also hardwired to the c-Joy controller computer.
The interfaces are summarised in the following table;
Controller / System Gyro No.1 Gyro No.2

DPC-1  
c-Joy 

MV Kittiwake
13.3 Wind Sensors
13.3.1 There are two ultrasonic type wind sensors installed onboard which are designated as
Wind Sensor No.1 and No.2.
13.3.2 These wind sensors have no moving parts, they measure the time taken for an
ultrasonic pulse to travel from one transducer probe to the opposite transducer
probe. The sensor then compares this with the time taken for another pulse to travel
in the opposite direction. Likewise, differences are measured between other pairs of
transducers allowing calculations of wind speed and direction relative to the vessels
heading.
13.3.3 The wind speed and direction is used by the DP control system to directly compensate
for the effect of wind force on the vessel helping to reduce the amplitude of position
errors due to wind changes.
13.3.4 The wind sensors do not have built in heaters but are stated to be suitable for a
temperature range down to -40°C. During icing conditions, the probes should be
checked at regular intervals as errors can occur in these wind sensors due to build-up
of ice.
13.3.5 During normal operating conditions, both wind sensors should be selected and hence
available to the DP control system.
13.3.6 A signal from wind sensor No.1 is also hardwired to the c-Joy controller computer. The
interfaces are summarised in the following table;
Controller / System Wind Sensor No.1 Wind Sensor No.2

DPC-1  
c-Joy 
13.3.7 Power is supplied to both wind sensors via the 24V DC distribution board ‘DC 1’ which
is located in the forward wheelhouse console.

MV Kittiwake
13.4 Motion Reference Units (MRU)
13.4.1 There is a single motion reference unit installed for vessel pitch and roll
measurements. The unit is mounted in the engine control room and is designated as
MRU No.1.
13.4.2 The MRU unit contains linear accelerometers and vibrating structural gyroscopes,
mounted in an orthogonal array. High speed circuitry converts the signals from the
sensing elements into actual measurements. The signals are then communicated to
the DPC-1 via a serial link.
13.4.3 The MRU is supplied with 24V DC power from internally within the DPC-1 controller
cabinet.
13.4.4 MRU failure may result in some instability in harsh environmental conditions. In the
event of MRU failure, DP operations should not continue until the cause of the defect
on the MRU has been traced and rectified.

MV Kittiwake
14 DP POSITION REFERENCE SYSTEMS
14.1.1 The following position reference systems are available to the DP control system;
• Two Kongsberg seatex ‘DPS 110’ DGPS units

14.2 DGPS
14.2.1 There are two independent DGPS units installed on the vessel. The receivers are
designated as DGPS No.1 and DGPS No.2 and are located in the wheelhouse close to
the DP operator station.
14.2.2 Each DGPS is capable of receiving GPS signal and differential correction data via
spotbeam and IALA antennas. The global SBAS system is utilised and correction signals
received via the spotbeam antennae.
14.2.3 The satellites used can be selected by the operator using information provided by the
supplier of the differential signals.
14.2.4 Sensor failure will result in faulty data being supplied to the DP system. In these
situations, an alarm will be activated at the operator station, the sensor will be
automatically rejected and the DP system will continue to use the other DGPS unit. .
14.2.5 Operators must be aware that drift in GPS position data might be common between
two or more GPS systems due to failure in GPS satellites or correction data. Use of two
(or more) GPS systems as input to the DP systems increases the risk of faulty action by
the DP system. In order to mitigate failure of both DGPS units due to correction data
failure it is good practice to have each DGPS receiving correction data via separate
sources.
14.2.6 Increased ionospheric activity can introduce large errors / biases into single frequency
systems because of the failure in the differential process to cancel the effects of the
ionospheric delay between the reference station and user. This should be mitigated
on the ‘MV Kittiwake’ because both systems are dual frequency and orbit and clock
corrections are calculated rather than modelled.
14.2.7 Another effect which can affect both DGPS is scintillation which is caused by small
irregularities in the ionosphere caused by solar activity. These effects are well
publicised and reference is made to IMCA information Note M 21/11 for further
guidance.
14.2.8 Operators should also be aware that signal blockage can occur when operating close
to offshore installations.

MV Kittiwake
15 DP POWER SUPPLIES
15.1.1 Power for the main DP control system is supplied from one DP UPS. The DP UPS unit
is located in the wheelhouse. Power is supplied to the DP UPS from the 220V AC
emergency switchboard via distribution board ‘EL2’.
15.1.2 The UPS is fitted with an ESD switch for protection of batteries and a manual bypass
switch which allows the supply of power to be switched direct to the vessel’s 220V AC
system thereby bypassing the UPS altogether. This is a two position switch and as long
as it is switched quickly, the changeover is ‘bumpless’, with no re-booting of
equipment required afterwards.
15.1.3 The table below shows the power distribution from the DP UPS unit for the main DP
control system;
DP UPS
K-POS Operator Station
DPC – Controller Computer
DGPS 1
DGPS 2
DP Alarm Printer
15.1.4 The 220V AC power supply to the Controller Cabinet supplies a 24V DC PSU, which in
turn supplies power to the relevant consumers. The MRU is provided with power from
internally within the controller cabinet.
15.1.5 Both Gyro Compasses are supplied with power from the vessels 24V DC distribution
system via ‘DC 1’ which is located in the forward wheelhouse console. Both wind
sensors are also supplied with power from distribution board ‘DB 1’.

MV Kittiwake
16 ELECTRICAL POWER GENERATION & DISTRIBUTION
16.1 Main Switchboard
16.1.1 The main switchboard is located in the engine control room, and is divided into four
415V AC bus sections.
16.1.2 The 415V AC main switchboard arrangement is designed such that each bow thruster
is supplied from separate shaft generators.
16.1.3 Shaft Generator No. 1 directly supplies power to 415V AC Bus C which supplies power
to Bow Thruster No.1.
16.1.4 Shaft Generator No. 2 directly supplies power to 415V AC Bus D which supplies power
to Bow Thruster No.2.
16.1.5 415V AC Bus C and Bus D are separated by a bus tie breaker, ACB6, which should be
open during DP operations.
16.1.6 415V AC Bus A is supplied with power from Diesel Generator No.1 and 415V AC Bus B
is supplied with power from Diesel Generator No.2
16.1.7 415V AC Bus A and Bus B can also be supplied with power from 415V AC Bus C and Bus
D respectively.
16.1.8 A dis-connectable switch is provided between 415V AC Bus A and Bus B which is
normally closed at all times.
16.1.9 There is a single 220V AC main switchboard section located in the engine control room.
Power is supplied to the 220V AC main switchboard from Transformers T1 or T2.
16.1.10 415V AC Bus A normally supplies power to the 415V AC emergency switchboard
which in turn supplies power to the 220V AC emergency switchboard via
Transformers T3 or T4. The 415V AC emergency switchboard can also be supplied
with power from the emergency generator.
16.1.11 The 415V AC emergency switchboard is located in the emergency generator room.
16.1.12 The principle arrangement of the main switchboard configuration for DP operations
is shown in Figure 16.1 on the following page.

MV Kittiwake
Figure 16.1

MV Kittiwake
16.2 415V AC Power Distribution
16.2.1 The consumers that are related to the DP system and supplied with power from the
415V AC Bus A, B, C and D sections of the main switchboard are shown in the following
table.
415V AC Bus A 415V AC Bus B

415 / 220V AC Transformer T1 415 / 220V AC Transformer T2
Power Distribution Board No.1 Power Distribution Board No.2
Steering Gear Starter (S) Steering Gear Starter (P)
FO Transfer Pump
FO Separator Oily Water Separator
FO Cargo Pump No.1 FO Cargo Pump No.2
CPP Hydraulic Power Pack (P) CPP Hydraulic Power Pack (S)
3 x Deck Machinery Power Pack Deck Machinery Power Pack
Engine Room Ventilation Fan No.2 SG Room Ventilation Fan
Bilge / Ballast Pump No.1 Bilge / Ballast Pump No.2
GS / Fire Pump Dirty Oil / Sludge Pump
AC Unit
415V AC Bus C 415V AC Bus D
Bow Thruster No.1 Motor Bow Thruster No.2 Motor
16.2.2 Power Distribution Board No.1 supplies power to bow thruster SW cooling pump,
service air compressor and other non DP related equipment.
16.2.3 Power Distribution Board No.2 supplies power to wheelhouse AC units and various
ventilation fans.
16.2.4 The 415V AC emergency switchboard is normally supplied with power 415V AC Bus A
and of supplies power to consumers related to the DP system, as listed in the following
table.
415V AC ESB
415 / 220V AC Transformer T3
415 / 220V AC Transformer T4
Steering Gear Starter (P)
Steering Gear Starter (S)
Emergency Fire Pump

MV Kittiwake
16.3 220V AC Power Distribution
16.3.1 The consumers that are related to the DP system and supplied with power from the
220V AC of the main switchboard are shown in the following table.
220V AC MSB
Distribution Board L1 24V Dc Charging & Discharging Panel
Distribution Board L2 Navigation Lights Panel in Wheelhouse
Distribution Board L3 EL2 in Forward Wheelhouse Control
Distribution Board L4 AHTW Remote Control Panel
Distribution Board L5
16.3.2 The 220V AC emergency switchboard is normally supplied with power 415V AC
emergency switchboard and of supplies power to consumers related to the DP system,
as listed in the following table.
220V AC ESB
220V AC Emergency Distribution Panel GMDSS
Distribution Board EL1 EG Start Battery Charger
Distribution Board EL2 Alarm Relay Box
24V DC ESB
16.3.3 Distribution Board EL2 supplies power to various DP related equipment as listed in the
following table.
Distribution Board EL2

Bow Thruster No.1 Remote Control System Bow Thruster No.2 Remote Control System
Wind Sensor No.1 Wind Sensor No.2
Gyro Compass Echo Sounder
DP UPS 2 x GMDSS PSU
Compass Light AIS Rectifier
Radar No.1 Radar No.2
2 x PA system Air Horn
Automatic Dial System Speed Log System

MV Kittiwake
16.4 Main Switchboard Operating Instructions
16.4.1 During DP operations, both shaft generators (SG1 and SG2) should be online supplying
power to the respective bus section; 415V AC Bus C and Bus D of the main
switchboard.
16.4.2 The 415V AC Bus C directly supplies power to Bow Thruster No.1 and the 415V AC Bus
D directly supplies power to Bow Thruster No.2.
16.4.3 The interconnecting bus tie breakers ‘ACB5’, ‘ACB6’ and ‘ACB7’ should be open.
16.4.4 Both diesel generators (DG1 and DG2) should be online supplying power to the 415V
AC Bus A and Bus B respectively.
16.4.5 415V AC Bus A and Bus B can also be supplied with power from 415V Bus C and Bus D
respectively with connecting bus tie breakers ‘ACB5’ and ‘ACB7’ closed. In this mode
of operation, both diesel generators should be set to automatic standby.
16.4.6 The 220V AC MSB is supplied with power from either 415V AC Bus A or Bus B via
Transformers T1 or T2.
16.4.7 220V AC of the emergency switchboard is supplied with power from 415V AC of the
emergency switchboard.
16.4.8 Distribution board EL2 is supplied with power from 220V AC of the emergency
switchboard.

MV Kittiwake
16.5 24V DC System
16.5.1 The 24V DC system consists of a single 24V DC charging / discharging panel located in
the electronics room. The charging and discharging panel can be supplied with power
from one of two battery chargers, Battery Charger No.1 or No.2, via a changeover
switch fitted at the output from the battery chargers.
16.5.2 Power is supplied to both battery chargers from the 220V AC main switchboard or
220V AC emergency switchboard via a changeover switch, SW1.
16.5.3 The 24V DC charging / discharging panel supplies power to three distribution boards,
DC1, DC2 and DC3.
16.5.4 The table below shows the consumers supplied from bus sections DC1, DC2 and DC3;
DC1 DC2 DC3

Bow Thruster No.1 Bow Thruster No.1 Control
Bow Thruster Alarm Panel
Maneuvering Panel Panel
Bow Thruster No.2 Bow Thruster No.2 Control
Remote Control Panel
Maneuvering Panel Panel
Gyro Compass 1 Port CPP Central Unit Fire Alarm Panel
Gyro Compass 2 Starboard CPP Central Unit PA System
Wind Sensor No.1 Direction &
Port Main Engine JB Batteryless Telephone
Speed Indicator
Wind Sensor No.2 Direction &
Starboard Main Engine JB Talk Back
Speed Indicator
16.5.5 The principle arrangement of the 24V DC power distribution system is shown in Figure
16.2 on the following page;

MV Kittiwake
Figure 16.2

MV Kittiwake
17 THRUSTERS
17.1.1 There are two bow tunnel thrusters positioned at the forward area of the vessel. The
tunnel thrusters are ‘Kawasaki KT-72B3’ units with controllable pitch propellers.
17.1.2 Each thruster has a control system consisting of an ECU. The ECU has a main power
supply from the 220V distribution system and a secondary power supply from the 24V
distribution system.

MV Kittiwake
18 FUEL OIL SYSTEMS
18.1 General
18.1.1 The fuel used onboard the vessel is Marine Gas Oil.
18.1.2 Fuel for the vessel’s main engines and diesel generators are bunkered and stored in
the fuel oil storage tanks as shown in the table below;
Fuel Oil Storage Tanks

FO Tank No.1 (P) FO Tank No.1 (S)
18.1.3 There are two fuel oil day tanks designated as FO Day Tank Port and FO Day Tank
Starboard.
18.1.4 The fuel oil system consists of the fuel oil transfer system and the fuel oil service
system.
18.1.5 The principle arrangement of the fuel oil transfer system and the fuel oil service
system are shown in Figure 18.1 and Figure 18.2 on the following pages;

MV Kittiwake
Figure 18.1

MV Kittiwake
Figure 18.2

MV Kittiwake
18.2 Fuel Oil System Description
18.2.1 There are two means of fuel transfer, one is through the fuel oil transfer pump or the
fuel oil cargo pumps and the other is through the fuel oil separator.
18.2.2 The fuel oil transfer pump has a capacity of 10m3/hour and the cargo pumps have a
capacity of 150m3/hour. The fuel oil transfer pump facilitates transfer of fuel from the
fuel oil storage tanks to the fuel oil day tanks via the transfer manifold.
18.2.3 Quick closing valves are installed at fuel oil day tank outlets. There valves are provided
to allow rapid isolation of fuel supplies in emergency situations.
18.2.4 The FO Day Tank Port supplied fuel oil to the Port Main Engine and Diesel Generator
No.1. The FO Day Tank Starboard supplied fuel oil to the Starboard Main Engine and
Diesel Generator No.2.
18.2.5 Fuel is supplied to each main engine through an independent filter unit and a flow
meter. The flow meter has an isolation and bypass facility. The excess fuel from the
main engine returns to the respective fuel oil day via a fuel oil cooler.
18.2.6 The excess fuel which is supplied to each diesel generator also returns to the
respective fuel oil day tank.
18.2.7 The emergency generator has a dedicated fuel oil day tank. Fuel oil to the emergency
generator day tank is supplied from the fuel oil separator. The emergency generator
day tank overflows to the starboard fuel oil day tank.

MV Kittiwake
18.3 Fuel Oil System Operating Instructions
18.3.1 Fuel is normally transferred to the fuel oil day tanks from FO Tank No.2 Port and
Starboard via the fuel oil separator.
18.3.2 There is a facility to transfer fuel directly from the vessel’s storage tanks to the fuel oil
day tanks using the fuel oil transfer pump. This facility should only be used in an
emergency, following a formal risk assessment and where no possibility of fuel oil
contamination exists. The FO transfer pump that is connected directly to the filling line
of the day tanks should not be used during DP operations.
18.3.3 The fuel oil supply system to the main engines and diesel generators should always be
segregated. The FO Day Tank Port should always supply the Port Main Engine and
Diesel Generator No.1 and the FO Day Tank Starboard should always supply the
Starboard Main Engine and Diesel Generator No.2.
18.3.4 The crossover valves in the common fuel oil supply lines to the main engines and diesel
generators; between the port and starboard FO day tanks, should be normally closed
and clearly marked to avoid inadvertent operation.
18.3.5 Engine room DP checklists should verify the status of all normally closed valves, prior
to each DP operation and periodically during DP operations.
18.3.6 Each fuel oil day tank has self-closing drain valve. These should be operated regularly
to drain the tanks of sediment and water.
18.3.7 Stringent fuel management procedures should always be in place.

MV Kittiwake
19 COOLING WATER SYSTEMS
19.1 General
19.1.1 There are two main sea chests installed in the engine room; one located at the port
side and the other one at the starboard side.
19.1.2 Both sea chests are connected to a common sea main for servicing of the main engines
and diesel generators cooling systems. The common sea main also services the cement
compressor units, air condenser units, refrigeration condenser units, engine control
A/C unit and deck machinery power pack cooler.
19.1.3 There is an individual sea chest installed in the bow thruster compartment which is
used to service the bow thrusters.
19.1.4 The principle arrangement of the bow thruster sea water cooling system is shown in
Figure 19.1 below.
Figure 19.1
19.1.5 The principle arrangement of the main sea water cooling system is shown in Figure
19.2 on the following page.

MV Kittiwake
Figure 19.2

MV Kittiwake
19.2 Sea Water Cooling System Description
19.2.1 The main sea chests are connected to a common sea water main. Each sea chest has
isolation valves and a suction strainer.
19.2.2 Each main engine and diesel generator has its own independent engine driven sea
water cooling pump which takes suction from the common sea water main.
19.2.3 Each main engine driven sea water pump circulates the cooling water through the fuel
oil cooler, gearbox oil cooler, CPP cooler after cooler and jacket water cooler before
discharging to a common overboard.
19.2.4 Each diesel generator takes direction suction from the sea water main before
circulating it through the diesel generator heat exchanger and discharging to an
independent overboard.
19.2.5 The bow thruster SW cooling pump is connected a manifold which takes suction from
the forward sea chest. This pump is used to service the bow thruster oil coolers.
19.2.6 An emergency cooling manifold is provided from the bilge, ballast fire / G.S pumps,
with independent isolating valves at the main engines, diesel generators, bow
thrusters and auxiliary machinery. This can provide a secondary back-up cooling
supply if any single pump has failed.

MV Kittiwake
19.3 Sea Water Cooling System Operating Instructions
19.3.1 The sea water cooling system should be operated with the port and starboard sea
chest online.
19.3.2 The status of the emergency cooling valves should be normally closed and clearly
marked to avoid inadvertent operation. Engine room DP checklists should verify the
status of the valve positions as closed prior to each DP operation and periodically
during DP operations.

MV Kittiwake
19.4 Fresh Water Cooling System Description
19.4.1 The main engines each have an integrated self-contained LT (after cooler) and HT
(jacket water cooler) systems. Pumps for each system are mounted on the engine and
are gear driven.
19.4.2 The secondary coolant for the main engines is sea water as described above.
19.4.3 The after cooler system is used for cooling of the engine charge air and lubricating oil,
and the jacket water system is used for cooling of the engine cylinder block and
cylinder heads.
19.4.4 Each main engine has a designated fresh water expansion tank which provides positive
pressure to the after-cooling and jacket cooling water system pumps.
19.4.5 The after-cooling and jacket cooling fresh water is maintained at the correct
temperature by by-passing or providing a measured flow of water through the each
cooler via a thermostatic three way valve.

MV Kittiwake
19.5 Fresh Water Cooling System Operating Instructions
19.5.1 Each main engine has an independent cooling water system with designated
expansion tanks therefore failure within one system should only have an effect on one
main engine.
19.5.2 Drain valves for the systems and their associated expansion tanks should be physically
locked and clearly marked to prevent inadvertent operation.
19.5.3 Expansion tank levels should be periodically monitored.

MV Kittiwake
20 COMPRESSED AIR SYSTEM
20.1 General
20.1.1 There is one working air compressor installed onboard the vessel supplying air to
respective consumers via a common manifold.
20.1.2 The principle arrangement of the compressed air system is shown in Figure 20.
Figure 20

MV Kittiwake
20.1 Compressed Air System Description
20.1.1 Control air is supplied to the fuel oil purifier from the working air compressor through
the manifold. During DP operations, the working air compressor is running.

MV Kittiwake
21 DP OPERATIONS
21.1 General
21.1.1 Prior to any DP operation, the DP system and related equipment should be checked
according to vessel specific check lists to ensure the system is functioning correctly
and is set up correctly for DP operations.
21.1.2 At regular intervals during DP operations, all systems should be checked according to
vessel specific checklists.
21.1.3 Standing orders and checklists should be produced for DP operators and engine room
watch keepers which are both vessel and activity / task specific. The guidance
throughout this section of the document should be used for reference when
developing such standing orders and checklists.
21.1.4 When preparing the activity / task specific standing orders and checklists described
above, both the initial draft and subsequent reviews should be carried out in
conjunction with the Activity Based Operational Planning.
21.1.5 Sample checklists for the engine room watch keepers are included in section 23 and
specify the required system configurations.
21.1.6 The Chief Engineer must be satisfied that all DP related equipment and systems are
fully functional and defect free, inclusive of standby equipment and systems.
21.1.7 In general, prohibited work will involve any work which will, or may change the status
of a DP system or related sub-system while that system or sub-system is in active use
or standby mode.
21.1.8 DP operations should only commence or continue when the system is in the ‘normal
operational status’. The ‘normal operational status’ is defined when all of conditions
apply as listed below.
• Vessel is under DP control and the DP systems are operating normally with the
appropriate back-up systems available
• The vessel is operated within the pre-determined environmental conditions.
• All relevant DP operational checklists are completed
• No risk of collision exists.
21.1.9 During DP operations, the DP system and its position maintaining capability should be
monitored continuously by the DP operator.

MV Kittiwake
21.1.10 The longer the vessel has remained in one position in steady environmental
conditions, the better is the ‘mathematical model’ generated by the DP controller
computers, and the longer the vessel will hold position in deteriorating conditions.
Once the vessel does start to oscillate when conditions are deteriorating, it is
unlikely to become completely stabilised again.
21.1.11 The DP operator stations should be monitored constantly to ascertain the power
loads on each thruster.
21.1.12 Error messages of an unfamiliar nature are to be immediately checked with the Chief
Engineer or electrical officer. It should be noted that seemingly small or spurious
faults in DP control systems may be the first manifestations of a more serious
problem.
21.1.13 Any thruster unit that indicates any kind of error should be deselected from the
system and stopped.
21.1.14 It is essential that DP operators in addition to fulfilling their primary role of

monitoring the DP console maintain a good visual watch of deck operations, nearby
vessels and structures and maintain communication as detailed in section 21.7. By
ensuring this is done will allow the DP operator to have the necessary overall
awareness and understanding of simultaneous operations.
21.1.15 Weather forecasts should be obtained regularly and should be closely monitored. A
visual and radar watch should be maintained for early warning of approaching
squalls.

MV Kittiwake
21.2 Planning
21.2.1 Before commencing any operation, it is essential that all personnel involved are aware
of all aspects of the work and are aware of the hazards, both to the operation
(equipment) and the vessel.
21.2.2 Plans should be adopted for the safe management of each task or operation.
Discussions should take place before the operation commences and should involve, at
least, the Master, DP operators, appropriate Supervisor(s) / Superintendent(s) and the
Client’s Representative.
21.2.3 As a result of the above mentioned planning meeting, working plans of the vessel's
position and task location will be made and kept on the Bridge / DP control / subsea
control room if applicable, for immediate reference by the DP operator / Subsea
Operations Supervisor. All plans and working diagrams are to be retained and filed for
future reference.
21.2.4 For subsea operations, the Subsea Operations Supervisor / Superintendent is to advise
the Master of any acoustic beacons and / or unusual equipment to be employed on
the worksite (e.g. jetting equipment) which may be necessary for the task but might
cause interference with the vessel’s acoustic positioning system.
21.2.5 The Master is to ensure that the DP operators are fully briefed on the planned subsea
operation before commencement, and also that they are to keep each other and the
subsea operation Supervisor / Superintendent fully up-to-date on any changes in
conditions or operational plans.
21.2.6 Where applicable any Installation’s Offshore Installation Manager should be fully
advised of all operational plans and should ensure that the Field Marine Controller
advises all other vessels in the vicinity of the pertinent details. The Installation
Offshore Installation Manager and Marine Controller must be asked for permission to
conduct subsea operations and they must be informed of the subsea operations when
working within 500m of an installation.
21.2.7 During the planning meeting, detailed plans, with particular regard to the subsea task,
vessel's position, and all other aspects likely to involve personnel / vessel / equipment
safety will be reviewed and amended if necessary, and passed to the senior DP
operator and Supervisor / Superintendent.
21.2.8 Weather and sea state reports are essential and are to be available at intervals not
exceeding 12 hourly intervals. Full use should also be made of all onboard
instrumentation.

MV Kittiwake
21.2.9 Weather and sea conditions play a vital role with all DP operations, particularly when
worsening or deteriorating, as their combined effects have the ability to drastically
affect the position keeping ability of the vessel. For a means of early detection of such
a situation occurring, the DPO should make full use of DP capability and footprint plots
by referencing them with present and forecasted conditions.
21.3 External Operations Affecting Planning
21.3.1 During any Subsea project, and subsequently a DP operation, there can be external
factors or other operations encountered that are not directly linked with the work
scope of ‘MV Kittiwake’ and which were not presented during the planning stages of
the project.
21.3.2 Under such circumstances a reassessment of the situation is required in order that any
additional risk or threats presented by the mentioned factors or simultaneous
operations of other vessels.
21.3.3 Thereafter a decision should be made after all relevant parties to the project are
consulted. The decision may, for example, result with operations continuing under
more limiting factors, the vessel moving to another worksite considered to be safer
than the current one, or in some cases the decision may be to completely suspend
operations until the situation is resolved.
21.3.4 The following are examples of such situations;
• Movement and working of supply boats in close proximity to ‘MV Kittiwake’

• Other DP vessels operating and conducting subsea operations in close
proximity
• The movement of non-fixed position installations such as FPSOs or TLPs
• The flaring off / release of gas and vapours from rig or other installation flare
booms
• The venting of necessary dry bulk residues to air causing a heavy dust cloud or
the release of drilling fluids to sea resulting in heavy water discoloration
21.3.5 When determining safe working limits, the time necessary for recovery of subsea
equipment must be considered.

MV Kittiwake
21.4 Priorities
21.4.1 During planning, the priorities should be clearly established for dealing with a DP
emergency. The authorities of the Master, Subsea Supervisor / Superintendent are of
fundamental importance at such time. They should co-operate closely to ensure that
there is no room for doubt or dissension.
21.4.2 The safety of life is the first priority. The Master has authority to assess and decide on
courses of action in this respect.
21.4.3 The advice of any Superintendents must also be taken into account if applicable.
21.4.4 The safety of any installation can be of equal importance especially if the vessel, during
an emergency, poses a threat to the installation and its personnel. In this instance the
advice of the Client's Representative and Installation Offshore Installation Manager
should be heeded whenever possible, regarding the safety of the installation, its
equipment, and personnel.
21.5 Station Keeping Limits
21.5.1 The Master has sole responsibility and discretion to decide whether conditions are
suitable for DP operations.
21.5.2 Safe working limits shall be determined for each geographical location and type of task
to be performed. These limits must consider all possible failure modes, and the
maximum time to restore the DP system and / or move clear of an area such that a
safe situation exists.
Note: Safe situation means that the work has or could immediately cease and there is
no immediate risk of serious consequences from position loss.
21.5.3 Every failure mode, includes, but is not limited to, blackout of a switchboard section,
a thruster pitch freeze, or a position reference malfunction.
21.5.4 Safe working limits, are limits that would make a catastrophic event from a single fault
impossible, either because there is adequate control and power remaining, or because
the time to reach a safe situation is short in comparison to the speed of position loss,
or because in the existing circumstances and conditions, position loss does not have
any serious consequences.
21.5.5 Due to the limitations of the vessel (DP Equipment Class 1), the vessel should never
work in a ‘push on’ situation at any installation or other obstruction either through
the effect of wind, tide or current or their combined effects. The vessel should always
work on the lee side of offshore structures and other vessels and this should be given
consideration during the planning stages of any operation.

MV Kittiwake
21.5.6 In conditions of restricted visibility, operations will not take place unless the structure
which the vessel is working alongside can be clearly seen.
21.5.7 A continuous radar watch should be observed at all times during periods of restricted
visibility. Special use should be made of long range scanning to obtain early warning
of vessels with lower than acceptable CPA limits approaching. The necessary sound
signals with reference to the collision regulations should be sounded.
21.5.8 The Master should always have due regards for traffic density and should not
commence, or should cease operations if he considers the situation to be hazardous
to the vessel, installation and / or the subsea equipment.
21.5.9 Serious consideration should be given to suspending operations if the DP operator

considers that adequate position referencing is not being achieved or maintained due
to the prevailing conditions such as water depth / weather conditions, or external
factors such as shadow sectors or other interference.
21.5.10 During operations the vessel will usually not work closer than 10 meters to a surface
obstruction unless otherwise agreed upon with the Master.
21.5.11 It is recognised that the closer the vessel gets to an installation / structure, the risk
increases exponentially; conversely, the working efficiency for the subsea operation
will also increase exponentially. The distance of 10 metres is a reasonable
compromise between the two factors.
21.5.12 The greatest care must be exercised when operating close to mid-water obstructions
such as rig anchor chains or barge moorings. In such cases a plot of the obstructions
and their position relative to the vessel should be maintained on the Bridge and
subsea control centre. See also sections 21.10 and 21.11.
21.5.13 If working within an anchor pattern, the DP operators will have a pre-agreed "Escape
Route" which will allow vessel movement with the subsea equipment still in the
water without entanglement with anchor wires, (or other subsea obstructions).
21.5.14 Operations should cease, or not commence, if the safe working limits identified
above are being, or are likely to be, exceeded.

MV Kittiwake
21.6 Approaching the Worksite
21.6.1 Where the vessel is to start operations inside a 500 metre zone, permission to enter
must be obtained from the appropriate authority on the installation.
21.6.2 The vessel should be manoeuvred on manual control, preferably in DP joystick control,
to a safe position before setting up in DP.
21.6.3 When choosing an approach course and a safe position it will be necessary to take
account of the environmental forces and to be satisfied that, as far as is reasonably
practicable, the vessel keeps on the lee side of the installation in a ‘blow-off’ position.
21.6.4 At a safe distance and in the region of 100 metres from the closest position of the
installation or nearest obstruction at all variations of position due to movement of the
installation or obstruction, the vessel will be set up in the DP ‘Auto Position’ control
mode. If in doubt about the movement of the installation or nearest obstruction, the
approach should be delayed and the movement studied, possibly while in the DP ‘Auto
Position’ control mode at a distance considered to be safe. In some circumstances,
this could be from a position outside the 500 metre zone.
21.6.5 The DP system should be allowed to stabilise for approximately 30 minutes. During
this period the DP operators will constantly monitor all available information from the
stations.
21.6.6 Only after this 30 minute period and when the DP operators are satisfied that the DP
system has adequately settled down will final steps be taken to move into position
and commence operations.

MV Kittiwake
21.7 Communications
21.7.1 All personnel onboard the vessel must report to the DPO any observation or
occurrence that may affect the safe and efficient operational status of the vessel. This
includes, but is not limited to the following;
• The intention to perform maintenance on any equipment, including inspection

or measurement.
• The intention to start or stop any machinery / equipment, or change the
defined system operational configuration of a system, as documented in
sections 16 to 20 and verified by the Engine Room Pre DP Operation & 6 Hourly
DP Handover Checklist.
• The intention to start or stop any pumping operations.
• The intention to handle equipment which may change the trim or list of the
vessel.
21.7.2 As a general rule, maintenance of any DP related equipment or auxiliary equipment

should be covered by a formal work permit and risk assessment.
21.7.3 All communications systems that may be required to be used should be regularly
tested prior to and during DP operations, including any VHF and / or UHF systems.
21.7.4 The DPO will have communications directly with the engine control room.
21.7.5 Communications will also be arranged based on the specific operations. This will
include but will not be limited to;
• Hard wired and redundant communications between the DP control station

and any subsea control station
• Communications between the DP control station and the working deck /
cranes
• Communications between the DP control station and the appropriate
Superintendent
• Communications between the DP control station and the offshore installation
• Communications between the DP control station and other vessels in the
vicinity
• Communications between the DP control station and any field control stations
21.7.6 The DPO should always communicate with all concerned parties when the vessel has
entered or departed the 500m zone of an offshore installation or other vessel.

MV Kittiwake
21.7.7 Any equipment, machinery or electrical faults, or potential faults, should always be
reported between the DP control station and the engine control room.
21.7.8 Communications should be clear and in the English language only, unless otherwise
specified in the vessel operator safety management system.
21.7.9 Communication channels should be allocated and only designated for a specific
purpose / operation.
21.7.10 Examples of specific information that should be communicated between the DPO
and the engine control room are as follows;
• Requests for additional power / diesel generators

• Vessel on location
• Green light given to commence operations
• Warning of moves, or squalls, that may require additional power
• Increasing / decreasing weather conditions.
• Ballasting requirements
• Major deck operations i.e. lifting or landing of equipment / cargo
21.7.11 Examples of specific information that should be communicated between the DPO
and any offshore installation or other vessel are as follows;
• Changes in status of the operations

• Changes in status of DP system
• Intention to perform any tasks involving the operation of any hazardous tools
or equipment
• Intended vessel movements i.e. closer to the installation, or to new work
location.
• Vessel alarm status
• Any other information requested by the units offshore installation manager

MV Kittiwake
21.7.12 Examples of specific information that should be communicated between any

offshore installation or the DPO are as follows;
• Movements of other vessels and helicopters

• Personnel working over side such as in scaffolding operations
• Intention to start and stop pumps that discharge
• Planned blackouts in communication or power
• Requirements for the vessel to observe radio silence
• Hazardous operations i.e. well tests
• Weather and sea state information
• Any other subsea operations
• Scheduled drills and platform alarm status

MV Kittiwake
21.8 Operational Capability
21.8.1 At all times during the vessel’s DP operations, the vessel will be required to operate
within the defined limits of her capabilities.
21.8.2 This effectively means that the calculated capability plots along with verifying
footprints of the vessel’s performance provide the basis for the operating parameters.
21.8.3 The results from the capability plots are theoretical. The vessel’s operating parameters
may be amended from time to time on the basis of data acquired from ‘footprint’
plots.
21.8.4 Footprint plots should be taken at regular intervals and records retained on board for
future use by vessel’s staff, auditors, clients and others.
21.8.5 It is recognised that occasions will arise during the normal operations of the vessel
when the tests can be carried out. These should not come into conflict with the
operations. Such occasions arise during weather downtime, standby periods and off-
hire periods.
21.8.6 Footprint plots are designed to record the vessel’s actual position keeping
performance in known environmental conditions and to indicate how far the vessel is
likely to move off the desired position in both X and Y axes. They have three main
purposes;
• Accuracy - They provide a scatter plot of vessel positions at regular intervals

around the required set position. This shows accuracy of station keeping.
• Verification - They provide comparison points on the limiting wind speed

envelope given in the theoretical DP Capability Plots. This shows wind speeds
at which it was seen that the vessel was unable to maintain position, thus
validating or contradicting the theoretical DP Capability Plots for the various
thruster configurations.
• Learning and Familiarisation – They provide snapshots of vessel station

keeping behaviour for specific locations and activities.
21.8.7 Once DP footprint plots are captured and the vessels actual station and heading
keeping ability have been confirmed in different environmental conditions, the DP
operator can anticipate restrictions of maximum environmental operating conditions
for the DP system (eg: wind speed, sea state, current force etc.)
21.8.8 Theoretical DP Capability Plots and DP Footprint Plots combine together to enhance
knowledge and understanding of the vessel’s DP station keeping ability. The
theoretical DP capability plots for the ‘MV Kittiwake’ are included in Appendix B.

MV Kittiwake
21.9 DP Operations in Open Water
21.9.1 The vessel may carry out some of its operations in open waters, i.e. far enough away
from surface installations so that loss of DP control or even loss of propulsion will not
result in a significant increase in the risk to life.
21.9.2 Under such circumstances of system failure, it is to be expected that emergency

procedures will exist for recovery of any subsea equipment.
21.9.3 When in open water the choice of heading and vessel position is to be determined
largely by operational requirements.
21.10 DP Operations close to an offshore structure
21.10.1 When the vessel is required to operate inside the 500 meter zone of an installation
and close to offshore structures, failure of DP control or loss of propulsion could
result in a significant increase in risk to the vessel and the structure nearby. This is
particularly relevant if the vessel is inside 100 meters of the structure.
21.10.2 A number of precautions ought to be taken to reduce, as far as is practically possible,

the attendant risks. These aspects should be addressed in the pre-operational phase
of any work.
21.10.3 Precautions which are to be considered include the following;
• Vessel to be verified as being capable of maintaining position

• All DP equipment, systems and sub systems to be fully operational
• Vessel to work only in ‘blow off’ situations when inside the 500 metre zone of
an installation. If the vessel has to work in a ‘blow on’ situation, the following
shall be amongst the factors taken into consideration;
 Weather conditions and forecast.
 Tidal and current conditions and predictions
 DP capability and footprint plots
 Proximity of the installation
 Proximity of other operations being carried out in the vicinity
 An understanding of the power requirements to safely control the
vessel and move clear of the installation

MV Kittiwake
21.11 Subsea Operations within an Anchor Pattern
21.11.1 Before the vessel enters an anchor pattern of a barge, rig or any other anchored
structure the Master shall contact, either through the Charterer’s representative
onboard his vessel or directly, the Master or Barge Superintendent of the unit.
21.11.2 The Master of the vessel will request permission to move in, where possible, and
will discuss the extent and nature of the proposed operation of the vessel within the
anchor pattern.
21.11.3 Both Masters shall exchange information concerning their respective positions
including any tugs and towlines.
21.11.4 This information shall be plotted on board both vessels.
21.11.5 The Master will consider the following when deciding whether or not to move in
with the vessel;
• Weather forecast
• Nature of the work to be carried out by both vessels
• Physical relationship of both vessels to each other
• Location of installations and other structures
• Catenary of anchor cables
• Overall safety of intended operation
• Pattern of anchor cables
• Location of pipelines, cables or other seabed structures
21.11.6 Prior to entering any anchor pattern of a barge, rig etc. for subsea operations, the
situation and methods of the operation will be discussed between the Master and
the Subsea Operations Superintendent on board.
21.11.7 Where deemed necessary the anchor pattern and catenary of the anchor cables,
within which the vessel is intending to work, shall be plotted on a sufficiently scaled
chart.

MV Kittiwake
21.11.8 Before setting up on DP the following criteria shall be established and fulfilled;
• Weather forecast for the next 24hrs - the forecast should be favourable and
continuously monitored
• Escape route for the vessel with consideration to any deployed equipment
• Plot the position of other fixed installations
• Abandon the subsea operation when DP-Class requirements are not fulfilled
• Both vessels to be in visual contact
21.11.9 It should be ensured that contact between anchor wires and down-lines or project
equipment is avoided.
21.11.10 It is recommended that wherever possible a minimum distance of approximately

50 metres between the subsea equipment and anchor cable / chain be maintained
throughout the operation.
21.11.11 If operational situations arise where a distance of 50 metres between the subsea
equipment and the anchor cable / chain cannot be maintained then operations
will only continue after the agreement of both the vessel Master and the Subsea
Operations Superintendent and providing all of the aforementioned criteria are
still met.
21.11.12 When agreement has been reached regarding vessel position, the Master of both
vessels, together with the Subsea Operations Superintendent, will agree on a
common VHF channel to be used during the operation. All vessels involved will
monitor this channel continuously during operations.
21.11.13 During and after the initial set up all parties will keep each other fully informed, in
advance, of any activity which could possibly influence the other party’s operation,
such as changes in position of the vessel, anchors, tugs, use of propellers etc.
21.11.14 All such information shall be recorded so as to present a complete up to date

picture of the operations on each vessel.
21.11.15 During the period of operation the barge, rig or other anchored structure must not
change position or make significant changes to anchor wire/cable tensions that
could affect the location/catenary of any wires/cables without the agreement
between both vessel Masters and the Operations Superintendent.

MV Kittiwake
21.12 Required Vessel Moves During Subsea Operations
21.12.1 During subsea operations it may be necessary to move the vessel while equipment
is still in the water. During pipe or cable laying operations it is normal to move the
vessel within safe operational limits.
21.12.2 In moves involving the use of subsea equipment, the request for a move must be
made by the on-shift Supervisor for the subsea operation, and acknowledged by the
DP operator at the DP console. Irrespective of how the DP operator instigates the
vessel move, the procedure should be as follows;
• Subsea operations control requests move

• DP operator acknowledges and indicates acceptance
• DP operator instigates move, if acceptable, and reports to subsea control
"moving now" which is acknowledged
• On completion of the move, DP operator advises subsea control "Move
Complete", subsea control acknowledges
21.12.3 Changes in heading have the most destabilising effect on the DP capability.
Therefore they should only be made if no other action can be considered.
21.12.4 The vessel shall always remain under ‘DP Auto’ control mode when making a move
and consideration should be given to making the move in small increments.
21.12.5 When moving the vessel on DP, particular consideration should be given to the
possible snagging of any down-lines.

MV Kittiwake
21.13 Activity-Based Operational Planning
21.13.1 All operations undertaken by DP vessels in the offshore oil and gas sector should be
subject to activity-based operational planning.
21.13.2 The purpose of implementing activity-based operational planning is to provide an

effective barrier against loss of position and the resultant potential for consequential
damages such as injury to personnel, vessel / installation structures, equipment
damage or environmental damage. It does so by presenting itself in a tabulated
format that is colour coded and designed so that relevant information can be
extracted quickly.
21.13.3 Critical Activity Mode (CAMO); The CAMO sets out the most robust and fault
tolerant configuration for DP systems involved in critical operations. For class 2 and
class 3 vessels, this ensures that a single point failure does not result in effects that
exceed the vessel’s defined worst case failure.
For ‘Kittiwake’, there is no defined worst case failure because the vessel is DP
equipment class 1 and single failure modes exist that could result in loss of vessel
position and / or heading. However, some of the systems related to the DP system
have redundancy provided and therefore should be set up in order to mitigate single
point failures wherever possible. This ensures that the amount of single failure
modes are kept to a minimum.
The CAMO may be replaced by a TAM where it is considered acceptable to operate

the vessel’s DP system with less fault tolerance. The CAMO is also sometimes
referred to as the vessel’s ‘Safest Mode of Operation’.
21.13.4 Activity Specific Operational Guidelines (ASOG); Under Activity Based Operational
Planning, the ASOG differs from a vessels CAMO or TAM in that it relates specifically
to a known location and activity. It defines the operational, environmental and
equipment performance limits for the DP vessel with respect to the specific activity
that the vessel is undertaking, and should be developed for each activity and
location. The level of risk determines the level at which performance limits will be
set. In other words when risk is at its highest then the performance limits will be
tightest.
21.13.5 In order to prepare an ASOG, all information regarding the location and activity of
the operation should be used. Procedures and drawings for a special construction
project should, where possible, also be consulted in order to identify different phases
of activity and levels of risk.

MV Kittiwake
21.13.6 Once the ASOG has been completed and agreed upon by all parties involved, it
should be clearly displayed at the DP control console and in the engine control room
so as to be clearly visible to the DPO’s and engine room watch keepers. It should be
used when configuring the vessel for the DP operation, as well as to provide the
operators / watch keepers with a range of responses for degraded conditions such
as changes in environmental conditions or failures within systems critical to the DP
system.
21.13.7 A tabulated format for any ASOG is presented in four colour coded categories as
follows:
21.13.8 Green DP Status - This represents normal operating conditions and remains
unchanged as long as the vessel continues to maintain position and heading with
adequate redundancy in all critical systems and the ability to handle expected
environmental variations.
21.13.9 Blue DP Status - This is the ‘Advisory Status’ where a change in circumstances has
occurred although there is no immediate risk to the vessel. This requires a re-
evaluation of the risk which should immediately start the risk assessment process.
On completion of the risk assessment process, operations may continue where
control measures have been implemented. If the risk assessment requires the status
to be raised to yellow, operations should be ceased.
In certain situations for example following failure of a critical system, piece of

equipment or other emergency the status gets raised from blue directly to red.
21.13.10 Yellow DP Status - The Yellow status indicates that there is a high risk of the vessel
being unable to maintain position and / or heading. Loss of critical redundancy,
where a subsequent failure or a change in conditions will result in position or
heading loss, should also initiate a change to Yellow status.
When the status is Yellow, all DP operations should be terminated and recovery /
disconnecting procedures initiated.
21.13.11 Red DP Status - The Red status indicates a severely degraded status or an
emergency, therefore all DP operations should be terminated as the vessel has lost
or is unable to maintain position and / or heading.
21.13.12 A situation can be given red status even though at that instance the vessel is still
maintaining position and / or heading, however due to present alarms, failures or
other factors an emergency scenario which will result in position and / or heading
loss is imminent.

MV Kittiwake
22 DP INCIDENTS
A reportable station keeping incident is described as follows;
22.1.1 DP incident - loss of automatic control, loss of position or any similar incident.
22.1.2 DP undesired event – loss of position or other event which is unexpected /

uncontrolled.
22.1.3 DP downtime – position keeping problem or loss of redundancy which results in a loss
of confidence and a stand down from operational status for investigation,
rectifications, trials etc.
22.1.4 All station keeping incidents as defined above must be reported to the vessel
management as soon as possible.
22.1.5 The vessel management shall assist the vessel with investigation and rectification as
appropriate.
22.1.6 A station keeping incident report form shall be subsequently completed and sent to
IMCA. An example of the form is included in Appendix C.

MV Kittiwake
23 EXAMPLE CHECKLISTS
23.1.1 The following pages give examples of checklists that are recommended for the ‘MV
Kittiwake’ DP operations. These checklists should be replicated into company and
vessel specific checklists and logged in the form of controlled documentation. They
should be updated periodically as required as deemed necessary within the company’s
management system.
23.1.2 The ‘mobilisation trials checklist’ is the suggested checklist to be completed by the
DPO’s following mobilisation for any new operation or following a period where the
DP system has not been in use for a period in excess of 7 days.
23.1.3 The ‘field arrival trials checklist’ is the suggested checklist to be completed by the
DPO’s upon arrival at any new location where a DP operation is to be carried out or
following a period in excess of 24 hours where the DP system has not been in
operation.
23.1.4 The ‘Pre DP Operation & 6 Hourly DP Handover Checklist’ is the suggested checklist to
be completed by the DPO’s prior to DP operations and periodically during DP
operations.
23.1.5 The ‘500m zone checklist’ is the suggested checklist to be completed by the DPO’s
prior to entry into the 500m safety zone of any other vessel or offshore installation.
23.1.6 The ‘Engine Room Pre DP Operation & 6 Hourly DP Handover Checklist’ is the
suggested checklist to be completed by the senior engine room watchkeepers prior to
DP operations and periodically during DP operations. The thruster designation
included on the checklists is as follows;
• Bow Tunnel Thruster No.1 - Thruster 1

• Bow Tunnel Thruster No.2 - Thruster 2
• Port CPP Thruster - Thruster 3
• Starboard CPP Thruster - Thruster 4
• Port Rudder - R1
• Starboard Rudder - R2

MV Kittiwake
23.2 Mobilisation Trials Checklist
MV KITTIWAKE
MOBILISATION CHECKLIST
Client Location Date Time Started
Check DP reference system antennae offsets on DP system against actual sensor offsets 
Manual Controls
Check all manual controls – Hold position – At least 5 minutes 
Desk Checks
Lamp Test OS01  Button Test OS01 
Manual DP Control (Take control and select functions sequentially to prove operation)
Prove Forward Thrusters  Prove Aft Thrusters  Prove joystick heading change 
Prove Yaw  Prove Sway  Prove surge 
Check DGPS Blind Spots

N
Turn Vessel through 360o and note

For each DGPS
blind spots for each DGPS on compass
in turn
rose
Differential Correction Subscription Renewals No.1 ___ /___ /___ No.2 ___ /___ /___
Remote Joystick (transfer control to one remote operator terminal)

DP Remote  Others  Rotation 
Independent Joystick (transfer control to Independent Joystick)

Manual Control  Rotation 

MV Kittiwake
Thruster Emergency Stops

Thruster 1 (T1) Thruster 2 (T2) Thruster 3 (T3) Thruster 4 (T4)
   
DP Control (Take Positions from DGPS)

Start Position N E
Move 20m West N E
Box Test Move 20m North N E
Move 20m East N E
Move 20m South N E
Initial and final positions should be the same
Rotation Set 30° Heading change Initial Heading Final Heading
Reference Systems
DGPS Select each in turn and prove with 10m move No.1  No.2 
Remarks:
Alarms (Move to prove alarms)

Heading (Reduce to 1o)  Position (reduce to 1m) 
DP UPS
Trip supplies to UPS unit Alarm  Initial Voltage
Re-instate after 30 mins Final Voltage
Model Test (Allow vessel to settle for 30 mins prior to test)

Measure position loss by
Range Brg
most appropriate means
Position after 2 mins
Fail reference Position after 4 mins
systems
Indicated Wind Direction Speed
Indicated Current Direction Speed

MV Kittiwake
Drift Off Test (Steady vessel then put into manual with no yaw and joystick neutral)
Range / Lat Bearing / Long Heading
Allow to drift Initial Position
under wind and
current. Position after 2 mins
Mark vessels Position after 4 mins
initial position
and monitor by
most appropriate Position after 8 mins
means Position after 10
mins
Indicated Wind Direction Speed
Indicated Current Direction Speed
Remarks:
Time Complete
Senior DPO
Master
Clients Rep
Superintendent

MV Kittiwake
23.3 Field Arrival Trials Checklist
MV KITTIWAKE
FIELD ARRIVAL CHECKLIST
Client Location Date Time Started
Check DP reference system antennae offsets on DP system against actual sensor offsets 
Manual Controls
Check all manual controls – Hold position – At least 5 minutes 
Desk Checks
Lamp Test OS01  Button Test OS01 
Manual DP Control
Prove Forward Thrusters  Prove Aft Thrusters  Prove joystick heading change 
Prove Yaw  Prove Sway  Prove surge 
DGPS Blind Spots

N
Turn Vessel through 360o and note

For each DGPS
blind spots for each DGPS on compass
in turn
rose
Differential Correction Subscription Renewals No.1 ___ /___ /___ No.2 ___ /___ /___
Remote Joystick (transfer control to one remote operator terminal)

DP Remote  Others  Rotation 
Independent Joystick (transfer control to Independent Joystick)

Manual Control  Rotation 

MV Kittiwake
Thruster Emergency Stops

Thruster 1 (T1) Thruster 2 (T2) Thruster 3 (T3) Thruster 4 (T4)
   
DP Control (Take Positions from DGPS)

Start Position N E
Move 20m West N E
Box Test Move 20m North N E
Move 20m East N E
Move 20m South N E
Initial and final positions should be the same
Rotation Set 30° Heading change Initial Heading Final Heading
Reference Systems
DGPS Select each in turn and prove with 10m move No.1  No.2 
Remarks:
Alarms (Move to prove alarms)

Heading (Reduce to 1o)  Position (reduce to 1m) 
Time Complete
Senior DPO
Master
Clients Rep
Superintendent

MV Kittiwake
23.4 Pre DP Operation & 6 Hourly DP Handover Checklist
MV KITTIWAKE
PRE DP OPERATION & 6 HOURLY DP HANDOVER CHECKLIST
Client Location Date Job No.
Power and Propulsion

Generators SG1 SG2 DG 1 DG 2
Online    
Available    
Thrusters T1 T2 T3 T4
Reference Systems
DGPS 1 DGPS 2
Online  
Monitor  
Available  
DP Control
Conditions
Set Pt. Pos’n
O
Lamp Test  Print Page  Set hdg.  Current Dir.
Gain: High  Medium  Low  Current Sp. Kts
o
Alarm Limits: Pos’n m Hdg Sig. Wave m
Speed set at Rotation set at
Max Wave m
m/s °/m
Centre of rotation at
Controller online 
Auto Enable On  Off  Communications
Operator Station
 Phone SPT Radio Open
Online
Joystick setup: ECR  
High  Low  Linear  Progressive  Deck  

MV Kittiwake
Sensors
Gyro Wind VRU
Heading En. Pref. Speed Dir. En. Pref. Pitch Roll Heave
1    
2    
Radio Channels DP Control

DK UHF DK VHF Crane Field 1 Field 2 Mode
Class
DPO Name: DPO Signature:

MV Kittiwake
23.5 500 m Zone Checklist
MV KITTIWAKE
500 m Zone Checklist
Section 1 Initial Information

Vessel Date
Installation Name Location (Field/Block)
Installation Heading
Section 2 Communications
Installation Bridge Y N Ch Field Radio Y N Ch Internal Telephone Y N
Sound Powered
Installation Crane Y N Ch Deck Radio Y N Ch Y N
Telephone
Engine Room
Installation Deck Y N Ch Y N Ch Any Other Comments Y N
Radio
Section 3 Pre Arrival

Notice given to Installation ETA, DG’s, Cargo etc. Y N
Permit received from Installation (if applicable) Y N
Bridge and ECR Manning in accordance with requirements Y N
Notice given to Engine Room Y N
Section 4 Upon Arrival (Pre Entry)

Assessment of Weather conditions for safe operation Y N
Approach towards installation assessed and offset course determined Y N
Required steering motors on and manual steering tested Y N
Run up necessary Engines, all thrusters and test as necessary Y N
Emergency maneuvering controls tested Y N
Changeover between maneuvering stations tested Y N
DP Checklist completed (as applicable) Y N
Check all forms of communications (section 2) Y N
No hot work or smoking on deck within 500m zone Y N
Side of Installation/ Crane to be confirmed Y N
Cargo Operations confirmed Y N
Stability Calculations considered for proposed operations Y N
Helicopter Operations confirmed Y N
Installation to confirm readiness and cease overboard discharges on working side Y N
Deck lighting operational including searchlights Y N

MV Kittiwake
Section 4 Upon Arrival (Pre Entry)

Offset course steered to installation in manual steering Y N
Navigation Lights set / AIS set correctly / Radars on Standby Y N
Section 5 Remarks
Section 6 Entry into 500m Zone

Permission to enter 500m zone granted at Permission granted by
Completed by Signed Date

MV Kittiwake
23.6 Engine Room Pre-DP Operation & 6 Hourly Checklist
MV KITTIWAKE
ENGINE ROOM PRE-DP OPERATION & 6 HOURLY CHECKLIST
Date: Location:
Time: Engineer in Charge:
Power and Propulsion

Generators SG1 SG2 DG 1 DG 2
Thrusters T1 T2 T3 T4
Engine Room Temperature °
Main Engines
Both Main Engines Running & No Active Alarms 
Port Main Engine Stbd Main Engine
Engine RPM
Engine FO Inlet Pressure
Engine LO Inlet Pressure / Temperature
Engine FO & LO Filter Differentials Normal
HT FW Cooling Pressure / Temperature
LT FW Cooling Pressure / Temperature
HT FW Expansion Tank Level
LT FW Expansion Tank Level
PTO Oil Inlet / Outlet Temperature
Remarks:

MV Kittiwake
Diesel Generators
DG 1 DG 2
Generator RPM
FO Inlet Pressure
FO & LO Filter Differentials Normal
JW Cooling Pressure / Temperature
Coolant Recovery Tank Level
After Cooling Pressure / Temperature
After Cooling Tank Level
Sea Water Inlet / Outlet Pressure
Sea Water Inlet / Outlet Temp
Remarks:
Emergency Generator
Emergency Generator / Switchboard in Auto / Stand-by 
Emergency Generator Fuel Tank Level 
Remarks:
Fuel Oil Systems

Fuel Oil Separator online 
Crossover valve in the common fuel oil supply line to the main engines; between the

port and starboard FO day tanks - CLOSED
Crossover valve in the common fuel oil supply line to the diesel generators; between

the port and starboard FO day tanks - CLOSED
Fuel oil day tank drains clear of water / contamination 
Compressed Air
Working air compressor online 

MV Kittiwake
Cooling Water Systems

One Main Sea chest Online Port Side  Stbd Side 
Forward Sea chest Online  Emergency Cooling Pumps Available 
Bow Thruster SW Cooling Pump online 
ME FW expansion tank drain valves Closed Port Side  Stbd Side 
Electrical Systems
Bus Tie Breaker ‘ACB6’ between 415V AC Bus C and Bus D - Open 
Bus Tie Breaker ‘ACB5’ - Open
Bus Tie Breaker ‘ACB7’ - Open
‘Dis-Connectable Switch’ between 415V AC Bus A and Bus B - Open 
220V AC power supply to all 24V DC battery chargers on 
Battery Charger Online Battery Charger No. 1  Battery Charger No. 2 
All breakers to consumers and distribution boards at 24V DC DC 1, DC2 and DC3 - Closed 
Thrusters / Rudders
T1 T2 R1 R2
Thruster Room
°C °C
Temperature
Thruster Motor
/ °C / °C
Temperature
Thruster Transformer
/ °C / °C
Temperature
Thruster LO Pressure /
/ °C / °C
Temperature
Thruster CPP Hydraulic
Oil Pressure / / °C / °C
Temperature
Thruster SW Cooling
/ °C / °C
Pressure / Temperature
All Hydraulic Pumps
 
Running
Engineer’s Name: Engineer’s Signature:

MV Kittiwake
24 APPENDIX A – PT. BARUNA RAYA LOGISTICS ORGANISATION CHART

MV Kittiwake
25 APPENDIX B – DP CAPABILITY PLOTS

MV Kittiwake
26 APPENDIX C – DP STATION KEEPING INCIDENT FORM

Station Keeping
Incident Form
for
DP Vessels
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 Bugler, Technical Director
IMCA, 52 Grosvenor Gardens, London SW1W 0AU, United Kingdom
E-mail: incidentreports@imca-int.com Tel: +44 (0) 20 7824 5520 Fax: +44 (0) 20 7824 5521
IMCA DP Vessels - Station Keeping Incident Form
1.) Description of work being carried out:
2.) Environment
Wind Speed: Wind Direction: Wave Height: Visibility:
Current Speed: Current Direction: DP Current or Water Depth:

Real Current:
3.) Equipment On-Line

Control System: Relevant Switchboard Breaker Positions:
Thrusters On-Line: Thrusters on Stand- Generators On- Generators on

By: Line: Stand-By:
(available for (available for

(selected to DP) (selected to DP)
immediate start) immediate start)
Position References: (populate fields with numbers)
Fan- Taut
Status: HPR Artemis DGPS DARPS Other
Beam Wire
Available
Stand-By
On-Line
Preferred
Sensors: (populate fields with numbers)
Status GYRO VRS WIND Other
Available
Stand-By
On-Line
Preferred
Revision Date: May 2008 Page 2 of 5

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?

MV Kittiwake
Disclaimer:
This report (and all or any of its contents, schedules and appendices) has been provided solely for your use and
no responsibility or liability for any use that may be made of the content or any acts or omissions reliant in whole
or in part thereon can be accepted to any other person.
As to the addressee, M3ME regards the report as being advisory in nature and our evaluation and opinions as
confidential. The responsibility for use and implementation of the recommendations or conclusions herein rest
entirely with the Client. Intellectual Property in the information contained in this report provided by M3ME shall
remain vested in M3ME


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M3 Marine Expertise Pte Ltd

(Co. Reg No. 201001640W)

CLIENT : PT. BARUNA RAYA LOGISTICS

1 RECORD OF REVISION ................................................................................................ 5

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10.7 DP Maintenance Staff ............................................................................................... 21

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19.1 General ..................................................................................................................... 52

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Revision Description Prepared Checked Approved Date

Revision Section Description of Change

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ABS - American Bureau of Shipping

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M3 Marine Expertise Pte Ltd

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• DP and associated equipment manufacturer’s manuals

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6.1.3 Steering is provided by two rudders, operated independently by electro-hydraulic

6.1.8 A single 65kW emergency generator is also provided.

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6.2 Thruster & Main Powering Configuration

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• A method of measuring external forces

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7.2.4 The operator station ‘K-Pos OS 1’ is located in the wheelhouse.

7.3 Environmental References

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7.4 Position Reference Systems

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8.1 Vessel Management

8.2 DP Control Manning

8.3 Engine Room Manning

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Note: It is a requirement for all operators of the dynamic positioning system on a

9.3 Chief Engineer

9.4 Watchkeeping Engineers

9.5 Electrical Officers

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10 QUALIFICATIONS & TRAINING

10.2.3 The Master should be trained, competent, sufficiently experienced and

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10.3.4 A DPO is defined as a trained DP operator meeting the competence requirements

10.3.6 A junior DPO is defined as a trained DP operator meeting the competence

10.3.7 A trainee DPO is defined as a trained DP operator meeting the competence

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10.4 Chief Engineer

10.5 Watchkeeping Engineers

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10.6 Electrical Officers

10.7 DP Maintenance Staff

10.7.2 DP maintenance staff should attend a DP control system manufacturer’s maintenance

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10.8 Qualifications, Training & Experience Matrix

Experience on Previous Experience on Subject DP

Senior DPO STCW (Deck) Unlimited DPO (Phase 4) 250 10 150 2

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11.2 Table of DP Related Documentation

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