dp operations manual

Client: Solstad Shipping AS Date: 16.03.2012 of 152

Title: Normand Oceanic DP Operations Manual Rev.: 1 Made: DLE

Global Maritime AS GM Doc. No.: GM-688-248-R001

REVISION SHEET

Rev. Reason Page(s)

/1/ First issue Whole Document




TABLE OF CONTENTS

1 INTRODUCTION ........................................................................................................ 71.1 Scope .............................................................................................................................. 71.2 Responsibilities and Ownership ..................................................................................... 71.3 About this manual .......................................................................................................... 71.4 Objectives....................................................................................................................... 71.5 Abbreviations Used ........................................................................................................ 8

2 VESSEL DESCRIPTION.......................................................................................... 102.1 Basic Particulars ........................................................................................................... 10

3 PRINCIPLE OF DP OPERATIONS........................................................................ 123.1 Basic Principles ............................................................................................................ 123.2 Basic Forces and Motions ............................................................................................ 133.3 Thrusters....................................................................................................................... 143.4 Position Reference Systems ......................................................................................... 153.5 DP System Principles ................................................................................................... 163.6 K-POS Control System Principles ............................................................................... 17

4 DP SYSTEM DESCRIPTION................................................................................... 194.1 Innput for DP System Drawing:DC ............................................................................. 204.2 Failure Mode and Effect Analysis................................................................................ 224.3 Engine Room................................................................................................................ 224.4 Power Distribution ....................................................................................................... 234.5 Power Management and Integrated Alarm System...................................................... 244.6 Main Diesel Generator Control System ....................................................................... 254.7 Thruster & Propulsion Control System........................................................................ 254.8 Independent Joystick System ....................................................................................... 264.9 Propulsion..................................................................................................................... 264.10 Dynamic Positioning Control System.......................................................................... 284.11 Vessel Sensors.............................................................................................................. 284.12 Position Reference Systems ......................................................................................... 304.13 DP Control System Power Supply ............................................................................... 36

5 RESPONSIBILITIES AND CAPABILITIES ......................................................... 375.1 The Master.................................................................................................................... 375.2 Company Organisation Chart....................................................................................... 375.3 Standing Orders Regards to DP Operation .................................................................. 385.4 The Duty Officer Responsibilities................................................................................ 395.5 The DPO....................................................................................................................... 415.6 The Chief Engineer ...................................................................................................... 425.7 The On board Client’s Representative ......................................................................... 425.8 Manning for Sub-Sea Operations ................................................................................. 425.9 Manning for DP Operator Station ................................................................................ 435.10 Recommended Watch Schedule for the DP Operator's................................................ 435.11 DPOs Duty Schedule.................................................................................................... 43




6 FAMILIARISATION ASSESSMENT AND TRAINING...................................... 446.1 Familiarisation.............................................................................................................. 446.2 Assessment ................................................................................................................... 446.3 Training ........................................................................................................................ 456.4 Engineers and Electrician............................................................................................. 45

7 DP OPERATIONS PROCEDURES......................................................................... 467.1 DP Policy...................................................................................................................... 467.2 Purpose ......................................................................................................................... 467.3 The work scope ............................................................................................................ 467.4 Definition of Safety Zones and Safe Areas .................................................................. 467.5 Operations within the Safety Zone............................................................................... 477.6 Communication ............................................................................................................ 47

8 DPSOG ........................................................................................................................ 488.1 Introduction .................................................................................................................. 488.2 Characteristics .............................................................................................................. 488.3 Normal operational status (Green) ............................................................................... 488.4 Advisory ....................................................................................................................... 488.5 Degraded, Yellow Status.............................................................................................. 498.6 DP Emergency, Red Status .......................................................................................... 498.7 Alert Responses............................................................................................................ 49

9 DP EMERGENCY PROCEDURES......................................................................... 529.1 Introduction .................................................................................................................. 529.2 Corrective Actions........................................................................................................ 529.3 Priorities ....................................................................................................................... 55

10 DP FOOTPRINT PLOTS.......................................................................................... 5610.1 Introduction .................................................................................................................. 5610.2 Procedure...................................................................................................................... 5710.3 DP Footprint Plot Worked Example 1 ......................................................................... 5710.4 Normal Operation......................................................................................................... 5910.5 DP Footprint Plot Worked Example 2 ......................................................................... 6010.6 After the worst case single failure................................................................................ 61

11 DP CAPABILITY....................................................................................................... 6211.1 Introduction .................................................................................................................. 6211.2 Responsibilities ............................................................................................................ 6211.3 Further Considerations ................................................................................................. 62




12 DP Trials...................................................................................................................... 6312.1 Introduction .................................................................................................................. 6312.2 Annual DP Trials.......................................................................................................... 6312.3 EQUIPMENT SUB-SYSTEM 1 ELECTRICAL ........................................................ 6512.4 EQUIPMENT SUB-SYSTEM 2 POWER GENERATION ........................................ 7812.5 EQUIPMENT SUB-SYSTEM 3 THRUSTER ............................................................ 9212.6 EQUIPMENT SUB-SYSTEM 4 DP CONTROL...................................................... 10512.7 EQUIPMENT SUB-SYSTEM 5 SENSORS ............................................................. 12112.8 EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM ....................................... 12412.9 EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL..................................... 13412.10 EQUIPMENT SUB-SYSTEM 8 A/C UNITS/ VENTILATION .......................... 13912.11 EQUIPMENT SUB-SYSTEM 9 CABLING ......................................................... 14012.12 EQUIPMENT SUB-SYSTEM 10 PIPING ............................................................ 14112.13 EQUIPMENT SUB-SYSTEM 11 BLACKOUT RECOVERY............................. 14212.14 EQUIPMENT SUB-SYSTEM 12 COMMUNICATION...................................... 143

13 DP DOCUMENT REFERENCE LIST .................................................................. 14413.1 Introduction ................................................................................................................ 14413.2 Manufacturers Manuals.............................................................................................. 14413.3 Standard References ................................................................................................... 146

14 DP INCIDENT REPORTING................................................................................. 14714.1 Introduction ................................................................................................................ 14714.2 Responsibilities .......................................................................................................... 14714.3 Definitions.................................................................................................................. 147

Appendix A

1 DP PHILOSOPHY GUIDELINES AND OPERATIONAL PROCEDURES........ 21.1 Introduction .................................................................................................................... 21.2 DP Philosophy................................................................................................................ 21.3 List of DP Operational Procedures................................................................................. 21.4 DP Setup Procedures .................................................................................................... 101.5 Transponder Procedures ............................................................................................... 111.6 Procedures for Operating Close to Installations Flare ................................................. 131.7 Launching of ROV ....................................................................................................... 161.8 The use of DP Follow Target Mode............................................................................. 161.9 Finalization of the DP operation .................................................................................. 19

Appendix B

1 PLANNED MAINTENANCE SYSTEM AND ROUTINES .................................... 21.1 Introduction .................................................................................................................... 21.2 Routines for DP Control System.................................................................................... 31.3 Field Arrival ................................................................................................................... 31.4 Example of DP Control System Routine Log ................................................................ 41.5 Software Management.................................................................................................... 5




Appendix C

1 DP OPERATIONS CHECKLISTS AND DOCUMENTATION............................. 21.1 Introduction .................................................................................................................... 21.2 Documentation ............................................................................................................... 21.3 Documentation and Records .......................................................................................... 2

2 DP CHECKLISTS........................................................................................................ 32.1 Introduction .................................................................................................................... 32.2 How to fill in DP operations Checklists......................................................................... 32.3 DP Checklist Examples.................................................................................................. 3

Appendix D

1 LOGS AND OPERATIONAL FILES........................................................................ 21.1 Introduction .................................................................................................................... 21.2 Guidance on how to keep a DP Log Book ..................................................................... 21.3 Other relevant information ............................................................................................. 31.4 Example of how to keep a DP log book......................................................................... 41.5 Hour Log for DP Operations.......................................................................................... 51.6 Example of an Hour Log for DP Operations.................................................................. 51.7 Operational files ............................................................................................................. 6

Appendix E

1 CREW SIGNATURE SHEET..................................................................................... 21.1 Instructions for the Crew Signature Sheet...................................................................... 2




1 INTRODUCTION

1.1 Scope

1.1.1 This DP Operations Manual provides guidance on the DP control system, DPsystem, DP operations and DP procedures and is designed to assist in the safeplanning, preparation and performance of DP operations carried out on boardthe Normand Oceanic.

1.2 Responsibilities and Ownership

1.2.1 Global Maritime AS has provided the DP Operation Manual on behalf of theowner. The owner is responsible of the content and the operation of the vessel.

1.2.2 All efforts have been made to ensure the accuracy of the contents of this DPOperation Manual. However, should any errors be detected, Global MaritimeAS would greatly appreciate being informed of them.

1.3 About this manual

1.3.1 The DP Operation Manual and its checklists is meant to improve the vessel’ssafety during DP operations and to help the vessels crew and their owner's toestablish good DP operation procedures and practice on board.

1.3.2 The vessels Master can if he finds it necessary for the DP operation over rulethe procedures, DP checklists and the text with in this DP Operations Manual.

1.3.3 The DP Operations Manual shall be treated as a guide for best practice of DPoperations if not other is specified by the ship owner. The DP operation manualis in accordance to the IMCA document 109 Rev.1. “A Guide to DP-RelatedDocumentation for DP Vessels

1.3.4 Any illustration or figure included in this manual and its appendices are forillustration purposes only. For further systems study, please refer to thevessel’s approved drawings and manuals.

1.4 Objectives

1.4.1 The objectives of the DP Operations Manual are as follows;

To describe the vessel’s DP operations and indicate itslimitations.

To describe the DP system, its sub-systems and auxiliaries. To describe the ways in which DP operations are organised

and managed. To give clear instructions to the vessel’s staff who have

particular duties and responsibilities in respect of DPoperations.




1.5 Abbreviations Used

°/min Degree per Minute ISM-CodeInternational SafetyManagement Code

Acc Accuracy kts Knots

ArtemisMicrowave PositionReference System

kw Kilowatt

Artm. Artemis LO Lubrication Oil

AUTO POS Automatic Positioning LTFWLow Temperature FreshWater

Aux Auxiliary (Generator) LWTW Light Weight Taut Wire

Azi Azimuth LUB Lubrication

AZM Azimuth m Meter

BHP Brake Horse Power Magn. Magnetic

Ch. No Channel Number Max Maximum

CL Class MDG Main Diesel Generator

cm Centimetre MF Medium Frequency

Comm Communication min Minutes

Comp Compass MRO Marine Diesel Oil

Compl Completed MRU Motion reference unit

CPP Controllable Pitch Propeller mtr Meters

CW Clockwise MV Motor Vessel

D.A.A Dive Abandon Alarm nav Navigation

DC Direct Current Nav. Signal Navigation Signals

DCC Distance Cross Course NMDNorwegian MaritimeDirectorate

dd.mm Date and Month No Number

deg Degrees O.O.W Officer of Watch

DG Diesel Generator ok Okay

DGPSDifferential GlobalPositioning System

OS Operator Station

Diff. Sign Differential Signals P. A Personnel Announcement

dir Direction PDU Power Distribution Unit

DIST Distance PLC Process Logic Control

DNV Det Norske Veritas PM Propulsion Motor

DO Diesel Oil PMS Power Management System

DP Dynamic Positioning Pref Preference

DP AUTOPOS

Dynamic Positioning AutoPositioning

PSV Platform Supply Vessel

DPODynamic PositioningOperator

Q. Current Quick Current

DPVOADP Vessel OwnersAssociation

QCV Quick Close Valve

DPSOGDynamic PositioningSpecific OperationGuidelines

Ref Reference




DYNPOS Dynamic Positioning Rep Representative

E.R Engine Room Rot. Spd Rotation Speed

EB Emergency Board ROV Remote Operated Vehicle

ECR Engine Control Room S. Tanker Shuttle Tanker

ECU Electronic Control Unit Sat. COM Satellite Communication

Em. Gen Emergency Generator SDPOSenior Dynamic PositioningOperator

ENG Engine Sens Sensor

Envir.Comp

EnvironmentalCompensation

SGNL Signal

ERNEnvironmental RegularityNumbers

Sign Signal

ETA Estimated Time of Arrival spd Speed

FANB FANBEAM SPOTB SPOTBEAM

FCV Flow Control Valve STAT Status

FIX Locked Position Stbd Starboard

FMEAFailure Modes and EffectsAnalysis

St-by Standby

FO Fuel Oil Supt Superintendent

Fwd Forward SVC Simrad Vessel Control

GPS Global Positioning System TCC Thruster Control Cabinet

HAZOPHazard and OperabilityAnalysis

Thr Thrusters

HBG Harbour Generator TMS Tether Management System

Hdg Heading Tp Transponder

HFO Heavy Fuel Oil Transd. Transducer

hh.mm Hour and Minutes U. Lt Under Command Lights

HIPAPHigh Precision AcousticPositioning

UHF Ultra High Frequency

HPRHydro acoustic PositionReference

UKOOAUnited Kingdom OffshoreOperators Association

hrs/min Hour and Minutes UPSUninterruptible PowerSupply

HTFWHigh Temperature FreshWater

UTM’sUniversal Time Co-ordinate's

IALAInternational Association ofLighthouse Authorities

V Volts

IMCAIMCA International MarineContractors Association

V/L Vessel

IMOIMO International MaritimeOrganisation

VHF Very High Frequency

INMARS INMARSAT VRS Vertical Reference System




2 VESSEL DESCRIPTION

2.1 Basic Particulars

2.1.1 The vessel is designed by STX OSV Design and is of type OSCV 06 L. Thevessel was built in 2011 at STX OSV Brattvåg Shipyard, Brattvåg, Norway, asYard no. 730. The vessel’s name is Normand Pacific and the owner is SolstadRederi AS..

2.1.2 The Vessel is designed to comply with DNV DYNPOS AUTRO notation,corresponding to IMO DP equipment class 3 vessels, i.e. a loss of position isnot to occur in the event of a single fault in any “active component” or system,fire and system integrity including. By the term “active component”, it isdefined generators, thrusters, switchboards, remote controlled valves, coolersetc. In addition, “active component” includes any static component like cables,pipes manual valves etc. which are not properly documented with respect toprotection and reliability.

2.1.3 The vessel holds the following DNV class notations:

1A1 ICE-C SF COMF-V(3)C(3) HELDK-SH CRANE E0 DYNPOS-AUTRO NAUT-AW CLEAN DESIGN VIBR DK(+) TMON

Vessel Data

Vessels Name:

Owner:

Manager

Type of Vessel:

Call Sign:

Flag State:

IMO Official Number:

Normand Oceanic

Solstad Rederi AS

Solstad Shipping AS

OSCV

LAIM7

Norway (NIS)

9468205

Table 2-1 Vessel data

Machinery and Generators

Main Engines:

Alternators

Diesel Engines:

Alternators

Harbour/EmergencyGenerator

2 x Wärtsilä 8L32

2 x Wärtsilä W12V32

2 x Siemens 1DK4138-8AL05-Z

2 x Siemens 1DK4138-8AL05-Z

Stamford PM734E

3840 kW

5760 kW

4100 kVA

6150 kVA

1700 kVA

Table 2-2 Machinery




Propulsion

2 x Bow Tunnel Thruster:

2 x Bow Azimuth Thruster:

2 x Main Azimuth Thruster:

1 x Main Propulsion:

RRM KaMeWa Ulstein/TT2650 DPN CP

RRM Ulstein Aquamaster UL2001 FP

RRM Ulstein Contaz 25 3000kW

RRM KaMeWa Ulstien type86XF/4E-3700

1900kW

1500kW

3000 kW

4000kW

Table 2-3 Propulsion units

DP control system and sensors

DP Class:

Type of DP System:

IMO Class 3

KongsbergMaritime

K-POS SDP 21 and K-POS DP-11

Types of DP ReferenceSystems

1 x DPS 200

1 x DPS 132

1 x DPS 116

2 x Seapath 200

1 x Fanbeam MK4.2

2 x HiPAP 500

DP Sensors:

3 x Gyro compasses

3 x Wind Sensor

3 x Motion Reference Units

Table 2-4 DP Control system




3 PRINCIPLE OF DP OPERATIONS

3.1 Basic Principles

3.1.1 The principles of Dynamic Positioning are the same regardless of themanufacturer, type of system hardware or complexity of vessel. A DP systemcontrols a vessel’s position and heading automatically.

3.1.2 The active control of thrusters and propellers counteracts the effects ofenvironmental forces and enables the vessel to remain on location at or verynear to a specified point.

3.1.3 Accuracy

The position keeping accuracy of a DP system depends onmany different factors, such as vessel shape andconstruction, power and propulsion available, quality ofposition reference and control systems.

Position keeping accuracy is typically within +/- 3 metres orwithin +/- 3° of heading.

3.1.4 Computer Control & Monitoring

The heart of a DP system is the computer control andmonitoring system. It contains an accurate model of thedynamics of the vessel.

The model simulates the vessel’s responses to variousforces, including wind, sea and current.

Any deviations from the required position and heading ofthe vessel are detected by the DP system’s position andreference sensors. This information is then processed by themodel to produce corrective commands to the vessel’spropulsion system, thus counteracting the deviations fromthe required position and heading

See Figures 3.1 to 3.5




3.2 Basic Forces and Motions

3.2.1 A sea going vessel is subject to wind, wave and current forces. Wind speedand direction are measured by the wind sensor. The vessel’s response to waveand current forces is accurately calculated.

3.2.2 The DP system controls the vessels motion in the three horizontal degrees offreedom - SURGE, SWAY and YAW. Vessel movements are measured by theGyro compass and the reference systems. Reference system readings arecorrected for roll, pitch and heave using readings from the Vertical ReferenceSensor (The MRU 5)

Figure 3-1 Forces and motions




3.3 Thrusters

3.3.1 The most common principle of thrusters and propellers are shown below.Thrust is normally controlled by varying either propeller RPM or propellerpitch.

Tunnel ThrusterGenerate sideways thrust in either direction.

Azimuth ThrustersThese are rotatable and control both thrust magnitude and direction. The complete unit withthe propeller mounted in a nozzle is retractable forward, and fixed astern

Main Propeller & RudderWhen positioning the main propulsion screw are usually controlled by the DP system, andadditional side thrust can be generated by incorporating

Figure 3-2 Thrusters




3.4 Position Reference Systems

3.4.1 Accurate measurement of the vessels position at any point in time is necessaryfor precise Dynamic Positioning. The following are common position referencesystems which give an accurate position fix. The position reference systemsconsist of 3 x DPS, 2 x Seapath, Fanbeam, and 2 x Hipap.

3.4.2 If two different DGPS systems are in use as two of the three required referencesystems (three reference systems on-line are minimum in Class 2 operation) theGPS receivers and the differential receivers include the antennas must besupplied from different power supplies and receive the differential signal fromdifferent sources.

Figure 3-3 Position reference systems




3.5 DP System Principles

3.5.1 The K-POS DP system relies on a mathematical vessel model which includeshydrodynamic characteristics such as current drag coefficients and virtual massdata. This model, called the Mathematical Vessel Model, describes how thevessel responds to an applied force, e.g. from wind or thrusters.

Mathematical model and Kalman filtering techniquesimprove noise filtering of all measurements which reducesthruster modulation and wear.

Optimum controller and wind feed-forward signals assureaccurate positioning.

Mathematical modelling provides dead reckoning controlmode

Ease of operation Simultaneous use of all reference systems

Figure 3-4 DP control system




3.6 K-POS Control System Principles

3.6.1 All necessary process data is read into the system through a central programsubroutine which executes specific pre-processing. A number of program sub-modules then check the validity of the data. Validity checking includescomparing the data with pre-set limits, previously validated data, and valuespredicated by the mathematical model.

3.6.2 Particular attention is paid to the validity and comparison checking ofmeasurements from the position reference systems. The processing andhandling of these signals are of vital importance to the total performance of theDP system.

3.6.3 The Kalman filter or vessel estimator consists of several mathematical sub-models which together describe the vessel estimator, the output from which isan estimate of vessel position, heading and velocity.

The main advantages of this design are: Accurate and reliable values of vessel state Excellent wave motion filtering resulting in minimum

thruster modulation Environmental free information Optimal interpretation of environmental measurements ‘Dead reckoning’ control mode




3.6.4 The optimum controller structure is an important element in the system design.Working on the basis of feed forward of calculated environmental forcestogether with vessel position and speed deviations, the output specifies thenecessary force vector and allocation logic is tailored to the actual vessel’sthruster and propeller configuration.

Figure 3-5 DP control system interfaces




4 DP SYSTEM DESCRIPTION

Figure 4-1 Systems overview




4.1 Innput for DP System Drawing:DC

4.1.1 The main consumers of each DC system are configured as follows:

24V DC systemDC-10/11 (Emergency Bridge)

24V DC systemDC 20/21 (Bridge)

UN1, Electrical unit bow thruster no.4(backup supply)

UN1, Electrical unit main propulsionPS (backup supply)

UN72 Emergency stop panel UN25 Viewcon UN25 Viewcon (backup supply) UN23 Viewcon UN23 Viewcon (backup supply) UN75 Viewcon panel pc UN1 Electrical unit bow thruster no.3

(backup supply) Kongsberg wind sensor 3 serial splitter Kongsberg MRU3 serial splitter Kongsberg Spotbeam serial splitter Kongsberg change over unit 3 Kongsberg change over unit 4 Kongsberg change over unit 5 Change over cabinet 24V center

propulsion Change over cabinet 24V center

propulsion (UN1 center propulsion) Change over cabinet 24V center

propulsion (alarm panel steering gear) Tenfjord rudder indicator amplifier 1

and 2 (nr46) Watertight doors cabinet CC1 Watertight doors cabinet CC2 Engine telegraph PS Emergency stop system PS Gyro Plath no.3 DP selector cabinet (main supply) DP selector cabinet (backup supply) Watertight doors cabinet CC3

UN1 Electrical unit bow thruster no.2(backup supply)

UN42/UN62/UN82 Emergency stoppanels

UN20 Viewcon UN20 Viewcon (backup supply) UN24 Viewcon UN24 Viewcon (backup supply) UN45 Viewcon panel pc UN65/UN85 Viewcon panel pc UN1 Electrical unit main propulsion SB

(backup supply) UN1.Electrical unit bow thruster no.1

(backup supply) Kongsberg Inmarsat serial splitter Kongsberg Wind sensor 1 serial splitter Kongsberg change over unit 1 Kongsberg change over unit 2 Kongsberg change over unit 6 Door magnets fire alarm Kongsberg change over unit 7b Kongsberg change over unit 7 Change over cabinet 24V center

propulsion Change over cabinet 24V center

propulsion (UN1 center propulsion) Change over cabinet 24V center

propulsion (alarm panel steering gear) Tenfjord rudder amplifier 1 and 2 (nr48) Tenfjord main control station (nr51) Watertight doors cabinet CC1 Watertight doors cabinet CC2 Watertight doors cabinet CC3 Watertight valves panel Engine telegraph SB/Center Emergency stop system SB Emergency closing collision valve panel Gyro Plath no.1 Gyro Plath no.2 Gyro Plath switchover unit no.1 Gyro Plath switchover unit no.2 VDR VR-3000 GPS NO.1 DP selector cabinet (backup supply) DP selector cabinet (main supply)

Table 4-1 DC systems overview




24V DC systemDC-30/31 (PS SWBD room)

24V DC systemDC-40/41 (SB SWBD room)

Main swbd 6,6kv PS cell GA11 Main swbd 690V PS 10x20 Main swbd 440V/230V heavy

consumer PS 26x20 Power unit ME1 backup supply Preheater unit ME1 Power unit ME2 backup supply Preheater unit ME2 Drive main propulsion PS Change over cabinet center propulsion Drive bow thruster no.3 Drive bow thruster no.4 UN35 Viewcon panel pc (ECR PS) Fire alarm rep. panel (ECR-PS) PMS touch screen panel ECR1 desk FW cool pump 1 and 2 for trafo T1/T3 FW cool pump 1 and 2 system 13 FW cool pump 1 and 2 system 12

Main swbd 6,6kV SB cell GA22 Main swbd 690V SB 11x20 Main swbd 440V/230V heavy consumer

27x20 Power unit ME3 backup supply Preheater ME3 Power unit ME4 backup supply Preheater ME4 Drive main propulsion SB Change over cabinet center propulsion Drive bow thruster no.1 Drive bow thruster no.2 Fire alarm IO unit main deck PMS touch screen panel ECR2 desk Watertight valves cabinet FW cool pump 1 and 2 for trafo T2/T4 FW cool pump 1 and 2 system 14

Table 4-2 DC systems overview

4.1.2 The UPS distribution is as shown below

KM UPS 1 KM UPS 2

DPC-2 K-POS OS 1 Alarm Printer (1) DGPS 1 (DPS 200) Inmersat Demodulator HIPAP APC (1) HIPAP Transceiver (1) Wind Display (1) Seapath 200 (1)

DPC 2 K-POS OS 2 DGPS 2 (DPS 116) Fanbeam PSU Fanbeam Monitor Barometric Sensor HMS Pwr. Outlet Wind Display (2)

Table 4-3 KM UPS systems overview




KM UPS 3 (emergency bridge) KM UPS 4

DPC-1 K-POS OS 3 Alarm Printer (2) DGPS 3 (DPS 132) Spotbeam Demodulator HIPAP APC (2) HIPAP Transceiver (2) Wind Sensor 3 Seapath 200 (2)

History Station Hardcopy Printer

Table 4-4 KM UPS systems overview

4.2 Failure Mode and Effect Analysis

4.2.1 References for the vessels FMEA can be obtained in report GM-045-006-R001_A.

4.3 Engine Room

4.3.1 The vessel is equipped with two totally separated engine rooms located side byside, divided by an A-60 Class bulkhead. Each engine room comprises of twolevels/decks being the tank top deck and the lower tween deck. The main ECRis located on the upper tween deck and the backup ECR is placed in the LVswitchboard room SB.

4.3.2 Diesel generators (DG’s) no. 1 and 2 are located in PS engine room and DG’sno. 3 and 4 are in SB engine room.

4.4 Main Engines & Generators.

4.4.1 All four DG’s are of same make Wärtsilä diesel engine. Two of the DG’s are oftype W8L32, with a capacity of 3840kW@720 rpm. These engines are of 8-cylinder, 4-stroke in-line diesel engine with a turbo charger. The alternator is oftype Siemens 1 DK4138-8AL05-Z with a capacity of 4100kVA with powerfactor Cos φ 0, 9.

4.4.2 The remaining two DG’s are of type W12V32, with a capacity of5760kW@720rpm. These engines are of 12-cylinder, 4-stroke V diesel enginewith two turbo chargers. The alternator is of type Siemens 1 DK4536-8AL05-Zwith a capacity of 6150kVA with power factor Cos φ 0, 9.

4.4.3 All engines are designed for automatic or manual start from the ECR or locallyat the engine itself and can be emergency stopped locally, or from the ECR/and SWBD room.




4.5 Power Distribution

4.5.1 The power distribution switchboards are illustrated below:

G2 G3 G4G1

Thr 5(PM1)

Thr 3(BT3)

Thr 4(BT4)

Thr 7(CP)

Thr 2(BT2)

Thr1(BT1)

Thr 6(PM2)

6,6 kV SB6,6 kV PS

690V ESB 230V ESB440V Galley

690V SB690V PS

230V SB230V PS

440V HC SB440V HC PS

EG

Figure 4-2: Switchboard Layout

4.5.2 On upper Tween Deck there are four separate SWBD rooms being; two 6,6kVHV SWBD rooms placed between frames 145 to 160 and two LV SWBDrooms placed between frames 138 to 145.

4.5.3 Within each HV SWBD room there are the respective HV SWBD, and the6,6kV/690V - and 6,6kV/440V transformers.

4.5.4 The 6,6kV switchboards are manufactured by Siemens and the 690V, 440V &230V switchboards are manufactured by STX Norway Electro. The HVswitchboards consist of two 6,6kV busbars that can be linked together by twobustie breakers. There is one bus tie breaker on each busbar and a cable linkbetween the two. The same principal applies for the LV switchboards.

4.5.5 The main suppliers are configured as follows:

Diesel Generator (DG1): 5535 kW 6150 kVA Diesel Generator (DG2): 3690 kW 4100 kVA Diesel Generator (DG3): 3690 kW 4100 kVA Diesel Generator (DG4): 5535 kW 6150 kVA

Total: 18450 kW 20500 kVA

4.5.6 The main consumers are configured as follows:

Bow tunnel Thruster (Thr. 1): 1900 kW Bow Azimuth (Thr. 2): 1500 kW Bow tunnel Thruster (Thr. 3): 1900 kW




Bow Azimuth (Thr. 4): 1500 kW PS Azimuth (Thr. 5): 3000 kW SB Azimuth (Thr. 6): 3000 kW Propulsion motor (Thr. 7): 4000 kW

Total: 16800 kW

4.5.7 The Total Power with all diesel generators running is 18450 kW, and the totalthruster power is 16800 kW. This gives a difference of 1650 kW for supplyingthe remaining consumers. However it is highly unlikely that full thrust demandwill be required on the main propeller and all thrusters at the same time. Thevessel should be operated within the criteria set in the DP operation manual asper DP class 2 /3 philosophy where no generator/bus-bar load on either PS orSB side should exceed 50% load. It is however important by working in criticalcondition i.e. approx. 50% that the thruster has priority of power if a partialblackout should occur.

4.5.8 There is a pre-set load reduction in the DP control system for the PS & SBAzimuth thrusters. The DP control system cannot take out more than 60% fromthe PS & SB Azimuth thrusters. If DP output was set higher the thruster wouldreduce load because of built in protection in the drive. This reduces the vesselsthruster capability. Based on this all capability calculations have to take thisinto account.

4.6 Power Management and Integrated Alarm System

4.6.1 The Power Management System (PMS) is of type Siemens PMA300 systemand are operating the bustie breaker control and standby start function for thediesel generators and monitoring and handling the alarms for all system.

4.6.2 The Integrated Alarm and monitoring System (IAS) is delivered by STXAutomation.

4.6.3 The functionality of the STX IAS is:

Alarm monitoring (E0) Operation of valves, pumps, etc. Monitoring of various systems Printing trends and reports Interface to the Power Management System (Siemens)

4.6.4 There are two STX operator stations in the main ECR, one in the backup ECRand one on the Bridge. Each operator station comprises of one or two monitors,keyboard and mouse. The screen is divided into three main areas: Top menu,Operator page and Bottom menu.




4.7 Main Diesel Generator Control System

4.7.1 Each main engine is equipped with an electric governor of the make UNIC IIdigital speed controller. The speed and load sharing controls are controlled bythis UNIC II and the Siemens PMS.

4.7.2 The engines are monitored by Wärtsilä’s own control system. This systemhandles all alarm/ monitoring of the engine status and start/ stop of engine andis connected up to the STX Norway Electro IAS and Siemens PMS system

4.8 Thruster & Propulsion Control System

4.8.1 All thrusters are controlled by the Helicon X3 control system, made anddelivered by Rolls Royce Marine. The Helicon X3 is a microprocessor basedcontrol system. The following functions are included:

Speed Control Direction control Follow-up backup control

4.8.2 Below is an illustration of the Helicon X3 system that shows the integration ofcontrol stations, external sources and internal connections:

Figure 4-3: An illustration of a Helicon X3 Rolls Royce Marine

4.8.3 Emergency stop can be done locally on the drive, and from panels on the foreand aft Bridge.




4.9 Independent Joystick System

4.9.1 The vessel has an Independent Joystick system delivered by KongsbergMaritime of type cJoy. This unit is not a part of the vessels DP control systembut is described briefly to inform of the independent Joystick system that isfitted onboard the vessel. This system comprises of a cabinet cC-1, which hasits own communication net. Signals from the cC-1 will go directly to therespective Thruster Control Cabinet (TCC).

4.9.2 A switch is installed on the DP desk were the DPO can switch between the DPcontroller (KPOS-2) and the Joystick controller (cC-1). By doing so, theoperation of the independent joystick can be done from a cJoy OperatorTerminal fixed mounted at the fwd bridge center console. At each bridge wingthere is a cWing joystick panel for use of independent joystick at each wingstation. The operator can hold heading of the vessel and control all thrustersfrom the joystick.

4.10 Propulsion

4.10.1 The vessels main propulsion is from two electrical driven variable speed driveazimuth thrusters and an electrical driven main propeller. In addition there aretwo bow tunnel thrusters and two retractable bow azimuth thrusters. Withineach bow thruster room there is one tunnel thruster and a retractable bowazimuth thruster.

4.10.2 Emergency stop can be done locally on the starter cabinet, from Bridge panelsor from the SWBD room (trip of breaker).

4.10.3 Both tunnel thrusters are of variable speed and pitch type and are of typeKaMeWa Ulstein TT2650 DPN CP. These thrusters are positioned as thruster 1and thruster 3.

4.10.4 There are two retractable azimuth thrusters of make RRM Aquamaster UL2001 FP, one in each bow thruster room. These thrusters are of fixed pitch,variable speed type. Each has a capacity of 1500kW. A frequency convertercontrols the revolution of the motor from 0 – 1187 rpm. The thrusters arefurnished with a 4-bladed propeller. The two retractable thrusters arepositioned as thruster 2 and thruster 4.

4.10.5 The main propulsion is made by two RRM Aquamaster Contaz 25, which is aZ-drive azimuth thruster. There is a bolt-in type hull fitting for mounting to thevessel. Each thruster is driven by a variable speed electric motor drive, eachwith a capacity from 0 – 3000kW. A frequency converter controls therevolution of the motor from 0 – 990 rpm. The propeller speed is variable from0-196 rpm. These thrusters are positioned as thruster 5 and thruster 6




4.10.6 The main propeller (thruster 7) is of make KaMeWa Ulstein type 86XF5/4E-3700. This is an electrical driven propeller, with variable pitch. The E-motor isof make Siemens and is driven by a frequency drive.

4.10.7 The rudder is of make Rolls Royce, and the steering gear is of make Tenfjord.The steering gear is equipped with two hydraulic pump units for hydraulicmovement control of rudders, these pumps are frequency controlled.




4.11 Dynamic Positioning Control System

4.11.1 The Vessel is fitted with a Kongsberg Maritime KPOS DP-21 dual redundantand KPOS DP-11 single Dynamic Positioning Control system in order tocomply with DNV DYNPOS AUTRO (IMO DP Class 3).

4.11.2 In Class 2/3 operations at least three position references must be available, andin accordance to IMO MSC/Circ 645 these shall not be of the same principal.Three or more reference systems will automatically activate the median testfunction allowing the DP control system to exclude any unsteady referencedata and still keep a good position with some quality degradation. The mediantest function within the KM DP control system does solely look at the numberof DP reference systems and not on their type.

4.11.3 The DP consequence analysis software function will be activated automaticallywhen mode DP class 2/3 is selected. The consequence analysis function withinthe DP software only runs when the vessel is in present position and on presentheading. E.g. if the vessel is in auto track mode, or on the move towards a setpoint in AUTOPOS mode, the analysis will not run. There is no informationabout this within the DP system help functions. The operator has to be aware ofthis.

4.12 Vessel Sensors

4.12.1 The vessel is fitted with following DP Sensors:

3 x Wind sensors 3 x Gyro’s 3 x VRS

4.12.2 Wind sensor

All three wind sensors are of the same type Gill Observer with heating, and thewind display is of make Obsermet type OMC 139. The locations are asfollows:Wind 1: Main mastWind 2: Main mastWind 3: Main mast

The wind data from the Wind sensors are sent to the following systems:Wind 1: DPC-2, HMS 100, cC-1 and Survey Box 1 via a serial splitterWind 2: DPC-2Wind 3: DPC-1 and to DPC-2 via serial splitter

The serial splitters require power to operate and are powered from the ships24V DC system.




4.12.3 Gyro Compass

There are three gyros fitted, of make Anschutz. The vessels heading signalfrom the gyros are sent to the systems as follows:Gyro 1: DPC-2, DPS 200, Seapath 1, HiPAP 1, cC-1 and survey box 1Gyro 2: DPC-2, DPS 116, HMS 100 and survey box 1Gyro 3: DPC-1, DPS 132, HiPAP 2, Seapath 2 and survey box 1

4.12.4 Vertical Reference System (VRS)

There are three VRS’s installed onboard. Two are of type MRU 5 and one is oftype MRU-2, delivered by Kongsberg Maritime. There is one MRU5connected to each Seapath system, with a direct serial line (RS232) to the DPsystem.The MRU system uses solid state device to measure the roll, pitch and heaverate (MRU 5 only). The MRU’s have power supply from respective Seapathand the MRU 2 is powered from the DPC-1 cabinet.

The MRU’s signals are sent to the following systems:MRU5-1: DPC-2, Seapath 1MRU5-2: DPC-1, Seapath 2MRU2-3: DPC-1, HiPAP OS1 and HiPAP OS2




4.13 Position Reference Systems

4.13.1 The vessel is fitted with following positioning reference systems:

1 x DPS 116 1 x DPS 132 1 x DPS 200 2 x Seapath 200 2 x HiPAP 500 1 x Fanbeam

4.13.2 DGPS

Figure 4-4 Example of DGPS configuration (courtesy Kongsberg Maritime)

There are five Differential Global Positioning Systems (DGPS) installedonboard, two are of make Seapath 200, one of make Seatex DPS 116, one ofmake Seatex DPS 132 and one of make DPS 200, all delivered by KongsbergMaritime.

The Seatex DPS 116 has a combined 14-channel GPS with SBAS and it alsohas an IALA beacon receiver and antenna.

The Seatex DPS 132 is a combined dual frequency GPS with SBAS and it alsohas a dual channel IALA beacon receiver. The dual frequency GPS makes itpossible for the DPS 132 to reduce ionosphere noise when calculating theposition.

The Seatex DPS 200 has a combined 24-channel GPS and GLONAS receiverwhich improves the satellite coverage. The DPO should make sure that theDPS 200 is set up to receive GLONAS also.

The differential correction signal setup for the DGPS’s are IALA/ SBAS,InMarsat and Spotbeam. The Spotbeam diff. signal is received via demodulatorand then sent to all DGPS’s via a serial splitter. Same applies for the InMarsatsignal.




The differential signal IALA/ SBAS is received from the official net ofstations. The DGPS position signals (NMEA) are fed into the DP computers.The antennas are located on the main mast. Each DGPS has its own GPSantenna and IALA antenna hardwired to the DPS unit.

The main bridge configuration is with four DGPSs that can be used in the DPsystem, the configurations should be not to use all four at the same time, andfurther configuration reference is made to vessels DP operation manual.

The Seatex DPS 116, Seatex DPS 200 and Seapath 1 are placed on the mainbridge, whilst the Seatex DPS 132, Seapath 2 is on the Emergency Bridge. Aslave monitor is placed overhead allowing the DPO to monitor the Seatex DPS132 and Seapath 2 status.

4.13.3 Seapath 200

Figure 4-5 Example of DGPS configuration (courtesy Kongsberg Maritime)

The Seapath 200 comprises of two GPS antennas mounted on a bracket with aknown distance between the two. One of the advantages with the Seapathcompare to traditional DGPS’s is that it can also be used as a heading referenceand motion reference.

Each Seapath 200 system is connected to an MRU5 and a gyro. The gyrosignal is needed for calibration only.

The following signals are sent from or to each Seapath:

Seapath 1:Gyro 1 inputMRU5-1 inputSpotbeam & InMarsat inputHiPAP APC 1output




Survey box 2 outputHMS 100 output

Seapath 2 (emergency bridge):Gyro 3 inputMRU5-2 inputSpotbeam & InMarsat inputHiPAP APC 2 outputDPC 2 outputSurvey box 2 output




4.13.4 Fanbeam

Figure 4-5: Fanbeam (courtesy MDL)

The Fanbeam system, of type: Fanbeam MK4.2, Auto tracking Laser RadarSystem, is measuring range and bearing using a reflected laser beam. It is ashort range reference system targeting either a reflector or a prism. TheFanbeam system comprises a laser unit, a monitor and a control unit, inaddition to the reflector or prism. The Fanbeam position signals are fed into theDP computers.

The maximum range with a single prism is 1 km. With a stack of prisms thiscan be increased to over 2 km under ideal circumstances. The system can alsobe used with a simple reflector. The maximum range is then limited to 200-250metres.

The main limitation on use for DP is the resolution of the bearing measurementwhich will limit the useable range for DP to about 100m.

The most serious failure of Fanbeam is it could track an erroneous target,although the system does have features to reject false targets. The use of theFanbeam system can be limited by weather conditions, especially fog, whichlimits the maximum range of the system because it uses an infrared laser beam(905 nm) and infrared light is easily absorbed by moist air.

The position of the unit is corrected for roll and pitch in the DP system by VRSinput.

The vessel should be supplied with reflectors or prisms to place on fixedstructures.




4.13.5 HiPAP

Figure 4-6: HiPAP (courtesy Kongsberg Maritime)

The vessel is equipped with two HiPAP 500 hydro acoustic systems. BothHiPAP’s are setup for USBL and LBL. The HiPAP Hull units are located in atrunk to PS and SB side. The hoist control and transceiver unit is also insidethat trunk.

The system is named from “High Precision Acoustic Positioning” system andis designed for all water depths from very shallow looking horizontally at atransponder to deep water (2000m) looking straight down with a standard unit.The transducer extends below the hull and uses a semi spherical transducerwith over 230 elements and electronic controls that enables narrow beamtransmission and focused reception in the direction of the transponder, thusreducing the noise that would otherwise be received from other areas of thesphere.

The system calculates a three dimensional subsea position of a transponderrelative to the vessel mounted transducer unit. The directional stability of theunit is obtained firstly fixing the transponder location by a wide beam andsubsequently by aiming a narrow reception beam towards the transponder. Thesystem uses a digital beam form, which takes its input from all the transducerelements.




The system controls the beam dynamically so it is always pointing towards thetarget, roll, pitch and yaw is input to the tracking algorithm to direct the beamin the correct direction thus enabling the correction for these motions to beeffectively applied continuously.

The system calculates a variance for its measurements; determine the knownsystem accuracy and standard deviation. The HiPAP has a built-in Kalmanfilter, which improves the stability and accuracy of the initial narrow beamguidance but does not interfere with raw fixed data being sent to the DPcontrol computers.

The HiPAP need a heading signal and a VRS signal to operate, the followingshows the different combinations that can be configured for each HiPAP.

HiPAP 1 HiPAP 2 (backup DP)Seapath 1 Seapath 2Seapath 2 Seapath 1DPS 200 DPS 132

The HiPAP signals are sent via fibre optic link to the APC 11 computers andfrom there to the DP system via the dual network.

The configuration of the Seapath, into the HiPAP is to be in according to DPoperational manual. When calibrating the HiPAP the same Seapath will mostlikely be used for them both, however in operation the HiPAP should usecorresponding Seapath. For operating according to DP class 3 HiPAP 2 canonly use Seapath 2.

The HiPAP operator station can operate in a master/slave setup. Furtherconfigurations reference is made to vessels DP operational manual. On mainbridge there is a slave monitor for the PS HiPAP (2) allowing the DPO tomonitoring the HiPAP.

Note! A single failure of Seapath, its MRU etc. will also result in loss of HPR.Therefore care shall be taken if using Seapath as a positioning reference systemin DP too, as this will result in loss of two systems and not only one.




4.14 DP Control System Power Supply

The vessel is equipped with four independent UPS’s for the DP system and itsreference systems. The power supply to the UPS’s are configured as follows:

DP UPS 1 230V SWBD SB (LP2) DP UPS 2 230V SWBD PS (LP1) DP UPS 3 BU 230V SWBD PS (LP1) DP UPS 4 230V SWBD SB (LP2)




5 RESPONSIBILITIES AND CAPABILITIES

5.1 The Master

5.1.1 The vessels Master has over all authority and responsibility for the safety of hisvessel and all personnel on board. The Master has over all authority to forbidthe start or order the termination of any operations on grounds of safety topersonnel or the vessel.

5.2 Company Organisation Chart




5.3 Standing Orders Regards to DP Operation

To be inserted by owner

Figure 5-1 Master’s standing orders




5.4 The Duty Officer Responsibilities

5.4.1 The duty officer has the responsibility for all operations and communicationsbetween the vessel and other installations and ships in the area.

5.4.2 He shall ensure that the planned operation is not started until he has obtainedpermission from the Master and a Permit to Work (if required) is in place andsigned by the relevant parties.

5.4.3 The duty officer shall keep himself properly informed about weather conditionsby consulting weather charts and weather forecasts. If an increasing wind isbeing reported, the Master shall be informed as early as possible.

5.4.4 The duty officer shall keep the Master informed of any changes in theoriginally planned program.

5.4.5 The duty officer shall ensure that the DP checklists are properly filled in andthat the vessel maintains a stable position before starting the ROV, or Sub-seaoperations and green light is given.

5.4.6 During operation the duty officer must ensure that a minimum of threeindependent reference systems are on line and simultaneously available to theDP-control system. Reference systems should be selected with dueconsideration to operational requirements. All DP reference systems must be ofsuitable strength and accuracy in order to ensure that if one on line referencesystem fails then the remaining systems are within acceptable parameters. Allreference systems should be continually monitored.

5.4.7 The duty officer is responsible for checking that the manoeuvring back-upsystem (at any time) is ready for use. The duty officer shall ensure that thereare sufficient reference systems available for use at all times. The Master shallensure back-up procedures are available and shall approve them. During ROVand/or Sub-sea operations, the duty officer shall keep close contact with theSupervisor/s on duty. He shall be informed about all operations that are goingon.




5.4.8 The duty officer shall at all times know:

If the vessel is connected by down lines, i.e. the crane, tosubsea structures or installations. If so he must make surethat this information is handed over properly to next watchby oral means and written in the comments box in theWatch Handover DP Checklist.

He shall also know if there are any helicopter movementsapplicable to the DP operation i.e. on board the vessel or ifworking close to an installation. If there are such operationsgoing to take place after his watch he must make sure thatthe information is handed over to the next watch by oralmeans and written in the comments box in the WatchHandover DP Checklist.

The depth of the TMS and/or bell distance from the seabed. The location of the ROV working sub-sea relative to the

ships position and ships thrusters. Height of any obstructions on the seabed, i.e. wellhead,

control pods, structures, etc. How many ‘down lines’ (such as cables and wires) that are

running from the ship. Special equipment deployed on the seabed. Location of the crane wire, load, weight of load when the

crane is used to support any subsea operation. Any loads attached to the crane that is fixed to the seabed or

structure, i.e. pipeline, wellhead, platform. Location of DP transponders on the seabed relative to

subsea operations. When sub-sea operations may cause interference to DP

reference systems, i.e. other vessels equipment, thrusters,etc.

5.4.9 The duty officer must ensure himself about that:

No one is fishing from the platform or the ship, as long asoperation is in progress and that all appropriate day signals andU. lights are displayed on the vessel as per IMO regulationsindicating if vessel on DP with restricted manoeuvrability.

No other ships, helicopters, or other craft may approach or landon the vessel while, ROV is in the water unless the Master isinformed and permission is given.

All manoeuvring requests and important information between thebridge and the ROV Supervisor's on duty is being continuouslydocumented in writing and/or by the bridge voice recordersystem. The duty officer must also ensure that any movement ofthe vessel on DP is properly documented.

No unauthorised personnel are on the bridge during DPoperations.




5.5 The DPO

5.5.1 The DPO reports directly to the Master or officer on duty. The DPO must showdiscretion towards the client representative or any other third party on board.No business-sensitive information must be discussed with anyone other thanthe vessel’s Master.

5.5.2 Prior to the ship approaching its DP position, the DPO must insure himself thatall routine maintenance work, having relevance to the DP operation, has beenperformed and properly completed.

5.5.3 The DPO is responsible for checking the DP system in accordance with the DPchecklist.

5.5.4 The DPO is responsible for the following during DP Operations:

Setting the limits for positioning and heading deviation Keeping the vessel position and heading within the limits

that have been provided and agreed on Ensuring sufficient power and thrust is available to the

propulsion systems Ensure that no position or heading change is carried out

without the approval of the ROV and/or Sub-sea OperationsSupervisor

Checking that any change of position or heading is onlydone within the limits of the reference systems

Deciding whether change of position or heading may bedone without contact with a platform or other obstacles

Ensure that when the vessel is moved, the Supervisor in theROV control is informed and can verify that all crane loads,attachments to the seabed, ropes, lines or other equipmentand tools that are deployed over the side of the vessel, areslacked and/or free to move without causing damage to theequipment or safety of the ROV

Ensure that the DP alert system is operating at all times andtested prior to ROV operations




5.6 The Chief Engineer

5.6.1 The Chief Engineer is responsible for the following during DP Operations:

5.6.2 That the engine room DP checks are completed and checklists filled inaccordance with good practice

Engine systems running, engine sub-systems operationaland emergency systems are in standby mode ready for start

He shall oversee that there is no work taking place in theengine room which can affect the vessel’s capabilities tooperate on DP

The Chief Engineer is responsible for making sure that atleast one qualified engineer is present in the ER at all timesduring DP operation.

5.7 The On board Client’s Representative

5.7.1 The client(s) representative is responsible to the commissioning party. Theclient will ensure that the project, procedures and its specification are met andcarried out in accordance with contract as detailed in agreements. The clientrepresentative will liaise with the contractor(s), senior representative and thevessel’s Master to ensure safe operation. The client representative can request,but not order a start of diving operations. He has the right and authority to vetoa start of a diving operation. He can also order the termination of divingoperations through the diving supervisor.

5.8 Manning for Sub-Sea Operations

5.8.1 The requirements for the number of qualified DP operators will vary. Every DPvessel engaged in ROV operations should, however, meet the followingminimum requirements:

5.8.2 The Master of a ROV DP support vessel should when performing DP ROVoperations, be appropriately trained for this the of DP operation. He should alsobe capable of assuming the role of a DP operator.

5.8.3 Two DP operators should be present in the DP Control Room/Bridge wheneverDP operations are carried out. Each should be capable of operating the systemwithout supervision.

5.8.4 The DP Operators are responsible for the vessel’s marine operations and forkeeping relevant personnel informed as required for the operation. Both ofthem should hold appropriate deck officers qualification to be in charge of thenavigational watch.




5.9 Manning for DP Operator Station

5.9.1 It is recommended that the DPO conduct 12 hour watches during DP operation.With one hour on/off operating the DP station. Officer of watch will relive theduty DPO.

5.9.2 The duty DPO shall be present on the bridge at all times, ready to relive theofficer of watch if required on short notice.

5.9.3 It is recommended that no DPO operates the DP system for more than 2 hourscontinuously without a proper rest period away from the DP operator station.

5.10 Recommended Watch Schedule for the DP Operator's

5.10.1 It is recommended that the DPO joining the vessel performs night duty the firsthalf period on board if suitable.

5.11 DPOs Duty Schedule

5.11.1 1200 - 2400 Day Shift or 0600 - 1800 Day Shift

5.11.2 0000 - 1200 Night Shift or 1800 - 0600 Night shift

5.11.3 Changing from night to day shift and vice versa, the DPOs agree amongthemselves how the shift change should be done and inform/agrees with theMaster if it is suitable.




6 FAMILIARISATION ASSESSMENT AND TRAINING

6.1 Familiarisation

6.1.1 Prior to the clearance as independent DPO, the Master or other qualified personshould ensure that the operator is properly familiarised with the equipment andthe vessel.

6.1.2 The familiarisation should emphasise (not limited to) the following items:

Ship handling in DP Joystick manual mode Vessel propulsion configuration DP system reference configuration DGPS blind zones if any Differential signal antennas blind zones if any Communication Bridge/Engine Control Room, Crane and

Deck Communication bridge/survey/ROV control Maximum lengths umbilical from TMS to ROV

6.1.3 The Master is further responsible that DPOs are familiar with followingpublications:

Vessel DP Operation Manual and its checklists. Last annual DP trials report and the vessel’s FMEA report.

6.2 Assessment

6.2.1 The assessment process for key DP personnel is meant to be in accordance tothe IMCA C 002 guidelines.

6.2.2 The assessment process is meant to cover knowledge and skill levels in theposition they obtain on board.

As a minimum the assessment the assessment shall focuson:o Competenceo Knowledgeo Demonstration of competenceo Acceptable criteria




6.3 Training

6.3.1 Training of all DP personnel should be conducted in accordance with theguidelines set out by IMCA, in their document entitled, ‘The Training andExperience of Key DP Personnel’ which is accepted by IMO.

6.3.2 DP Operators (including the Master of a DP vessel)

The structure of the training programme for DP Operators is divided into fourphases as follows:

Phase 1 Attendance at a DP induction course at anapproved institution, where the course provides anintroduction to the functions and use of a dynamicpositioning system or as a trainee with on board trainingunder the supervision of an experienced DP Operator.

Phase 2 Documented practical experience in the use of aDP system(s) on a DP vessel(s) DP Class 2/3 for aminimum period of 30 days as a trainee DPO.

Phase 3 Attendance at a simulator course at an approvedtraining institution, where the course provides training inthe use of DP systems including, simulator exercises andemergency operations.

NB an approved training institution is one which has beenaccepted by the industry.

Phase 4 Documented confirmation of six monthssupervised DP watch keeping “DP Class 2 vessel” in anapproved DP Log Book from the Master/OIM, and that theabove training programme has been followed andcompleted, will result in the issue of a DP certificate froman approved body.

6.4 Engineers and Electrician

There are no formal DP related training courses for Chief Engineers and otherengineers. But they should attend DP familiarisation course either at anapproved institution or as organised on board. The engineers should understandtheir role in the successful DP operations of the vessel.

6.4.1 Vessel owners/operators should always have on board at least one marineengineer or EMS who has received appropriate training on any integratedcontrol system from the system manufacturers/ suppliers. Details of suchtraining should be recorded in the DP logbooks.




7 DP OPERATIONS PROCEDURES

7.1 DP Policy

7.1.1 Senior DP operators should be qualified and experienced in the type of DPequipment and operation; they are participating in or responsible for.

7.1.2 In order to ensure safe operation, checklists for operation shall be followed andfiled in according to vessels checklist system. Equipment/vessel familiarisationfor operators shall be carried out prior to conducting independent watch.

7.2 Purpose

7.2.1 Make sure that the vessel and the equipment are operated in accordance withinternational operation, industrial standards and the manufacturer’srecommendations.

7.2.2 Persons engaged in the DP operations shall be trained and certified as perrequirements for the type of DP operation the vessel is conducting. The SeniorDP Operator (SDPO) shall be familiar with the IMCA regulations andguidelines referring to DP operations.

7.3 The work scope

7.3.1 The work scope gives guidance regarding the specific operation the vessel shallparticipate in.

7.3.2 The work scope shall ensure that the vessel and the charter/client have acommon basis for the operation of the vessel while operating on DP.

7.4 Definition of Safety Zones and Safe Areas

7.4.1 The safety zone is normally regarded as 500 m off an installation or subseastructure, i.e. template, unless otherwise specified by the charterer or in thework scope. The Pre- Entry DP Checklist for the Safety Zone also applies tooperation on a subsea structure.

7.4.2 The safe area is regarded as 100 m off the nearest point of the subsea structure,unless otherwise specified by the charterer or in the work scope.




7.5 Operations within the Safety Zone

7.5.1 All operations inside the safety zone should only be commenced afterpermission has been given from the installation. Special safety rules apply tooperations within the safety zone of an installation. The crew shall be briefedof these, and they shall be implemented prior to the start of operations. TheDuty Officer shall not operate the vessel closer than 10 m to any installation atany time. The Permit to Work will stipulate operating parameters.

7.6 Communication

7.6.1 Two independent forms of communication between the Crane, ECR, ROVControl and Bridge are mandatory, with one system being an opencommunication system and one back up communication system, i.e. UHF,telephone, or similar. If the DP system should fail, the Duty Officer shall takeover the manoeuvring and position the ship manually.




8 DPSOG

8.1 Introduction

8.1.1 The Dynamic Positioning Specific Operation Guidelines (DPSOG) within thischapter is for illustration purposes only, and is meant to be a guide as to how aDPSOG can be made. The DPSOG is operation specific and has to be made forthe relevant operation.

8.2 Characteristics

8.2.1 The alert levels are:

Green status indicates vessel under automatic DP control,normal operational status and confirming the Alert Systemfunctional.

Yellow status indicates degraded DP control. Red status indicates DP emergency.

8.3 Normal operational status (Green)

8.3.1 The vessel can be defined as in normal operational status when all thefollowing conditions apply:

Vessel under DP control and DP system operating normallywith appropriate backup systems available.

Thrusters power and total power consumption is equal to orless than the maximum thrust and power that would beavailable after the worst single failure.

Vessel’s indicated position and heading are withinpredetermined limits and the worst single failure would notresult in safe working limits being exceeded.

Negligible risk of collision exists from other vessels.

8.4 Advisory

8.4.1 When criteria identified in the Advisory section has occurred, it is importantfor the DPO to call/contact key personnel for the operation. In any case ofpossible increased risk, the Yellow Status should be used and leading Advisorystatus to confirm that the operation could continue in Green. The followingapplies to contact for duty DPO:

Oral notice shall be given to the key personnel involved inthe operation.

Vessels Master. Shift Supv. Client Rep.




8.5 Degraded, Yellow Status

8.5.1 The vessel can be defined as being in a Yellow Status when any of thefollowing conditions applies:

A failure in a sub-system has occurred leaving the DPsystem in an operational state (possibly afterreconfiguration) but with no suitable backup available, sothat an additional fault would cause a loss of position.

Vessel’s position keeping performance is deterioratingand/or unstable.

Vessel has indicated position deviates beyond limitsdetermined by risk analysis or HAZOP without simpleexplanation.

Risk of collision exists from another vessel. Weather conditions are judged becoming unsuitable for DP

operation. Any other condition or circumstance effecting the operation

of the vessel, which could reduce the status from ‘normal’.

8.6 DP Emergency, Red Status

8.6.1 A vessel can be defined as being in “Red Status” if either of the followingconditions applies:

System failure resulting in an inability to maintain positionor heading control.

Any external condition exists, including danger of imminentcollision, preventing the vessel from maintaining itsposition.

8.7 Alert Responses

8.7.1 The following operational responses would be expected to Alert Levelsinitiated by the DP Operator:

8.7.2 Normal Operational Status

Full DP operations can be undertaken.

8.7.3 Advisory Status

The DPO to advice involved parties according to DPSOGcriteria.




8.7.4 Degraded Operational Status

The shift supervisor shall instruct to suspend operations.The DPO, after consultation with the supervisor shall decideif any further action is necessary.

If the supervisor is unable to get clear advice from the DPO,he will instruct to start to prepare for safe abandoning ofsubsea work and recover equipment to the surface asappropriate.

8.7.5 Note: Flexibility has been provided in this alert response so that:

This alert is sounded early rather than late. Discussion can take place between senior personnel and

officer of watch. The safety of equipment/operations is improved.

8.7.6 Emergency Status

The supervisor shall instruct immediately to start abortoperation and recover equipment as soon as possible afterdue consideration of hazards involved in the recovery.

Key DP personnel should use all reasonable meansavailable to limit the loss of position while the equipment isbeing recovered.

Green StatusNo action. Operations in progress. Routine communications established.Standard communications routines apply

Advisory Condition Informative status prior to issue of alarms. Used by operational personnel to

inform supervisors of certain changes taking place in the DP operation. TheAdvisory Condition has no lights or bells, is merely a status condition achievedthrough use of internal telephone / comms systems. This condition should notdelay the Yellow or Red if the DPO or anyone else in the operation believesstatus has increased in risk.

Yellow AlertDegraded Operational Status; The operation shall start preparing for asafely abort the operation. The senior DPO, Captain and supervisor shallconfer and decide if any further action is necessary or if operations cancontinue.

Red AlertEmergency status; Emergency preparedness sequence to be initiated. Allnecessary actions required preventing loss of life or damage to equipment orthe environment shall be taken




Condition GREEN ADVISORY YELLOW RED

Action Required Normal Status Advise Master / OIM, Others (TBA)Inform Client .

Activate alert, prepare to abandon operationInform Client.

Activate alertII, Abandon operation

Notify Master & OIM No Master/OIM and any other who can reflect the situation Master/Client and any other who can reflect the situationMaster/Client and any other who can reflect thesituation

DP

INC

IDE

NT BLACKOUT

ALL BUS

Main bus closed/open

Move to red Move to red Abandon the operation

ONE BUS Move to yellow Prepare for red Move to safe location

DRIVE OFF 0-3m

3m Reaching yellow area specific operational limits Reaching red area specific operational limitsDRIFT OFF / FORCE OFF 0-3m

INT

AC

TD

PS

YS

TE

M

Vessel foot print offset from start point 0-3m

Heading Excursion <= 3 degrees 3 degrees 3 degrees< 5 degrees <

Power generator-Power consumption

>45% 45%< 50%< 60% <

Thrusters (system)Individual thruster demand

>60% on each thruster. >50 % on thrusters 60%< on individual thruster, 50%< on thrusters. 60%< on individual thruster, 50%< on thrusters. 70% on individual thruster, 60% on thrusters

Position reference available 3 independent ref. systems Loss of 1 reference systemAssess whether it is safe to be connected or disconnect

immediately by using ESD IILoss of 2 reference system

DP control system Kongsberg K – pos, A & B control Loss of single system, A or B Loss of single system, A or B Loss of system A & B

Wind sensors 3 x Wind Sensors Loss/or de-selection of single sensor Loss/or de-selection of single sensor Situation specific

Motion sensors (VRS) 3 x VRS Loss of one VRS Loss of one VRS Situation specific

Heading sensors (Gyro) 3 x Gyrocompass Loss of 1 Gyro Loss of 1 gyro Situation specific

Network All network operational Alarm/Fault indication on network Alarm/Fault indication on network Loss of network

Comms system Internal VHF Radio, Clear comm and UHF radio Loss of any Loss of any Loss of communications

Environment parameters (Wind speed, Hs, Current),approach

Weather & Sea conditions as per operation/location 40 knots< reaching agreed limits Situation Specific.

Environment parameters (Wind speed, Hs, Current),Offtake/Departure

Heave, pitch and roll Weather & Sea conditions as per operation/location Reaching agreed limits Reaching agreed limits Situation specific.

Additional emergency scenarios for DP in event of fire,imminent collision etc. noted in Emergency ResponseProcedures, shall follow the Ship’s marine Operation

Instructions.

Actions advisory: Status: Refer to specificShip’s marine operations procedure

Move to yellow Prepare for abandon Actions Red alarm: Abandon operation& relocate

MASTER CLIENT REP.




9 DP EMERGENCY PROCEDURES

9.1 Introduction

9.1.1 No matter how well operated, managed and maintained a DP vessel is, it isnevertheless inevitable that at some time in its lifetime an undesired event willoccur during a DP operation that will require emergency action by its DPOperators.

9.1.2 An undesired event is defined as one which results or has the potential to resultin loss of vessel position to the extent that the vessel, the operation, personnelor the environment are at risk.

9.1.3 Such undesired events can be caused by one or more of a number of faults,including loss of main propulsion and/or thrusters, loss of power generation ordistribution systems, loss of DP control caused by loss of position referencesignals, on board emergency such as fire/collision or sudden deterioration ofweather conditions.

9.1.4 It is impossible to provide DP emergency operating procedures to cover allpossible emergency scenarios. However, it is possible to give guidance as toinitial actions and to allocate particular responsibilities to specific persons.

9.1.5 DP Status System Philosophy is described in chapter 8 in this document.

9.2 Corrective Actions

9.2.1 Degraded Operational Status Actions to be taken:

For the purpose of clarity the following definitions apply; No. 1 DP Operator: In command of the DP console No. 2 DP Operator: Officer of the Watch

Number 1 DP Operator

Remain in command at the DP console. Immediately inform No. 2 DP Operator and the Master (if

not already on the bridge) Closely monitor vessel position and propulsion unit activity. Assess the possibility of altering the ship’s position or

heading to regain normal operating status.

Number 2 DP Operator

Without assuming control of the DP console, immediatelyconsult with the No. 1 DP Operator.

If the Master is not already on the bridge, inform him that adegraded operational status exists.

Enter the time and the circumstances relating to thedegraded operational status in the bridge log book.




Master

Proceed to the bridge as soon as possible (where the Masteris not already on the bridge).

On arrival on the bridge, the Master is to assess the situationas fully as possible before taking appropriate executiveaction. The Master is to inform the other DP Operator(s)when he has taken over the practical command of thevessel, i.e. when he has the command.

NB: It is important that the DP Operators do notassume that the Master takes command of the DPoperation immediately on arrival on the bridge.




9.2.2 Emergency Status Actions to be taken:

No. 1 DP Operator

In addition to responses 1) and 2) required for DegradedOperational Status the No. 1 DP Operator should take thefollowing further actions.

In the event of a DP system failure which results in a loss ofposition or a situation in which loss of position is inevitable,he or she should make every effort to prevent collision withthe installation. In most circumstances there is a possibilityto take command on the other OS, but time and situationspecific circumstances may require an attempt to maintainposition by manual control of the thrusters. This is done bytaking the following steps:

o Turn the Mode Selector Switch to Independent Joystickcontrol or to manual levers.

o Take command on the Independent Joystick control consoleor on the manual levers control console – this gives controlof the propulsion units to the Independent Joystick unit or tothe manual levers.

No. 2 DP Operator

Assist Number 1 DP Operator as required. Immediately inform the Master if he is not already on the

bridge. Maintain a record of events in the bridge log book,

including times as accurately as possible.

Master

Proceed to the bridge as soon as possible (where the Masteris not already on the bridge).

On arrival on the bridge, the Master is to assess the situationas fully as possible before taking appropriate executiveaction. The Master is to inform the other DP Operator(s)when he has taken over the practical command of thevessel, i.e. when he has the ‘con’.

NB: It is important that the DP Operators do notassume that the Master takes command of the DPoperation immediately on arrival on the bridge




9.3 Priorities

9.3.1 Priorities should be clearly established for dealing with a DP emergency. Theauthority of the Master is of fundamental importance at such times. In anemergency the DPO takes orders directly from the Master, so there is no roomfor doubt or dissension. There should be close co-operation among the DPOson the priorities given. The senior DPO and Supervisor(s) on duty at the timeof the emergency are to act to the same priorities without undue hesitation.

9.3.2 Priorities should take the following into account:

The safety of lives is the first priority. The Master has the ultimate authority to assess and decide

on courses of action in this respect. The advice of the Superintendent(s) should be taken into

account. The safety of property is of lower priority. No effort should be made to safeguard property at the

expense of safety of lives, but the potential danger to lifeassociated with certain threats to property should not beoverlooked.

The advice of the Client’s Representative and OffshoreInstallation Manager should be considered, where possible,with respect to the safety of offshore installations andequipment.




10 DP FOOTPRINT PLOTS

10.1 Introduction

10.1.1 A DP footprint plot is a record that is made of the vessel’s DP station keepingability in particular environmental conditions using various propulsionconfigurations, such as:

With all propulsion units available (i.e. main propeller, twobow thrusters, two retractable bow azimuth thruster, twostern azimuth thrusters.

With the most effective propulsion unit lost, (i.e. the mosteffective unit for the given circumstances) and,

With the worst case failure (i.e. busbar failure of the 690Vsystem, trip of a UPS or a 24V system. Either of thesefailures will result in a half blackout situation).

10.1.2 A DP footprint plot should define an envelope within which the vesselmaintained station during a test period and should also identify any conditionsunder which the vessel was unable to maintain position. In this way DPfootprint plots can verify the accuracy of the computer generated DP capabilityplots.

10.1.3 DP footprint plots should be recorded as regularly as possible. Opportunitiesshould be taken during stand-by periods and at times of weather downtime. Afile should be built up during the life of the vessel so that a record ismaintained of the vessel’s station keeping ability in various environmentalconditions and with various propulsion unit configurations.

10.1.4 DP footprint plots provide evidence to clients, classification societies and otherauthorities of the vessel’s DP station keeping performance and DP capabilities.In addition, DP footprint plots provide evidence of continuing thoroughness inDP vessel management.




10.2 Procedure

10.2.1 DP footprint plots are conducted in the following manner (see examples);

The vessel should be in AUTO DP. Record wind, wavesand current on the plotting sheet, drawing appropriatevectors.

Record propulsion unit configuration on the plotting sheet. Observe position excursions from the intended position by

the most appropriate means, plotting the vessel’s positionregularly, e.g. every minute.

10.2.2 Over the years of vessel operation a portfolio of DP footprint plots should becompiled.

10.2.3 The DP footprints should only be used as guidance during planning the of a DPoperation and should not been seen as any other than a theoretical model.

10.3 DP Footprint Plot Worked Example 1

10.3.1 NB The worked example is just for illustration use and not specially workedout for Normand Oceanic

10.3.2 Location

The vessel is at sea and is waiting on weather. The opportunity is taken to

carry out DP footprint plots.

10.3.3 Weather

Wind is 30-35 knots from a direction of 225° T. Significant wave height is 3.5

metres.

10.3.4 Position References

Of the various position references available, DGPS is the most accurate at the

time and is used as the sole position reference.

10.3.5 Sequence of Actions

1. Note the following information on the plotting sheet.

Date: 06.05.2011Time: 06:30Location: Brent fieldDP Operator: Ola Normann




Position References Environment

DPS 132 YES Wind Dir’n 225°(T)

DPS 116 YES Wind Speed 35-40 kts

Seapath 200 YES Wave Period 8 secs

Seapath 200 YES Sig. Wave Ht. 4.0 m

DPS 200 YES Current Dir N’ly

Fanbeam YES Current Spd 1.0 kt

Hipap 500 YES

Hipap 500 YES

NB Show the wind and current direction and strength on the plotting sheet

by vector arrows as indicated in the worked example.

2. Record which propulsion units are on-line to DP. In this case allpropulsion units are on line. Also note the draft of the vessel and thevessel’s heading.

3. Select a scale which fits in with the estimation of the vessel’s movementand note on the plotting sheet. E.g. one unit = 2 metres.

4. Select a plotting time frequency, e.g. one position marker every 30 secondsover a period of 10 minutes. Note that the plot is relative. The ‘X’ axis is090° - 270° I and the ‘Y’ axis is 000° - 180° I. The position of the vesselcannot be recorded with millimetre accuracy. It is sufficient to record towithin half a metre.

5. It is also necessary to record any significant heading changes during thetest period, in particular any occasion when the heading change wasoutside acceptable parameters and also if the heading was irretrievablylost.

6. Mark the vessel’s position in a similar manner to that shown in the workedexample. After 10 minutes there should be 20 marked positions.Assuming that the vessel has not irretrievably lost position or headingduring that time, then the ‘footprint’ indicated on the sheet is a measure ofthe accuracy to which the vessel maintained position in the recordedcircumstances.

10.3.6 Conclusion

The results of the test indicate that, with the wind and sea on the port quarterand with the vessel’s stern to the current, the vessel is able to maintain positionwithin +/- 3 metres of the target position.




10.4 Normal Operation

MV

"Nor

man

dO

cean

ic"

-D

PFoo

tpri

ntpl

otting

shee

t

Dat

e:

Tim

e:

Loc

atio

n:

DP

Ope

rato

r:

Hea

ding

:D

raft

:W

ind

Spe

edD

irec

tion

:C

uren

tSpe

ed:

Dir

ection

:W

ave

Hei

ght:

Per

iod:

000°

4,0

m225°

35-4

0kt

1,0

kt4,0

m350°

8se

c.

Sca

le:1

div:

2m

etres

Pro

puls

ion/

Thr

uste

rs

Pos

itio

nR

efer

ence

Sys

tem

sIn

use

Bre

ntF

ield

06.0

5.2

011

06:3

0

Ola

Norm

ann

xx

x

x

x

x

FW

D

AFT

030

060

090

120

150

210

240

270

300

330

xD

PS

116

DP

S13

2

Fan

beam

x

Hip

ap50

0

xSea

path

200

Hip

ap50

0

Bow

tunn

elth

r.1

Bow

tunn

elth

r3

Mai

naz

imut

hth

r.6

Mai

npr

opel

ler

7

x x x xEna

ble Bow

azim

uth

thr.

2

Mai

naz

imut

hth

r.5

x x

Bow

azim

uth

thr

4x

xS

eapa

th20

0

xD

PS

200




10.5 DP Footprint Plot Worked Example 2

10.5.1 NB The worked example is just for illustration use and not specially workedout for Polar Prince.

10.5.2 The environmental conditions for this test are similar to Example No.1.However, there is a significant difference to this example; that the worst casecondition is being examined.

10.5.3 Conclusion

As can be seen from the plotting sheet, in Example No.2 the vessel was unableto maintain position within +/-3 metres of the target position.

10.5.4 NB In addition to recording vessel position it is also important to record theactivity of the main propellers and the thrusters.




10.6 After the worst case single failure

MV

"Nor

man

dO

cean

ic"

-D

PFoo

tpri

ntpl

otting

shee

t

Dat

e:

Tim

e:

Loc

atio

n:

DP

Ope

rato

r:

Hea

ding

:D

raft

:W

ind

Spe

edD

irec

tion

:C

uren

tSpe

ed:

Dir

ection

:W

ave

Hei

ght:

Per

iod:

000°

4,0

m225°

35-4

0kt

1,0

kt4,0

m350°

8se

c.

Sca

le:1

div:

2m

etres

Pro

puls

ion/

Thr

uste

rs

Pos

itio

nR

efer

ence

Sys

tem

sIn

use

Bre

ntF

ield

06.0

5.2

011

06:3

0

Ola

Norm

ann

FW

D

AFT

030

060

090

120

150

210

240

270

300

330

x

x

x

x

x

xx

x

Bow

tunn

elth

r.1

Bow

tunn

elth

r3

Mai

naz

imut

hth

r.6

Mai

npr

opel

ler

7

x x x xEna

ble Bow

azim

uth

thr.

2

Mai

naz

imut

hth

r.5

x x

Ste

rnaz

imut

hth

r4

x

xD

PS

116

DPS

132

Fan

beam

x

Hip

ap50

0

xS

eapa

th20

0

Hip

ap50

0

Sea

path

200

DP

S20

0




11 DP CAPABILITY

11.1 Introduction

The DP Capability Plots are calculated plots for intact operation and withvarious combinations of thrusters down, including worst case failure. It isimportant to note that these plots are not plots of actual performance, but arebased on calculations, and are thus subject to sources of error. The vessel’scapability plots are available from the manufacturer of the DP system.

11.2 Responsibilities

Key DP personnel should be aware of the calculated DP Capabilities of thevessel and should take account of the calculated results in determining whetherit is safe to carry out DP operations.

11.3 Further Considerations

Key DP personnel should also bear in mind that, wherever possible,opportunities should be taken to verify the calculated DP Capabilities bydemonstration. This can be done whilst taking DP Footprints, as explained inSection 9 of this manual.




12 DP Trials

12.1 Introduction

12.1.1 There are two levels of DP testing for this vessel. Annual DP Trials and DPField arrival checklist.

12.2 Annual DP Trials

The purpose of Annual DP trials is to verify the overall capability andperformance of the vessel’s DP system.

Overall DP capability and performance is verified by testing all known faultand failure conditions that are important to DP. The trials are intended toprovide evidence that redundancy, protection and consequences are withinguidelines.

The Annual DP Trials programme is based on the recommendations made byIMCA and UKOOA (OGUK) on the auditing of DP vessels.

The Annual DP Trials consist of a number of tests covering all major systemsand sub-systems that make up the DP system. Each test is set out on a separatesheet in a consistent manner, viz.:

a) Methodb) Expected resultsc) Resultsd) Commentse) Witness

Trials results should be recorded in the results section of each test sheet. Theresults should be filed and kept on board the vessel as a record. Reports ofAnnual DP Trials should contain conclusions and recommendations. Thissection should address relevant problems and unexpected results that may havecome to light during the trials.

The trials should be carried out annually and at least within 15 months of theprevious set of Annual DP trials.

The trials should also be witnessed by an independent DP auditor, who shouldsign each of the test sheets. Client representatives should also be invited toattend the trials.




Annual DP Trials Programme

Normand Oceanic




12.3 EQUIPMENT SUB-SYSTEM 1 ELECTRICAL

12.3.1 Simulate S/C on PS 230V Main Switchboard

Method:

- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB- EG in local

1. Fail 690V/230V transformer feeding 230V SWBD PS by tripping breaker

Results expected:

1. Alarm, Blackout of main 230V SWBD PS, No effect on station keeping performanceDP UPS 2 and BU UPS on batteryIAS I/O 1,3,5,7,9,11,13 on redundant supplyLoss of temp monitoring DG1, DG2IAS UPS PS on batteryThrusters 3, 4, 5 on redundant power supply to thruster controller

DO NOT RESTORE

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 1 ELECTRICAL

12.3.2 Simulate S/C PS 690V Main Switchboard

Method:- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB- EG in local

1. Fail 6,6kV/440V transformer feeding 440V SWBD2. Fail 6,6kVV/690V transformer feeding 690V Heavy Consumer distribution board3. Fail 6,6kVV/690V transformer feeding 690V SWBD PS by tripping breaker

Results expected:

1. Alarm , no influence on station keeping, none important consumers2. Alarm, Blackout of 690V HC distribution PS side3. Alarm, Blackout of main 690V SWBD PS, Thruster3 (BT2) trips due to loss of HPU.

No effect on station keeping capability.

DO NOT RESTORE

Results found:

Comments:

Witnessed by: Date:





12.3.3 Simulate S/C PS 6,6kV Main Switchboard

Method:- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB- EG in local

1. Stop running DG’s (PS)

Results expected:

1. Alarm, Half blackout of main 6,6kV SWBD PS, Reduced thruster capability but no lossof station keeping

RESTORE

Results found:

Comments:

Witnessed by: Date:





12.3.4 Simulate S/C on SB 230V Main Switchboard

Method:

- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB

1. Fail 690V/230V transformer feeding 230V bus-bar 2 by tripping breaker

Results expected:

1. Alarm, Blackout of main 230V SWBD SB, No effect on station keeping performance,DP UPS 1 and UPS 4 on batteryIAS I/O 2,4,6,8,10,12 on redundant supplyLoss of temp monitoring DG3, DG4IAS UPS SB on batteryThrusters 1, 2, 6 on redundant power supply to thruster controller

DO NOT RESTORE

Results found:

Comments:

Witnessed by: Date:





12.3.5 Simulate S/C SB 690V Main Switchboard

Method:- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB

1. Fail 6,6kV/440V transformer feeding 440V Heavy Consumers distribution board2. Fail 6,6kVV/690V transformer feeding 690V Heavy Consumer distribution board3. Fail 6,6kVV/690V transformer feeding 690V SWBD SB by tripping breaker

Results expected:

1. Alarm, no effect on DP systems2. Alarm, no effect on DP systems3. Alarm, blackout of main 690V SWBD SB, Thruster1 (BT1) trips due to loss of HPU. No

effect on station keeping capability.

DO NOT RESTORE

Results found:

Comments:

Witnessed by: Date:





12.3.6 Simulate S/C SB 6,6kV Main Switchboard

Method:- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB

1. Stop running DG’s (SB)2. Change over main propeller to PS SWBD and restart

Results expected:

1. Alarm, Half blackout of main 6,6kV SWBD SB, Reduced thruster capability but no lossof station keeping

2. Works and can be selected back into DP

RESTORE

Results found:

Comments:

Witnessed by: Date:





12.3.7 Main Switchboard 6,6kV Performance

Method:

- On DP- DP Class 3 configuration bus-tie breakers open- All thrusters on line- Thruster 7, main propeller, supplied from 6,6kV SWBD SB- Two DG’s running- Two DG’s on standby

1. Increase load continuously to maximum.2. Do the same test with other configuration.

Results expected:1. Auto start of standby generators.2. Auto start of standby generators.

Results found:

Comments:

Witnessed by: Date:






Method:- On DP- DP Class 2 configuration bus-tie breakers Closed- All thrusters on line- PM supplied from 6,6kV bus-bar 1- DG2 & DG4 running- The other DG’s on standby

1. Increase load continuously to maximum.2. Do the same test with DG1 and 3 online,

Decrease load resulting in unloading of a DG and disconnecting from SWBD, cool down ofengine(s).

3. During cool down sequences, increase load to maximum

Results expected:1. Auto start standby generator.2. Auto start standby generator.3. Generator in cool down auto connects to bus-bar

Results found:

Comments:

Witnessed by: Date:






Method:- On DP- DP Class 2 configuration bus-tie breakers Closed- All thrusters on line- PM supplied from 6,6kV SWBD SB- Two DG’s running 55% load- Other DG’s on standby

1. Trip one running DG

Do the same but this time inhibit start of 1st standby DG

2. Trip one running DG

Results expected:1. Alarm, Auto start of 1. standby engine insufficient thrust, load reduction on thrusters2. Alarm, Try to start 1st standby, then PMS initiate start of 2nd standby or all depending on

configuration in PMS. In the meantime insufficient thrust, load reduction on thrusters

Results found:

Comments:

Witnessed by: Date:





12.3.10 Simulate S/C on Ships 230V Ships UPS System (IAS)

Method:- On DP- All thrusters on line

1. Fail power to ships IAS UPS 1 and test battery endurance for 30 minutes2. Simulate s/c of ships IAS UPS 1, restore3. Do same tests for ships IAS UPS 2Results expected:

For each ships IAS UPS:1. Alarm, running on battery , minimum endurance 30 minutes2. Alarm, No effect on station keeping performance

Results found:Ships IAS UPS 1 Ships IAS UPS 2

Comments:

One IAS UPS powers IAS operator stations in main ECR while the other powers operatorstation in backup ECR.IAS I/O cabinets are dual powered from both IAS UPS and ships 230V supply, with alarmfor loss of either supply.

Witnessed by: Date:





12.3.11 Simulate S/C on Ships 24V System


1. Fail charger rectifier 1 to DC-102. Fail charger rectifier 2 to DC-103. Test battery endurance for 30 minutes4. Simulate s/c on DC-10, restore5. Do same tests for DC-20, DC-30 and DC-40Results expected:

For each group:1. Alarm rectifier failure2. Alarm rectifier failure3. Alarm, run on battery, minimum endurance 30 minutes4. Alarm, No loss of more than 50% of thruster capacity5. Same results as above

Results found:DC 10

DC-30

DC 20

DC-40

Comments:

Witnessed by: Date:





12.3.12 Simulate S/C on Ships 690V/230V Emergency switchboard

Method:

- On DP- All thrusters on line- ESB fed from 690V bus-bar 1- EG in Auto

1. Trip 690V/230V emergency board transformer2. Trip supply to emergency switchboard from main 690V bus-bar3. Trip EG simulate S/C of 690V ESB

Results expected:1. Alarm, Blackout of 230V ESB, no loss of DP.2. Alarm, Blackout of 690V ESB, auto start of EG, no loss of DP3. Alarm, Blackout of 690V ESB, no loss of DP

Results found:

Comments:

Witnessed by: Date:





12.3.13 Performance on High Load

Method:

- On DP- All thrusters on line- DP Joystick on High Gain- Fixed Yaw (heading) selected- Two DG running on either side

1. Joystick to full starboard for approximately 3 minutes2. Joystick quickly over to hard port for approximately 4 minutes3. Joystick quickly back to hard starboard for approximately 2 minutes

Results expected:

1. The vessel accelerates slowly to maximum athwart ship.2. The starboard movement is stopping, accelerate maximum athwart ship to port3. The port movement is stopping and starts to accelerate to starboard.

Load/ speed reduction if required.

Results found:

Comments:

Witnessed by: Date:




12.4 EQUIPMENT SUB-SYSTEM 2 POWER GENERATION

12.4.1 Simulate Low FO Level and Pressure Alarm for FO system


1. Test Low level alarm sensor MDO settling & service tanks PS, restore2. Test Low level alarm sensor MDO settling & service tanks SB, restore3. Test Low level alarm sensor MDO service tank EG, restore4. Stop electric driven FO booster pump ME#5. Simulate FO diff. pressure alarm over FO filter6. Test air driven backup pump7. Check that X-over valves are marked and in closed position8. Check QCV cabinet

Results expected:1. Alarm2. Alarm3. Alarm4. Alarm,5. Alarm6. Works7. Valves are closed and marked, ease of access.8. Closed, handle configuration as per FMEA, and split according to DP zones.

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 2 POWER GENERATION

12.4.2 Lubrication system

Method:

- On DP- All thrusters on line

For each engine:1. Simulate Low pressure2. Simulate Low-Low pressure3. Simulate low level alarm sump

Results expected:

1. Alarm, and stop of affected engine done by PMS, auto start of next standby generator2. Alarm, Auto stop affected engine3. Alarm

Results found:

Comments:

Witnessed by: Date:





12.4.3 Simulate SW cooling System Failure

Method:- On DP- All thrusters online.

Not Applicable, All important systems uses box coolers

Left in to show not forgotten

Results expected:

Results found:

Comments:

Witnessed by: Date:





12.4.4 Simulate FW System Failures

Method:


1. Test low level alarm sensor on expansion tank to each DG FW cooling system, restore2. Fail power/ air supply to TCV’s3. Test low level alarm sensor exp. tanks to thrusters and misc. systems, restore4. Simulate failure of running FW pump thruster cooling, restore5. Simulate failure of running FW pump Transformer cooling (both ways), restore

Results expected:1. Alarm2. TCV fails as set visual observation3. Alarm4. Alarm, start of standby pump)5. Alarm, start of standby pump

Results found:

Comments:

Witnessed by: Date:





12.4.5 Simulate FW Chiller AC System Failures

Method:


1. Simulate failure of running FW pump, restore2. Simulate failure of running chill water pump, restore3. Check that segregation valves are closed and marked.

Results expected:1. Alarm and operator has to start the other pump2. Alarm and operator has to start the other pump3. Valves are marked accordingly and segregated

Results found:

Comments:

There are two pumps; both 100% capacity and only manual start if running pump fails.There are no low level alarm on ice water side, exp. tank is pressurised.

Witnessed by: Date:





12.4.6 Start/Control air system

Method:


For each engine:1. Isolate the air to DG’s and drain the supply line.2. Isolate the control air system and drain the system

Results expected:

1. Alarm. No effect on running engine or station keeping2. Alarm. No effect on running engine or station keeping3.

Results found:

Comments:

Witnessed by: Date:





12.4.7 Overspeed/ AVR failure of Diesel Generator

Method:- On DP- DP Class 2/3 configuration closed bus-tie breaker- All thrusters on line- For Test 3 increase load to 30 %

1. Simulate Overspeed of a DG by increasing the RPM manually on engine or from SWBDin local droop mode

2. Simulate AVR failure of one DG by fail power supply, restore3. Fail over/ under excitation to a DG, one at the time. Restore

Results expected:

1. Alarm, DG breaker trips of affected DG. PMS start standby DG’s2. Alarm, DG breaker trips of affected DG. PMS start standby DG’s3. Alarm, DG breaker trips of affected DG, PMS start standby DG’s

Results found:

Comments:

Witnessed by: Date:





12.4.8 Simulate Failure of Main Engines Governor

Method:


For each DG:1. Fail supply 1 to DG# (respectively DC31/ DC41)2. Fail supply 2 to DG#( respectively DC31/ DC41)3. Fail supply to UNIC governor (respectively DC31/ DC41)4. Fail supply to UNIC governor (respectively DC31/ DC41)5. Fail supply 1 to DG# Safety system (respectively DC31/ DC41)6. Fail supply 2 to DG# Safety System ( respectively DC31/ DC41)

Results expected:1. Alarm, control cabinet power failure, DG will run on supply 22. Alarm, control cabinet power failure, DG will run on supply 13. Alarm, Governor power failure, will run on supply 24. Alarm, Governor power failure, will run on supply 15. Alarm, Safety System power failure, will run on supply 26. Alarm, Safety System power failure, will run on supply 1

Results found:

Comments:

Witnessed by: Date:





12.4.9 Simulate Failure Governors

Method:


For each engine/ generator:1. Simulate speed pickup 1 failure2. Simulate speed pickup 2 failure3. Simulate failure of Generator circuit breaker input signal

Results expected:

1. Alarm, no effect on DG or load2. Alarm, no effect on DG or load3. Loss of load sharing, Diesel engine switches in Droop mode, No alarm and no indication

to PMS. If load changes, asymmetric load sharing detection by PMS will detect thefailure and will send all generators into DROOP mode and bus tie breaker will opens.

Results found:

Comments:

Witnessed by: Date:





12.4.10 Simulate Failure Governors cont.

Method:


For each DG:1. Simulate failure of Isochronous/ droop input signal2. Simulate failure of Generator voltage feedback signal (trip fuse at SWBD for voltage

transformer)3. Simulate failure of Load sharing signal4. Simulate actuator failure or fail power supply/ plug to actuator.

Results expected:

1. Alarm, DG switches into droop mode and continuo to run2. Alarm, DG breaker trips3. Alarm, no load sharing, PMS switches all DG’s into DROOP mode.4. Alarm. Stop of affected DG

Results found:

Comments:

Witnessed by: Date:





12.4.11 Simulate a Failure IAS System


1. Fail Network (wire break) , restore2. Fail CPU station # , restore3. Fail each OS station in turn4. Check mimics for completeness and right inputs5. Fail power supply to CPU# and Ethernet-Switch

Results expected:

1. Alarm, No affect ring line system2. Alarm, Loss of remote control of systems through that CPU3. Alarm, operator uses other station, mimic is up-to-date and no effect on station keeping

performance4. All mimics up to dated reflected all important data5. Alarm, loss of communication/ controls (for either)

Results found:

Comments:

Witnessed by: Date:





12.4.12 Simulate Failure PMS

Method:

- On DP- All thrusters on line- All DG’s running

1. Fail power supply to the HMI screen’s2. Fail MPI Bus comm. between the PMS Screens and CPU B (SB)3. Simulate failure of CPU A/ B by failing power (one at the time)4. Fail supply to each individual ET200 unit, restore5. Fail supply to each individual SIPROTEC 7UM62 unit, restore (F1)

Results expected:

1. Alarm, No effect on PMS2. Alarm comm. failure, fault cannot be reset or ackn alarm, thus loss of PMA functionality3. Alarm, Image freezes in last status, No effect on breakers status Blackout start will not

operate due to loss of essential detection signals. PMS function for opposite side worksas normal.

4. Alarm, no effect on running DG, PMS start standby DG5. Alarm, trip of DG as loss of Generator Protection Unit (GPU). PMS start standby DG

Results found:

Comments:

Witnessed by: Date:





12.4.13 Simulate Failure PMS - cont

Method:

- On DP- All thrusters on line- All DG’s running

Close bus-tie breaker; Now PMS A controls all DG’s

1. Fail Ethernet comm. between the two CPU’s (A & B), restore2. Fail Profibus – DG comm. to each CPU3. Open Bus-tie breaker 2, observe effect on Bus-tie breaker 14. Try to close bus-tie breaker 2 when bus-tie breaker 1 is open

Have only 2 DG running5. Check start block of heavy consumers when try to start.

Results expected:1. Alarm, comm. failure2. Alarm, loss of data from respective DG system, DG’s to LOC (Local control) standby

start not possible)3. Bus-tie breaker 1 stays4. Not able to close bus-tie breaker 2 while Bus-tie breaker 1 open5. PMS hold start of heavy consumer until enough power is available (start of standby

DG)

Results found:

Comments:

Witnessed by: Date:





12.4.14 Fail kW signal to DP

Method:


For each generator:1. Fail kW signal to DP with2. Fail running/breaker signal to DP

Results expected:

1. Alarm.2. Breaker change to open.

Results found:

Comments:

Witnessed by: Date:




12.5 EQUIPMENT SUB-SYSTEM 3 THRUSTER

12.5.1 Tunnel thruster - Hydraulic system

Method:


For each tunnel thruster:1. Fail on line hydraulic HPU pump2. Check start inhibits / Restore hydraulics and start thruster3. Check low level alarm header tank

Results expected:

1. Stop of thruster2. Inhibit start3. Alarm

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 3 THRUSTER

12.5.2 Tunnel thrusters - Signal failures DP to Thruster Cabinet


1. Fail Pitch order signal from DP to TCC, restore, (X3 4,5)2. Fail rpm order signal from DP to TCC, restore, (X4 4,5)3. Fail rpm - speed feedback signal from TCC to DP, restore (X2 2,3)4. Fail Pitch feedback signal to DP, restore (X1 5,6)5. Fail pitch order signal from TCC to Thruster, restore (UN 10 X5-3/ 5/ 4)6. Fail pitch feedback from thruster to TCC, restore (UN10 M23 19/204)7. Fail rpm - speed order signal from TCC to FC, restore ( UN10 X5- 6/ 7 )8. Fail rpm - speed feedback signal from FC to TCC, restore (UN10 M23 21/110)

Results expected:

1. Thruster # not ready, rpm to idle and pitch to zero.2. Thruster # not ready, rpm freeze and pitch to zero.3. Thruster # input error, thruster works as normal4. Thruster # input error, thruster works as normal5. Thruster # not ready, drops out of DP rpm to zero, pitch freeze. Thruster stops6. Thruster # Not ready, drops out of DP and into backup mode on lever7. Thruster # not ready, drops out of DP and into backup mode on lever8. Thruster # prediction error, thrust force freezes

Results found:

Comments:

TCC = Thruster Control Cabinet FC = Thruster Freq. converter/ driveThruster load signal is based on calculation pitch and rpm feedback

Witnessed by: Date:





12.5.3 Retractable Azimuth Thruster (Bow Azi #) – Hydraulic Servo System

Method:


For the retractable azimuth thruster:1. Fail running LO/ steering pump, restore2. Check start inhibits by Low oil pressure, restore3. Simulate low-level of LO tank, restore (X5 308/276)

Results expected:

1. Prediction error, steering not following order, prediction error then fail safe and thrusternot ready and drops out of DP

2. Converter will not start, no start of AT3. Alarm, ‘Gravity tank low level’

Results found:

Comments:

Witnessed by: Date:





12.5.4 Retractable Azimuth Thruster - Signal failures


1. Fail rpm command signal from DP to TCC , Restore (X3 4,5)2. Fail rpm feedback signal from TCC to DP, Restore (X1 5,6)3. Fail rpm command signal from TCC to FC, Restore ( UN10 U22-5/6) )4. Fail rpm feedback signal from FC to TCC, Restore ( UN10 M23 21/ 114 )

Results expected:

1. Thruster # not ready, rpm to idle and azimuth to zero2. Thruster # Input error rpm, thruster works as normal (uses base value)3. Thruster # not ready, rpm to idle, azimuth rotate 90 and available for BU ctrl.4. Thruster # Prediction error rpm, thruster works as normal

Results found:

Thruster 2 (BowAzi1) Thruster 4 (BowAzi2)

Comments:

TCC = Thruster Control Cabinet

Witnessed by: Date:





12.5.5 Retractable Azimuth Thruster - Signal failures cont.


5. Fail azimuth order signal from DP to TCC, restore (X4 4,5)6. Fail azimuth feedback signal from TCC to DP. Restore (X2 2,3)7. Fail azimuth order signal from TCC to thruster, Restore (X5- 21/22/23/24 )8. Fail azimuth feedback from thruster to TCC, restore (M23 19/20/22/101)

Results expected:

5. Thruster # Not ready, rpm to idle, azimuth to zero6. Thruster # input error, DP uses calculated feedback7. Thruster # Prediction error Azimuth, Thruster freeze8. Thruster # not ready, thruster possible to operate BU ctrl

Results found:Thruster 2 (BowAzi1)

Comments:


Thruster 4 (BowAzi2)

Witnessed by: Date:





12.5.6 Thruster Control Cabinet Failures

Method:


1. Fail 230V power supply to TCC, restore ( LP1/ LP2)2. Fail 24V power supply to TCC , restore (DC11/DC21)3. Fail ships supply (24V) to thruster drive (FC), restore (DC31/DC41)

Results expected:

1. Alarm ‘Control voltage error’ in IAS, changeover to backup supply2. Alarm ‘Control voltage error’ in IAS, (No ‘sleeping’ fault)3. Alarm, thruster trips

Results found:

Comments:

Witnessed by: Date:





12.5.7 Main Azimuth Propulsion - Hydraulic LO System

Method:


For each main propeller:1. Fail running LO pump2. Check low level alarm tanks on system (X108 1/2)

Results expected:

1. Alarm, Thruster continues to run on internal LO circulation2. Alarm

Results found:

PS SB

Comments:

Witnessed by: Date:





12.5.8 Main Azimuth Propulsion – Signal Failures


1. Fail rpm order signal from DP to TCC, restore (X3 4,5)2. Fail rpm feedback signal from TCC to DP, restore (X1 5,6)3. Fail rpm order signal from TCC to Converter , restore (UN10 X5 7/8)4. Fail rpm feedback signal from Converter to TCC, restore (M23-21/ 108)5. Fail azimuth command signal from DP to TCC. Restore (X4 4,5)6. Fail azimuth feedback signal from TCC to DP, Restore (X2 2,3)7. Fail azimuth command signal from TCC to thruster, Restore (UN10 U20 5/6 & U21-5/6)8. Fail azimuth feedback signal from thruster to TCC, Restore (M24 20/21/25/102)

Results expected:

1. Thruster # prediction error/ not ready, rpm to idle2. Thruster # input error, thruster works as normal, DP uses calculated feedback3. Thruster # not ready, rpm to zero, azimuth to zero, BU ctrl4. Thruster # prediction error, Thruster works as normal5. Thruster # not ready, Azimuth to zero direction (forward), rpm to idle6. Thruster # alarm, DP uses calculated feedback7. Thruster # prediction error + steering gear alarm in VIEWCON8. Thruster # not ready and BU ctrl.

Results found:

Comments:

TCC = Thruster Control Cabinet FC= Frequency Converter

Witnessed by: Date:





12.5.9 Main Propellers – Signal Failures TCC - Thruster


Main Propeller KaMeWa 86XF5/4E-3700:1. Fail rpm order signal from DP to TCC, restore (X4 4,5)2. Fail pitch order signal from DP to TCC, restore (X3 4,5)3. Fail rpm feedback signal from TCC to DP, restore (X2 2,3)4. Fail Pitch feedback signal from TCC to DP, restore (X1 5,6)5. Fail rpm order signal from TCC to Converter , restore (M23 U20 5/6)6. Fail rpm pickup on gear, restore (BM 13-11 4-13)7. Fail pitch order from TCC to Thruster, Restore (X20 5,6,7)8. Fail pitch feedback signal from Thruster to TCC, Restore ( M23 17/ 22/ 114)

Results expected:1. Thruster # not ready, pitch to zero and rpm combinatory2. Thruster # not ready, pitch to zero/ rpm to idle3. Thruster # input error, thruster works as normal, DP uses calculated feedback4. Thruster # input error, thruster works as normal, DP uses calculated feedback5. Thruster # not ready , rpm to idle, pitch to zero and BU ctrl6. Thruster # prediction error, rpm indication to idle7. Thruster # prediction error then not ready , pitch to zero pitch freeze and declutch8. Thruster # not ready drops out of DP, goes into BU ctrl

Results found:

Comments:


Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 5: THRUSTERS

12.5.10 Main Propeller LO/ Servo System

Objective: To verify failure effect of main propeller LO/ Servo system

Method: On DP All thrusters online

For each main propeller:1. Fail running hydraulic servo pump ( drain pressure switch)2. Check low level alarm tank on system

Results expected:

For each main propeller:1. Alarm, Start of standby pumps2. Alarm

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 3 THRUSTERS

12.5.11 Steering gear/ rudder control system failures

Method:


1. Fail Command signal from DP to steering gear electronic cabinet (X4 1,2)2. Fail feedback signal from steering gear to DP (X2 4,5,6)

- Deselect rudder from DP3. Fail rudder out of zero position, when rudder is not selected in DP.

Results expected:For each steering gear:1. Prediction error in DP, rudder to freeze2. Prediction error in DP, rudder follow commands, zero in DP but works acc main panel3. Alarm in DP, rudder main prediction alarm azimuth.

Results found:

Comments:

Witnessed by: Date:





12.5.12 VIEWCON

Method:

- On joystick- All thrusters on line

For each thruster:1. Fail power supply to VIEWCON UN 23 one at the time2. Fail both supplies to VIEWCON UN 233. Do the same for UN20/ UN25/ UN244. Simulate wire break of fibre optic ring line5. Simulate wire break of CAT5 from a thruster

Results expected:

1. Alarm for each supply2. Alarm, loss of ctrl monitoring of affected thrusters (PS side)3. Alarm, results as above. For UN 20 and 25 loss of operator interface to affected thrusters4. Alarm5. Alarm only on VIEWCON not in DP, no effect on station keeping

Results found:

Comments:

Witnessed by: Date:





12.5.13 Thrusters stops

Method:

- On joystick- All thrusters on line

For each thruster:1. Activate start/stop on bridge2. Activate emergency stops3. Check loop monitoring of E-stop4. Activate the emergency operation of each thruster5. Test all wheelhouse controls while in DP

Results expected:

1. Stops2. Stops3. Alarm for cable break4. The thruster deselected from DP, operation by lever locally5. Not alive

Results found:

Comments:

E-stop: normally open with resistors and loop monitoring.

Witnessed by: Date:




12.6 EQUIPMENT SUB-SYSTEM 4 DP CONTROL

12.6.1 KM UPS 1 PS Failure

Method:

- On DP- Select all available reference systems

1. Simulate mains failure2. Test battery endurance for 30 min.3. Simulate fuse failure at fuses in battery box and cabinet (short circuit)

Results expected:

1. UPS alarms local and on DP2. UPS runs on battery for 30 min.3. Alarms on DP, connected equipment fails one by one

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 4 DP CONTROL

12.6.2 KM UPS 2 SB Failure

Method:



Results expected:


Results found:

Comments:

Witnessed by: Date:





12.6.3 KM UPS 3 SB Failure (BU DP)

Method:



Results expected:


Results found:

Comments:

Witnessed by: Date:





12.6.4 KM UPS 4 SB Failure

Method:



Results expected:


Results found:

Comments:

Witnessed by: Date:





12.6.5 Computer Network failure test

Method:

- On DP- Select all available reference systems- All thrusters engaged

1. Fail comm. on Network A , restore2. Fail comm. on Network B, restore

Results expected:

1. Alarm, No effect on station keeping still comm. via net B2. Alarm, No effect on station keeping still comm. via net A

Results found:

Comments:

+

Witnessed by: Date:





12.6.6 Computer failure test

Method:- On DP- Select all available reference systems- All thrusters engaged

DPC A On line:1. Trip power supply to DPC A and Observe position accuracy

DPC B On line2. Trip power supply to DPC B and Observe position accuracy

DPC C On line3. Trip power supply to DPC C and Observe position accuracy

Results expected:

1. Alarm, Loss of DPC A, automatic changeover to DPC B2. Alarm, Loss of DPC B, automatic changeover to DPC-A3. Alarm, No effect on DPC A or DPC B, lost DPC C (emergency bridge)

Results found:

Comments:

Witnessed by: Date:





12.6.7 Check DP Console OS 1 & OS 2

Method:

- On DP- Select all available reference systems- All thrusters on line

1. Fail supply to KPOS OS 2 when KPOS OS2 in use2. Fail supply to KPOS OS1 when KPOS OS1 in use3. Fail supply to KPOS OS BU4. Check all pages on screen5. Change ranges and speed6. Lamp test7. Print page

Results expected:

1. Alarm, DPO to take control on OS 1 by pressing take button2. Alarm, DPO to take control on OS 2 by pressing take button3. Alarm, loss of backup DP4. All satisfactory5. OK6. OK7. OK

Results found:

Comments:

Witnessed by: Date:





12.6.8 DPC cabinet

Method:


1. Fail each fuse, by disconnecting one at the time, for each wait 30 second.2. Insert a defect or remove fuse in fuse panel for those who have LED light.

Results expected:

1. Alarm for fuse failure and loss of respective equipment if single supplied no loss ofposition.

2. The LED lights up.

Results found:

Comments:

Witnessed by: Date:





12.6.9 Computer I/O Modules Failure Test

Method:


1. Fail each I/O board one by one and restore. Check against KM I/O Spec

Results Expected:1. Alarm, No effect on station keeping

There is one IO module per thruster, hence only one thruster lost if that module fails

A failure of either I/O should not result in loss of position keeping

Results found:

Comments:

Witnessed by: Date:





12.6.10 Manoeuvre Changeover

Method:

- In manual mode forward bridge location- All thrusters engaged

1. Take command fwd bridge location2. Take command aft bridge location3. Take command each wing location4. Take command on Independent Joystick and test each position5. Take command on DP6. Take command on DP Joystick7. Deselect DP by switch the selection switch to manual.8. Visual inspection of hardware (DP change over switch) External protection cover.

Results expected:

1. Command transferred to fwd bridge2. Command transferred to aft bridge3. Command transferred to wing location4. Command transferred to Joystick5. Command transferred to DP6. Command transfer to DP Joystick7. Command transferred to last position8. Check, passive switch, (if powered; fail power source, if dual, fail both too to simulate

internal failure)Results found:

Comments:

Witnessed by: Date:





12.6.11 STX Mode Switch


1. Perform Lamp test at all panels, restore2. Test all panels for selections / DP and AHT only to be possible at aft station.3. Select DP mode4. Fail power supply to STX Mode selector switch from DC-11, restore, restore5. Fail power supply to STX Mode selector switch from DC-21, restore, restore, restore6. Fail both supplies (this includes for internal power failure like a short circuit) , restore7. Stop PLC A (F1,F2 or use run/stop dip on the PLC) , restore8. Stop PLC B (F1,F2 or use run/stop dip on the PLC) , restore9. Simulate wire break/ open loop on comm. line between PLC’s, restore10. Simulate wire break/ open loop on comm. line input / output to PLC A/B, one at time, restore11. Repeat 4,5 & 6 for Emergency/Manual switch

Results expected:

1. Lamp tests OK2. All stations OK, pushbuttons if possible to control from that station else only light indication.3. On DP4. Alarm locally on panels and in AIS, No effect on DP Station keeping5. Alarm locally on panels and in AIS No effect on DP Station keeping6. Alarm, no loss of DP control possible to take BU DP control7. Alarm, PLC failure, PLC B in control8. Alarm, PLC failure, PLC A in control9. Alarm, PLC A in control10. Alarm, opposite PLC in command11. See 4,5 & 6

Results found:

Comments:

Witnessed by: Date:





12.6.12 Joystick function test


1. Move vessel by operating joystick, using sway, surge and yaw controls in turn.2. Test joystick at local. Test environment compensation function3. Test joystick increase load on thrusters, simulate worst case failure, restore

Results expected:

1. Vessel moves to commands2. DP takes care of environmental forces3. Check that the load increase/ decrease for remaining thrusters

Results found:

Comments:

Witnessed by: Date:





12.6.13 Function test

Method:


1. Make a 20 meter move with the cursor.2. When the vessel is half way, press present position.3. When the vessel has stabilized, press previous set point.4. Test low, medium and high gain setting functions.

Results expected:

1. The vessel moves satisfactory towards the wanted position.2. The vessel stops at present position, increased thruster activity to stop the vessel from

origin movement.3. The vessel continues to move towards the previous set point.4. Normal operation.

Results found:

Comments:

Witnessed by: Date:





12.6.14 Rotation centre

Method:


- Select as many reference system as possible1. Rotate 180o and observe the reference systems offsets on the OS screen2. Note deviation from present position, change rotation centre and check changes of

deviation3. Change rotation point (not CG) and take command on either aft centre or fwd DP stationResults expected:

1. The reference system should stay within 2-3 metres from zero position.2. Deviation to zero3. The rotation point remains as set.

Results found:

Comments:

Witnessed by: Date:





12.6.15 Mathematical model

Method:

- On DP for at least 30 minutes- All thrusters on line

- Deselect all available reference systems1. Observe vessel movements using DGPS. Stop after 5 to 10 minutes.

Results expected:1. Vessel moved off position slowly

Results found:

Comments:

Witnessed by: Date:





12.6.16 Consequence Analysis

Method:


1. Vessel stabilised on full DP. Stop one thruster. Wait three minutes Restore thrusters.

Results expected:1. Consequence analysis alarms

Results found:

Comments:

Witnessed by: Date:




12.7 EQUIPMENT SUB-SYSTEM 5 SENSORS

12.7.1 VRS Fault Simulation

Method:On DP

- Select all available reference systems- All thrusters on line

- Select VRS 11. Switch off VRS 1, Restore- Select VRS 22. Switch off VRS 2, Restore- Select VRS 33. Switch off VRS 1, Restore

For VRS’s4. Simulate failure of VRS roll signal5. Simulate failure of VRS pitch signal6. Simulate failure of Heave signal7. Fail VRS signal to HiPAP

Results expected:

1. Alarm for failure & Automatic change over2. Alarm for failure & Automatic change over3. Alarm for failure & Automatic change over4. Alarm, DP deselects faulty VRS5. Alarm, DP deselects faulty VRS6. Alarm, DP deselects faulty VRS7. Alarm, DP deselects faulty VRS, HiPAP fails tooResults found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 5 SENSORS

12.7.2 Gyro Failure

Method:


1. Check Gyro headingsSelect Gyro 1

2. Interrupt supply, restoreSelect Gyro 2

3. Interrupt supply, restoreSelect Gyro 3

4. Interrupt supply, restore

5. Check settings for Gyro difference alarm and test it (rotate gyro by hand)6. If Gyros receive Longitude & Latitude corrections from GPS fail communication

Results expected:

1. Gyro headings agree.2 – 4. Alarm for loss of each Gyro5. Gyro difference alarm is set to 3o , Alarm in DP for difference6. Alarm, should not affect all gyros simultaneously

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 5 SENSORS

12.7.3 Wind Direction Tests Gill

Method:


1. Fail I/O card or input signal to DP.2. Check shielding3. Fail power supply to wind sensor

Results expected:

1. Alarm and Wind sensor is rejected2. OK, no obstruction or too close to exhaust3. Alarm and Wind sensor is rejected

Results found:

Comments:

Witnessed by: Date:




12.8 EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM

12.8.1 DGPS 1 (DPS 200) Tests

Method:


1. Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore2. Fail all diff link signals3. Fail power supply to DGPS 1 system. Restore4. Compare performance and take plots5. Rotate 180o high speed

Results expected:

1. Only one correction lost. Other diff. corrections still available2. Alarm DGPS 1 rejected from DP3. Loss of DGPS 1 , alarm in DP4. Sufficient performance to the satisfaction of the auditor5. Stays in DP and no rejection. Set point held.

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 6 REFERENCE SYSTEM



1. Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore2. Fail all diff link signals3. Fail power supply to DGPS 2 system. Restore4. Compare performance and take plots5. Rotate 180o high speed6. Have both DGPS enabled in DP then rotate 360o check blind spots

Results expected:

1. Only one correction lost. Other diff. corrections still available2. Alarm DGPS 2 rejected from DP3. Loss of DGPS 2, alarm in DP4. Sufficient performance to the satisfaction of the auditor5. Stays in DP and no rejection. Set point held.6. No blind spots

Results found:

Comments:

Witnessed by: Date:







1 -Fail each differential link signal one at a time (InMarsat, Spotbeam IALA), Restore2 -Fail all diff link signals3 -Fail power supply to DGPS 2 system. Restore4 -Compare performance and take plots5 -Rotate 180o high speed6 -Have both DGPS enabled in DP then rotate 360o check blind spots

Results expected:

1 -Only one correction lost. Other diff. corrections still available2 -Alarm DGPS 2 rejected from DP3 -Loss of DGPS 2, alarm in DP4 -Sufficient performance to the satisfaction of the auditor5 -Stays in DP and no rejection. Set point held.6 -No blind spots

Results found:

Comments:

Witnessed by: Date:





12.8.4 Seapath 200 (1) Tests

Method:


1. Fail each differential link signal one at a time (InMarsat, Spotbeam), Restore2. Fail all diff link signals3. Fail communication to GPS antenna 1& 2, one at the time4. Fail gyro signal to Seapath 200 (1)5. Fail MRU signal to Seapath 200 (1)6. Fail power supply to Seapath 200 (1) system. Restore7. Compare performance and take plots8. Rotate 180o high speed

Results expected:

1. Only one correction lost. Other diff. corrections still available2. Alarm Seapath 200 (1) rejected from DP3. Alarm in DP, loss of Seapath 200 (1)4. No effect on Seapath 200 (1), uses calculated heading, gyro only for calibration5. Alarm in DP, loss of Seapath 200 (1)6. Alarm in DP, loss of Seapath 200 (1)7. Sufficient performance to the satisfaction of the auditor8. Stays in DP and no rejection. Set point held.

Results found:

Comments:

Witnessed by: Date:





12.8.5 Seapath 200 (2) Tests

Method:


1. Fail each differential link signal one at a time (InMarsat, Spotbeam), Restore2. Fail all diff link signals3. Fail communication to GPS antenna 1& 2, one at the time4. Fail gyro signal to Seapath 200 (2)5. Fail MRU signal to Seapath 200 (2)6. Fail power supply to Seapath 200 (2) system. Restore7. Compare performance and take plots8. Rotate 180o high speed

Results expected:

1. Only one correction lost. Other diff. corrections still available2. Alarm Seapath 200 (2) rejected from DP3. Alarm in DP, loss of Seapath 200 (2)4. No effect on Seapath 200 (2), uses calculated heading, gyro only for calibration5. Alarm in DP, loss of Seapath 200 (2)6. Alarm in DP, loss of Seapath 200 (2)7. Sufficient performance to the satisfaction of the auditor8. Stays in DP and no rejection. Set point held.

Results found:

Comments:

Witnessed by: Date:





12.8.6 Fanbeam tests

Method:

- On DP- All thrusters on line- Test Position keeping on Fanbeam

1. Trip fuse to power supply (disconnected serial line to the DP), Restore2. Execute a 20 metre “box” manoeuvre by keeping one heading; observe DGPS co-

ordinates to check orientation.3. Make a 50 degrees heading change on the MDL.

Results expected:

Satisfactory position keeping.1. Alarm on DP and de-selection2. Satisfactory DP performance3. Satisfactory DP performance

Results found:

Comments:

Witnessed by: Date:





12.8.7 HiPAP 1 Tests

Method:

- On DP- All thrusters on line- HiPAP as reference system only-1. Test each transponder in turn to DP with HiPAP

2. Lift one transponder used for DP without deselecting- Select transponder to DP when suspended to test voting- Make small move- Stabilise

3. Fail power to HiPAP transceiver unit

Results expected:

1. All transponders work2. Transponder rejected when moved

Transponder rejected when suspended3. Alarm, HiPAP rejected on power failure

Results found:

Comments:

Witnessed by: Date:





12.8.8 HiPAP 1 Performance Tests

Method:

DP- All thrusters on line- Select HiPAP as reference system only

1. Carry out a “standard box” move , confirm position with the DGPS in UTM2. Rotate 180o , confirm position with the DGPS in UTM3. Continue by rotating another 180o , confirm position with the DGPS in UTM4. Check interrogation time (change to different intervals)5. Check test menus and display

Results expected:

1. No loss of position2. No loss of position, offset OK3. No loss of position, offset OK4. Different interrogation time, OK5. All functions normal

Results found:

Comments:

Witnessed by: Date:





12.8.9 HiPAP 2 Tests

Method:

- On DP- All thrusters on line- HiPAP as reference system only-1. Test each transponder in turn to DP with HiPAP

2. Lift one transponder used for DP without deselecting- Select transponder to DP when suspended to test voting- Make small move- Stabilise

3. Fail power to HiPAP transceiver unit

Results expected:

1. All transponders work2. Transponder rejected when moved

Transponder rejected when suspended3. Alarm, HiPAP rejected on power failure

Results found:

Comments:

Witnessed by: Date:





12.8.10 HiPAP 2 Performance Tests

Method:

DP- All thrusters on line- Select HiPAP as reference system only

1. Carry out a “standard box” move , confirm position with the DGPS in UTM2. Rotate 180o , confirm position with the DGPS in UTM3. Continue by rotating another 180o , confirm position with the DGPS in UTM4. Check interrogation time (change to different intervals)5. Check test menus and display

Results expected:

1. No loss of position2. No loss of position, offset OK3. No loss of position, offset OK4. Different interrogation time, OK5. All functions normal

Results found:

Comments:

Witnessed by: Date:




12.9 EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL

12.9.1 Backup DP Computer change over test

Method:


1. On auto DP at Main DP OS, operate switch at backup DP OS.

Results expected:

1. Transition to backup DP control using all thrusters and available reference systems suchas Seapath 2, HiPAP 2 and DGPS 3.

Results found:

Comments:

Witnessed by: Date:




EQUIPMENT SUB-SYSTEM 7 BACKUP DP CONTROL

12.9.2 Backup Computer change over test

Method:


1. Simulate failure in main instrument room or fire on main bridge. By closing power to allsystems in the room.

Results expected:

1. Alarm, Backup DP available selected by operator on DP by backup system.

Results found:

Comments:

Witnessed by: Date:





12.9.3 Backup Computer

Method:

- On DP- Select all available reference systems- All thrusters engaged- On Backup DP OS

1. Utilise manual and DP control on bridge2. Fail power supply to thruster controls in instrument room (main and backup supplies)3. Fail supply to bridge equipment (non-backup DP)

Results expected:

1. No loss of controls on backup DP through any failure in main DP area (bridge)2. No loss of controls on backup DP through any failure in main DP area (bridge)3. No loss of controls on backup DP through any failure in main DP area (bridge)

Results found:

Comments:

Witnessed by: Date:





12.9.4 Backup DP Console

Method:- On DP with backup DP- All thrusters selected- All available reference systems selected

1. Perform lamp and alarm test2. Check wind sensor operation3. Check VRS sensor operation4. Check DGPS operation5. Check HiPAP operation6. For each thruster check feedback, setpoint on pitch/ rpm and azimuth7. Check mimic for errors between main DP and backup DP OS

Results expected:

1. Operational2. Operational3. Operational4. Operational5. Operational6. Within limits7. No deviation show the same data

Results found:

Comments:

Witnessed by: Date:





12.9.5 Performance

Method:- On DP with backup DP- All thruster selected- References selected

1. Move vessel to ensure correct operation of available reference2. Move vessel in low gain, check acceptable positioning3. Move vessel in high gain, check acceptable positioning4. Deselect all references and check model control (mathematical model)5. Check manual station keeping with DP joystick6. Return to main DP

Results expected:1. Operational positioning within limits.2. Satisfactory3. Satisfactory4. Position loss acceptable, mathematical model OK5. Normal operation6. Normal operation

Results found:

Comments:

Witnessed by: Date:




12.10 EQUIPMENT SUB-SYSTEM 8 A/C UNITS/ VENTILATION

12.10.1 A/C Units/ Ventilation

Method:

- On DP- All references selected- All thrusters selected

1. Check cabinet fans and room air conditioning units are operational.2. Power supply to fans and chill units to be split configured.3. Test Fire dampers4. Close all WT doors and stop all fans to engine room

Results expected:

1. All operational2. Power supplies are split configured and same for chill units, a single system does not

feed all.3. All operational4. Power generation should not be affected

Results found:

Comments:

Witnessed by: Date:




12.11 EQUIPMENT SUB-SYSTEM 9 CABLING

12.11.1 General Cabling

Method:


1. Asses DP class 3, required cable segregation for control systems and power supplies.

Results expected:

1. Cables segregated according to requirements

Results found:

Comments:

Witnessed by: Date:




12.12 EQUIPMENT SUB-SYSTEM 10 PIPING

12.12.1 General Piping

Method:


1. Check mechanical segregation against design specification for the systems; FO, LO, Air,SW/FW cooling.

2. Check marking and labelling for X-over valves

Results expected:

1 Piping segregated according to requirements2 X-over valves are marked and ease of access

Results found:

Comments:

Witnessed by: Date:




12.13 EQUIPMENT SUB-SYSTEM 11 BLACKOUT RECOVERY

12.13.1 Blackout Recovery Test

Method:

- All thrusters running- Reduce number of DG to minimum- Bus-tie breaker closed

1. Trip all running DG2. Do same test again but this time inhibits start of EG.

Results expected:1. Blackout, bus-tie breakers opens, PMS’s sends start signal to all DG’s, start of EG if time

elapsed exceeds 30 – 40 sec.2. Blackout, bus-tie breakers opens, PMS’s sends start signal to all DG’s,

Results found:

Comments:

Witnessed by: Date:




12.14 EQUIPMENT SUB-SYSTEM 12 COMMUNICATION

12.14.1 Communication devices

Method:

1. Communication equipment between bridge and control stations to be tested.Test to include raising call in each direction

2. Check ergonomic on DP bridge (visually, blindfolds)

Results expected:1. Clear communication2. Good ergonomic layout throughout

Results found:

Comments:

Witnessed by: Date:




13 DP DOCUMENT REFERENCE LIST

13.1 Introduction

13.1.1 The following documents are considered to be important references for the safeand efficient conduct of DP operations carried out on board the vessel. All keyDP personnel should be aware of the documents and should have a level ofknowledge of their contents that is considered appropriate to their position onboard. See Section 5 of this manual for details of individual requirements.

13.2 Manufacturers Manuals

13.2.1 The manufacturer’s manuals should be available on board and in the vicinity ofthe DP operation rooms, in an appropriate language and were possible thesemanuals should be vessel specific.

13.2.2 The following manufacturers’ manuals were available on board the vessel:

Documentation List Manufacturers Manuals

SDP 21 & SDP 11 Operator’sManual

Hipap 500 Operating/ServiceManual

Fanbeam MDL Operator’sManual

Gyrocompass AnschutzOperating/Service Manual

DGPS 132 Operator’s Manual UPS Operating/Service Manual

DGPS 116 Operator’s ManualMRU 5 Operating/ServiceManual

DGPS 200 Operator’s ManualMRU 2 Operating/ServiceManual

Seapath 200

Operation/Service Manual

Wind GILL ObserverOperation/Service Manual

13.2.3 In addition, the key DP personnel should be aware of the contents of thefollowing documents and reports that have been prepared by the MarineDivision of IMCA (International Marine Contractors Association), formerlythe DPVOA (DP Vessel Owners Association). Unless otherwise stated inbrackets the documents below have been issued by IMCA/DPVOA.




13.2.4 In addition to the above listed documents, the key DP personnel should beaware of the contents of the following documents and reports that have beenprepared by the Marine Division of IMCA.

Documentation for further study:

The Training and Experienceof Key DP Personnel

Dynamic Positioning Systems’Incidents

A Review of DGPS forDynamic Positioning

Failure Modes of Thrusters

Differential GPS ReliabilityStudy

DP Position Loss Risks inShallow Water

Guidelines for the Design andOperation of DP Vessels

Engine Room Fires on DPVessels

Guidelines for AuditingVessels with DP Systems(UKOOA)




13.3 Standard References

13.3.1 This manual meets the requirements of the various design, construction andoperating rules and guidelines that provide the basis for DP performancestandards. In particular the documents below have been used as principalreference standards during the compilation of this manual.

Document Reference Document name

IMCA Report M103, revision 1,December 2007

Guidelines for the Design andOperation of Dynamically PositionedVessels:

MSC Circ 645, IMO 1994Guidelines for Vessels with DynamicPositioning Systems

IMCA M 117, February 2006Rev.1 which also is referenced

as IMO MSC Circ 738

Training and Experience of Key DPPersonnel:

UKOOA 1993Guidelines for Auditing Vessels withDP Systems:

IMCA M 166, April 2002Guidance on Failure Modes & EffectsAnalysis

IMCA M 125IMCA 1997 Safety Interface doc. for aDP vessel working near an OffshorePlatform

IMCA M 115, October 1994IMCA 1994 Risk Analysis of collisionof Dynamically Positioned supportvessels with offshore installations

IMCA M 139, July 1997IMCA 1997 Standard Report for DPvessels’ Annual Trials

IMO A.481 (XII) Principles of Safe Manning

IMCA M182International Guidelines for The SafeOperation of Dynamically PositionedOffshore Supply Vessels, March 2006

IMCA M109 Rev. 1A Guide to DP-Related Documentationfor DP Vessels

IMO MSC/Circ. 738. DP operators’ qualification

STCW 1978International Convention on Standardsof Training, Certification and Watchkeeping for Seafarers




14 DP INCIDENT REPORTING

14.1 Introduction

14.1.1 A DP Incident Reporting System has been established for a number of years.Users of DP systems make use of the reporting system for recording andreporting faults, failures and problems that have occurred on DP vessels.

14.1.2 The main purpose of the reporting system is to provide a means ofdisseminating relevant information to other DP users. In addition the incidentsare analysed and important conclusions drawn.

14.2 Responsibilities

14.2.1 The Master is responsible for ensuring that all DP incidents are recorded andreported on the enclosed form. Reports should be sent to the Solstad ShippingAS, Company head office and also to the Secretary of IMCA, whose address isgiven on the enclosed form.

14.3 Definitions

DP incident - loss of automatic control, loss of position orany incident which has resulted in or should have resultedin a red alert

Any loss of position to the surprise of the operator

DP undesired event – loss of position or other event whichis unexpected /uncontrolled and has resulted in or shouldhave resulted in a yellow alert

Lost time incident is defined as one that could have causeda loss of position and required some repair or modificationto be carried out.

DP downtime – position keeping problem or loss ofredundancy which would not warrant either a red or yellowalert, however loss of confidence has resulted in a standdown from operational status for investigation,rectifications, trials etc.




Revision: May 2008 (Address update December 2009)

Reportable Station Keeping Incident

This report should be completed and sent to IMCA on the following occasions:

DP incident - loss of automatic control, loss of position or any incident whichhas 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 wouldnot warrant either a red or yellow alert, however loss of confidence has resultedin a stand down from operational status for investigation, rectifications, trialsetc.

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, undesiredevent, downtime)

Please return completed form to:Jane Bulger, Technical DirectorIMCA, 52 Grosvenor Gardens, London SW1W 0AU, United KingdomE-mail: [email protected] Tel: +44 (0) 20 7824 5520Fax: +44 (0) 20 7824 5521

Station KeepingIncident Form

for

DP Vessels




1.) Description of work being carried out:

2.) EnvironmentWind Speed: Wind Direction: Wave Height: Visibility:

Current Speed: Current Direction: DP Current orReal Current:

Water Depth:

3.) Equipment On-LineControl System: Relevant Switchboard Breaker Positions:

Thrusters On-Line:

Thrusters on Stand-By:

Generators On-Line:

Generators on Stand-By:

(selected to DP)(available forimmediate start)

(selected to DP)(available for immediatestart)

Position References: (populate fields with numbers)

Status: HPR ArtemisFan-Beam

TautWire

DGPS DARPS Other

Available

Stand-ByOn-LinePreferred

Sensors: (populate fields with numbers)Status GYRO VRS WIND Othe

rAvailableStand-ByOn-LinePreferred




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 AppropriateModify ProceduresModify Standing InstructionsReport to Shore ManagementRepairModify Maintenance ProceduresReport to SupplierAdditional Alarm InstalledOperator / Technician TrainingWarning Label fittedOther (specify)Is there more work to do before close out is complete?Has the incident been closed out with a satisfactoryconclusion?

9.) Incident detailsInitiating event:

Main cause:

Secondary cause:

10.) Human FactorsWere too many tasks being performed, or were there too many people involved/discussionstaking place at the time of the incident?

Were the factors leading to the incident adequately covered by the circumstances within thetraining 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 adifferent way?




10.) CommentsPlease 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 correspondencethat may assist in the analysis of the incident

Client: Solstad Shipping AS Date: 16.03.2012 Page A1



APPENDIX A

DP Philosophy Guidelines and Operational Procedures




1 DP PHILOSOPHY GUIDELINES ANDOPERATIONAL PROCEDURES

1.1 Introduction

1.1.1 The intention of the DP Philosophy guidelines and Operational procedures is togive the DP operator guidance on how to conduct safe operations.

1.1.2 Nothing in these guidelines and procedures shall be treated as other than a bestpractice for a DP operation and shall not over rule the Master’s authority andthe DP operator’s final decision in performing their duty.

1.2 DP Philosophy

1.2.1 The DP philosophy is based on the IMCA guidelines and industry best practiseto archive a safe DP operation.

1.3 List of DP Operational Procedures

1.3.1 Arrival Checks

Arrival checks should be carried out before the vesselcomes within 500 meters of the installation.

The purpose of the arrival checks is to ensure satisfactoryoperation of the DP system and should include fullfunctional checks of the operation of the thrusters, powergeneration, auto DP and joystick/manual controls.

The checks should also ensure that the DP system is set upcorrectly for the appropriate DP capability class, e.g. thebridge manning should be in accordance with DP capabilityclass requirements.

These checks should be documented and kept on board thevessel and are done once for each location/operation.

1.3.2 Communications

There should be an effective means of communicationbetween the DP Vessel and the offshore installation. Inmost cases this will be by VHF and will link the DP controlconsole with appropriate personnel on the installation.These are likely to be the crane driver, deck foreman andradio room.

Communications should be tested before arrival. Thereshould also be effective communications between the DPconsole and the vessel crew on deck.




1.3.3 Approaching the Installation

The vessel should be manoeuvred at a safe speed wheninside 500 meters of the installation. The vessel should notapproach the installation unless authorized to do so.

When making a final approach to the installation the vesselshould not head directly towards it. Where a final approachis made to the installation having conducted DP set upchecks, this approach should be conducted on DP or inmanual control using the DP joystick.

1.3.4 DP Location Setup Checks

Location setup checks should be carried out on everyoccasion and before the vessel moves into the final workinglocation.

The principal objectives of these checks are to assess thevessel’s station keeping performance at the workinglocation and to ensure that the position reference systemsare properly set up.

These checks should be carried out at a safe distance fromthe installation, in the region of 50 meters. They should alsobe carried out, wherever possible, at a location where, in theevent of a loss of thrust, the vessel would drift clear of theinstallation. These checks should be documented and kepton board the vessel.

1.3.5 Close Proximity Time

Close proximity time at the working location should be keptto a minimum. The vessel should only remain in theworking location when supply operations are being carriedout.

During periods of inactivity, e.g. when the installation craneis not available for cargo transfers, the vessel should move asafe distance away from the installation.

Wherever possible, when undertaking hose transfers,sufficient hose length should be given to allow the vessel toincrease the separation distance.




1.3.6 Separation Distance

The separation distance at set up between the vessel and theinstallation should be carefully selected.

The distance should be agreed between the vessel andoffshore installation before the start of operations.

The separation distance should take account of thecombined movements of the vessel and the installation,where the installation is not fixed in position (such as anFPSO, spar buoy, TLP, etc.).

The separation distance should be as large as is attainable inthe circumstances, without adversely affecting the safety ofthe supply operation.

Wherever possible, such as when hose transfers alone arebeing carried out, consideration should be given tomaximizing the distance by extending hose length.

1.3.7 Selecting a Safe Working Location

A safe working location should be selected for every operation. It is safer towork on the lee side of the installation than on the weather side. It is alwayspreferable to set up on the lee side.

Other elements to be considered in selecting a safe working location includethe position and reach of the installation cranes, obstructions on the installationand interaction with installation thrusters.

1.3.8 Safe Working Heading

The most appropriate vessel heading should be selected on the basis that it maybe necessary to make a rapid escape from the installation by driving ahead orastern. It can be an advantage to provide a good steadying vector by placingthe vessel such that environmental forces are opposed by a steady state thrustoutput.

1.3.9 Escape Route

An escape route should be identified. The escape route should provide a clearpath for the vessel to follow when making a routine or emergency departurefrom the installation.

Other vessels should stay clear of the escape route. The escape route should, ifpossible, extend 500 meters from the installation.




1.3.10 Environmental Forces Monitoring

Environmental forces are never constant. Wind, current and swell should bemonitored continuously as should their effects on position keeping.

Electronic monitoring methods, such as wind sensors and resultant forcevectors provide the DP control system with inputs, but these methods shouldbe supported by visual monitoring and forecasting

Great care should be taken where there is likely to be sudden wind and/orcurrent changes. Preventative measures may require the vessel to ceaseoperations during these periods and move off to a safe location.

Great care should also be taken in areas where lightning strikes are likely.Preventative measures may also require the vessel to cease operations duringthese periods and move off to a safe location.




1.3.11 Maintaining a Safe Working Location

A safe working location should be maintained at all times atthe installation. In particular this will require constantvigilance in respect of a possible accumulation of a numberof hazards.

These could include, for example, those from environmentalforces and other potential dangers, such as marine andairborne traffic, or cargo operations.

It will also require the vessel to operate within its designparameters and within the range of the vessel’s DPcapability plots.

Consideration should be given to unrestricted view of thework area from the DPO position. CCTV or an observercould be of assistance.

1.3.12 DP Watch Keeping Handovers

Wherever possible, watch handovers should take placewhen the vessel is in a steady state and where the vessel issettled in position.

Using a checklist handover ensures that all relevantinformation is passed on to the oncoming watch keeper. SeeAppendix for a checklist.

1.3.13 On board Engineering, Electrical and Electronics Support

An engineer should be available in ECR when the vessel iswithin 500 meters of the installation.

Wherever possible, electricians and, where carried,electronics officers should be on call when the vessel isinside the 500 meter zone.

Engineers, electricians and electronics officers should takeaccount of the following when the vessel is inside the 500meter zone:

o Do not start, stop or carry out maintenance on anymachinery or equipment that could affect the DP systemwhile the vessel is in DP, when in doubt a check should bemade with the DP bridge watch keeper.

o If problems or potential problems are detected with any DPor associated equipment during a DP operation then the DPbridge watch keeper is to be informed immediately.




1.3.14 Critical and Allowable Vessel Excursions

Critical and allowable excursion limits should be set. The critical limit should not exceed half of separation

distance between the vessel and the installation. The allowable limit should not exceed half of the critical

limit.

1.3.15 Electronic Off Position Warning and Alarm Limits

The electronic warning limit should not exceed theallowable excursion limit above. The electronic alarm limitshould not exceed the critical excursion limit above.

For example, where the separation distance is 10 meters, thewarning limit should not exceed 2.5 meters and the alarmlimit should not exceed 5 meters.

However, wherever possible, the warning and alarm limitsshould be less than the critical and allowable excursionlimits.

1.3.16 Electronic Off-Heading Warning and Alarm Limits

The electronic off-heading warning limit should be set at avalue that does not result in movement of any part of thevessel greater than the allowable excursion limit.

The electronic off-heading alarm limit should be set at avalue that does not result in movement of any part of thevessel greater than the critical excursion limit.

However, wherever possible, the off-heading warning andalarm limits should be set at lower values.

In setting the off-heading limits consideration should begiven to the alignment of the vessel and the installation andthe vessel’s point of rotation.

1.3.17 Position and Heading Changes

Changes in vessel position and heading are frequentlynecessary, especially during supply operations when supplyvessels are alongside fixed installations, typically becauseof wind and/or current changes, or for operational reasons.

Such changes should be carried out in small increments. Operators should be aware of the potential dangers of a

number of cumulative changes, e.g. that they may affect theline of sight for some position reference systems, such asFanbeam, or Radius.




1.3.18 Power Consumption and Thruster Output Limits

The power and thruster limits will depend on the nature ofthe vessel/installation interface.

Vessels with DP class notations 2 and 3 can, if agreement isreached with the installation OIM and or charterer, ifapplicable, operate to DP class 1 standard on thoseoccasions when a DP class 1 vessel would be permittedalongside.

For vessels that are operating to DP class 2 or 3 standards,the limits should be set so that the vessel will be left withsufficient power and thrusters to maintain position afterworst case failure.

The Guidelines thus provide two possible limits. For DPOSV capability 2 and 3, the vessel operates to worst casefailure in the given environmental conditions, typically halfthe propulsion.

For DP OSV capability 1, the vessel operates to the intactcapability in given environmental conditions.

Methods of monitoring power consumption and thrusteroutput limits include the use of the DP computer system’sconsequence analysis and effective DPO watch keeping.

After a failure the main objective would be to make thesituation safe. The route to getting back to work again is tocarry out a risk assessment, taking account of allpossibilities.

The risk assessment should determine whether it is safe todo so.

Regional and or charterer’s guidelines may take precedence.

1.3.19 Consequence Analysis

Where classification societies require consequence analysisto be fitted, to IMO DP equipment class 2 and 3 Vessels andclassification society equivalents (see MSC Circular 6453.4.2.4), to remain in class it is a requirement for thesevessels to operate with the consequence analysis switchedon.

The consequence analyser monitors power and thrust outputand gives a warning to the operator when it is calculatedthat the vessel will lose position if the worst case failureoccurs.

Whenever the consequence analysis alarms, the vessel is ina degraded operational condition and appropriate actionshould then be taken to ensure the safety of the vessel.Appropriate action will include a degraded condition riskassessment.




1.3.20 Safe Operating Limits

Safe operating limits are not solely based on powerconsumption and thruster output levels.

In setting safe operating limits consideration should begiven to other relevant factors such as a mariner’sawareness of the weather environment, the nature of theoperation, the safety of the crew and the time needed tomove clear. ¨

The safe operating limits should be governed by riskassessment.

1.3.21 Position Reference Systems

Wherever possible, if multiple position references are inuse, they should be independent of each other and should bebased on different principles.

Relative position references should be used at installationsthat are not fixed in position, such as FPSOs, spar buoys,TLPs, etc. Relative systems include, for example, Fanbeam,Radius, and DARPS.

The use of relative and absolute position reference systemscan cause conflicts.

A possible example of ‘three position references’ could be adual laser system operating on independent targets ondifferent lines of sight with one DGPS.

1.3.22 Change of Operating Control Mode

There may be occasions during a normal supply operationwhen it is appropriate to change over from auto DP controlto joystick/manual control.

In this case the vessel will revert to conventional supplyvessel mode and will be subject to appropriate controls.Where the vessel transfers control from DP to manual orconventional control, transfer back to DP control should besubject to a repeat of location set up checks.

Another possible issue in relation to control, is that thepreferred location for the DP control console would be theaft end of the bridge to allow unrestricted view for the DPOof the work deck and the installation.

Where this is not possible some other means should beavailable to observe external conditions, e.g. CCTV at theDP control console or an observer on the bridge withunrestricted view.




1.3.23 Standby Time

There are frequently occasions when the vessel stands downfor a period of time. Standby time should be put to gooduse. Standby time is useful since it provides opportunities topractice skills, such as (a) ship handling, (b) DP operatingexperience and (c) taking DP footprint plots away from theinstallation.

1.3.24 Vessel Thruster Efficiency at Different Drafts and Trims

Changes in vessel draft/trim usually occur at an installation. A smaller draft can have an adverse effect on thruster

efficiency, particularly for bow tunnel thrusters. This can result in a significant loss of thruster effect,

resulting in poor station keeping as well as impacting onthruster redundancy.

Wherever possible, measures should be taken to maintain anappropriate draft/trim at all times when at an installation.This may mean taking in water ballast.

1.4 DP Setup Procedures

1.4.1 Manual Control to DP

Ensure that the DP Location Checklist has been started andall possible equipment is tested according to procedurescompleted and that all DP related equipment is operatingand on-line.

Take control of the vessel in manual mode at the aft controlstation by pushing the command aft button on thecontroller.

Turn the Mode Selector Switch to DP. Control will then betransferred to the DP. Select the thrusters required into theDP and select Manual Mode. There are variouscombinations of DP joystick (Manual) mode.

Select an appropriate position reference system. Stabilise the vessel’s position on DP joystick. When the vessel’s position is relatively stable and the

vessels speed is reduced to less than 0.5 knots. Select Yaw control and stabilize the vessels heading.

Observe power and thruster use. When the vessels heading is stable: Control vessel SWAY

motions by use of DP Joystick. When the vessel is table inthe SWAY motions: Select SWAY control to DP console.Observe power and thruster use.

When the vessels YAW and SWAY motions are stable:Control vessel SURGE motions by use of DP Joystick.When the vessel is stable in the YAW and SWAY motions:




Select SURGE control to DP console. Observe power andthruster use.

The vessel should now be in Auto Positioning control.Confirm status OK at the backup system.

1.5 Transponder Procedures

1.5.1 There are several ways of deploying the transponder, transducer pole and thesinker weight. The following methods are most common used andrecommended.

1.5.2 Prior to deployment of the transponder it is recommended to check thefollowing:

Battery history to ensure sufficient battery life for theintended operation.

Attachments to the sinker weight and the recovery line forintegrity prior to deploying.

Transponder is properly marked with vessel name, contactnumber and reflecting tape.

Transponder is properly assembled. If floating collar is used on transponder make sure that the

sinker weight is minimum 60 kilo.

1.5.3 Prior to deployment and where applicable the following is recommended tocheck:

Seabed for obstructions, Agree the position for deployment of the transponder with

the surveyor and/or client (if on board). Inform ROV control of your intentions, Get clearance before proceeding.

1.5.4 Prior to lowering the transducer pole ensure the following:

Transducer valve is opened. There is sufficient water depth under keel for lowering pole. Vessel speed is reduced (Pole should not be lowered if the

vessel speeds exceed 2 - 3 knots).

1.5.5 When transducer pole have been lowered:

Ensure transducer pole is in correct position. HIPAP/HPR system has been configured correctly. Correct transponder serial number is entered in to the

HIPAP/HPR system.

1.5.6 Rigging and lifting of transponder:

Transponder must always be lifted by the transponder cage.(Transponder cage is only certified to lift the transponderand the floating collar).

Sinker weight must be lifted separately.




1.5.7 Landing of transponder on seabed:

Where possible have ROV to visually check the landinglocation for transponder and make sure the seabed is clearof subsea structures. If ROV is not available check by allother means that “landing” location for transponder is safe.

When us of ROV for deploying transponder; make sure thatthe transponder is in ‘mobile mode’ before deploying thetransponder with use of ROV.

Once transponder is on seabed and in final location; switchthe transponder to ‘fixed mode’ prior to using it as apositioning reference.

In the absence of a ROV, the crane can be used fordeploying the transponder.

Inform the crane operator when it is on the bottom, andsufficient slack wire has been paid out.

If the transponder is to remain attached to the crane,carefully monitor the amount of slack wire available whenmoving the vessel.

If an ROV is available, have ROV to disconnect thetransponder from the crane hook.

1.5.8 “Drop” of transponder over the ships side:

Make sure that the vessel is in drift off position from droplocation.

Make sure that the sinker weight is as per manufacturesrecommendation.

Check if ping release mechanism is working properly. (Thisto avoid unwanted release of transponder).

Take in account the sea current when using free dropmethod of transponder.

While transponder is sinking to seabed, carefully monitorthe transponder depth.

Take position of transponder when on seabed.

1.5.9 Recovery of transponder by ping release:

If necessary make a ping count of the transponder prior torecovering to establish the remaining battery life.

If ping release is used for releasing the transponder from thesinker weight it is importance that the transponder serialnumber is correct set up in the HIPAP/HPR computermenu. If not the transponder will not be released and cometo the surface.

If several transponder is using the same serial number andhas ping release mode and ping release is used, alltransponders with the same serial number will be releasedfrom their sinker weights and float to the sea surface.




Once recovered, flush the transponder with fresh water,when transponder is dry, charge up the battery, and makeready for use. If transponder is not going to be used, againfor a considerable amount of time, disconnect battery packfrom transponder. If any defects found or an operationalproblem with the transponder occurs, report to ChiefOfficer.

1.5.10 For transponders equipped with Lithium bases batteries it is imperative that thefollowing precautions are taken. This list is not exhaustive and the operatorshould consult the manufacturer’s recommendations prior to use of suchtransponders.

Upon recovery, place transponder in a designated safe placeoutside of the accommodation / superstructure for aminimum of two hours.

Visually inspect the transponder for any damage, beespecially vigilant in looking for cracks that could producea leak in the transponder as water contamination of thelithium battery can cause an explosion and the release of aseries of noxious gases. Refer to the manufacturer’srecommendations if such cases are revealed.

1.6 Procedures for Operating Close to Installations Flare

1.6.1 When DP operations shall commence close to an installations flare area,confirm with the installation regarding their routines for informing vesselsworking close to flare. If no such routines are in place, agree a procedurebetween installation and DP vessel for a "flare report".

1.6.2 Recommendation for Flare Report

The installation should report as early as possible prior tocontrolled/planned flaring.

The installation should report as early as possible if flaringcan occur, due to the nature of work under taken by theinstallation.

The vessel should report to the installation whenapproaching the 100-meter zone of the flare, forcommencing a work task in the flare area.

The vessel should give the installation an approximate timeplanned for the work task in the area.

The vessel reports to installation when leaving the 100-meter zone of the flare and are clear of the area.

1.6.3 If an installation is flaring precautions should be taken. The DP operator isrecommended if possible to select HIPAP for reference as the main DPreference system.




1.6.4 It is not advisory to use satellite or prism based systems as “main reference” inthe DP system. When operating close to an installation, which is flaring orflaring can occur without notice to the DP vessel.

1.6.5 If DP operations have to take place close to a "live" flare, the followingapproach method on DP is recommended to be used:

Set up vessel on DP at installations 500-meter safety zone,with HIPAP as reference origin.

Move vessel in steps of 100 meters while monitoring theDP reference systems.

Stop vessel 100 meters of the flare centre. It is recommended to place an additional transponder on the

seabed, if HIPAP is used as reference. Check that all reference systems are stable. Move vessel in steps of 10 meters until the work location,

while carefully monitoring the vessels position.

1.6.6 The reason is if the vessel has selected satellite based reference systems andflaring should occur, there is a high risk of interference in the satellite signalsor loss of satellite based signals.




1.6.7 The heat from a "high" flare can create a local atmosphere in the flare area. Thedisturbance can result in false readings of the satellite signal. This again canresult in a “false” output of the position, from the satellite based positioningsystem to the DP system.

1.6.8 The DP system will read the satellite based positioning system signal as a goodreference signal and use it for positioning. This again can result in no alarms onthe DP operator station. The vessels will most likely start to move against theflare source, since the satellite signal will be curved down through the localflare atmosphere. The DP operator will not get an early warning from the DPsystem.

1.6.9 Corrective actions if installation starts to flare and the satellite basedpositioning system are selected as the main reference:

Pay close attention to the satellite based positioning systemreference signal on the DP operator station. This is bestshown in the "Ref. Syst. Raw Data SD" window.

If the satellite based positioning system signal starts to"walk" against the flare source and dragging the vessel insame direction, de-select satellite based positioning systemas reference system immediately.

Stop operation. Move vessel away from installation to safe location. Commence DP positioning drop out and select other

reference source as DP reference. I.e. HIPAP. Re-approach installation and closely monitor DGPS and

other reference system. When vessel is proven stable in position, commence DP

operation.

1.6.10 If an installation starts to flare and the HIPAP is selected as one of the mainreferences:

Pay close attention to the DGPS reference signal on the DPoperator station. This is best shown in the "Ref. Syst RawData SD" window.

If the satellite based positioning system signal starts to"walk" against the flare source and dragging the vessel insame direction, de-select satellite based positioning systemas referents system immediately.

Stop operation. Select an additional referents source if possible. Monitor position, when vessel is stable and have minimum

three independent reference system selected in to the DP,and one reference system as back up, continue operation.

1.6.11 If a back-up reference, system is not available. Inform the Master about thesituation and get permission from the Master to continue the DP operation.




1.6.12 NB: The vessel could have undertaken several earlier work tasks in a flare areabefore without having any problems with the satellite based positioning systemsatellite signal.

1.6.13 The operator shall be aware that the reason for earlier successful operationsinside the flare area could have been due to:

Favourable wind speed and direction. Weather conditions. Satellite configuration and elevation. Height of flare torch. Size/height/heat of flame from the flare.

1.7 Launching of ROV

1.7.1 Prior to launching ROV, the following precautions should be taken in toaccount:

DP operator to make sure that the ROV launch point is notplaced over any sub-sea structure, i.e. template.

If applicable give as much lee as possible to the ROVlaunch site area. With the help of the vessel hull/shape.

Avoid rolling of the vessel if possible when launchingROV.

Inform ROV of the water dept under the vessels keel. Usethe vessels echo sounder for depth measuring.

1.7.2 When all above steps in this procedure are completed, give the ROV greenlight to proceed with the dive.

1.8 The use of DP Follow Target Mode

1.8.1 Prior to use of DP follow target mode the DP operator shall check:

That the vessel is well clear of any installation or otherobstructions.

Make sure that the vessel is not connected to any subseastructure.

That the ROV beacon is set to mobile mode. Follow Target DP mode settings. Vessels speed is set to zero and low or medium gain is set.

To avoid vessel "run off" prior to start. Agree with ROV pilot of vessel setup compare to ROV. Agree on an estimated speed of ROV and if applicable a

max speed to be used.




1.8.2 When Vessel is set up for follow target:

DPO to inform ROV pilot that vessel is in follow targetmode and ROV can commence operation.

DPO to increase vessels speed gradually as the ROVincreases speed.

Select a higher or lower DP gain mode if applicable.

1.8.3 During vessel move in follow target mode:

DP operator to keep vessels heading in the most favourableoperation heading to decrease the thrusters use as much aspossible.

Inform ROV of speed and heading changes. Keep thrusters in such configuration, that it gives as little

"pole wash" as possible for HIPAP transducer.

1.8.4 Pay close attention to the following:

Vessels speed. Thruster configuration. HIPAP signal noise. ROV offset to vessel. ROV umbilical compare to vessels thrusters and vessels

hull. Position of TMS compare to ROV and vessel. Vessel use of power and thrust compare to ROV movement. Water depth.

1.8.5 Finalization in the use of follow target DP mode:

ROV pilot to inform DP operator that he is coming to astop.

DP operator to reduce vessels speed according to ROVspeed.

ROV pilot to inform DP operator that ROV are stopped. DP operator to select DP auto pos mode. Inform ROV pilot when vessel is in DP auto pos mode.

1.8.6 Phrases often used during operation in follow target mode.

Auto Pos = Surface Nav. Follow Target = Follow Sub.

1.8.7 It is not recommended to use follow target mode inside an installations 500 msafety zone. Many oil companies have strict poleis on this due to:

The risk of vessel collision with installation. Sudden loss of vessels references due to installations blind

zones. Risk of vessel "run off".




1.8.8 NB: If use of DP mode follow target mode inside an installations 500 m safetyzone, it should always be on the Masters consent. If the follow target DP modeis used inside an installations 500 m safety zone, it is not recommended tomove the vessel in follow target mode closer than 100 meter off theinstallation. When the vessel is 100 meters off the installation, the DP operatorshall inform ROV to stop. The DP operator shall change over to Auto Pos DPmode before operation is resumed.

1.8.9 There are recommended precautions and checks to be taken prior to use offollow target mode inside the installations 500 m safety zone such as:.

Check obstructions on seabed and sea surface if any. Inform ROV pilot of any obstructions danger to operation

e.g. vessels, currents, etc. Check if ROV navigation screen is correct according to

"real life". Survey to confirm latest date on the seabed plan used on the

nav screen. Check DP navigation referents positioning signals. ROV pilot to inform DP operator of any deviation, from

planned and agreed move.

1.8.10 Corrective actions if vessels “run off" during follow target mode.

Go to Auto Pos DP Mode. Press Present Position. Inform ROV of vessel "run off" and tell ROV to go to TMS. Control vessels movement. Assess situation. Inform ROV of status. Resume operation if possible.




1.9 Finalization of the DP operation

1.9.1 The following should be taken into account during finalization of the DPoperation:

Get permission to take vessel out of DP mode, fromMaster/Duty Officer prior to commencing procedure.

Check if all reflectors/prism is retrieved from theinstallation/location (if applicable) checks also if all seabedtransponders are retrieved from seabed and secured onboard.

Retrieve transducer pole and make sure it is in lockedposition and close transducer valve.

Make sure that deck is secured and ROV(s) are seafastened, dive bell secured. Supervisor or Duty Officer toconfirm.

All relevant parties on board informed e.g. Client/OperationManager etc. Inform ECR that vessel will terminate DPmode shortly.

Move vessel well clear off any danger or obstructions ifapplicable move outside installation 500 m zone and ensurethat the vessel is in a drift off position from any danger orobstructions prior terminate DP Mode.

Go to manual DP mode; deselect all reference systems andthrusters. Go to DP Standby Mode and switch over tobridge manual control. Hand over manoeuvring to officer ofwatch.

Inform the ECR and ROV control that the vessel is off DPand from what time.

Client: Solstad Shipping AS Date: 16.03.2012 Page B1



APPENDIX B

PLANNED MAINTENACE AND ROUTINES




1PLANNED MAINTENANCE SYSTEM AND ROUTINES

1.1 Introduction

1.1.1 The vessel is using Star as its planned maintenance system. The plannedmaintenance system is certified by the vessels class authority in align with theISM Code.

1.1.2 For the planned maintenance system to be in align with the IMCArecommendations the planned maintenance system shall as a minimum containmaintenance procedures of the following:

1.1.3 DP System

UPS Power Management System Switchboards All relevant engine equipment Auxiliaries Thrusters Oil Sampling Communication System

It’s advised that the maintenance routines are as a minimum in line with themaker’s specification and recommendations with regards to routines.




1.2 Routines for DP Control System

1.2.1 When the vessel is operating on DP for an extended period of time:

Shutdown and restart of Operator Stations (OS) Controllersand DGPS system every 14 days if required or asrecommended by maker.

Shutdown and restart one by one OS if the vessel isoperating in DP mode.

Shutdown and restart the DGPS systems one by one if thevessel is operating in DP mode.

Print screen “hardcopy” of DP alarm view if any alarms arepresent when the shutdown/restart routine is completed.

If any abnormal alarms are present – inform the Master. Fill in the DP System Routine Log. Keep the log print

screen alarm list documentation in the DP checklist folder,under: DP System Routine Log Information.

If trouble with the OS, controllers or the reference systemsoccurs, the first action should always be to first attempt toshutdown and restart the unit before continuingtroubleshooting. Always inform the Master if problems orabnormalities in the DP system occur.

Make an entry in the DP logbook when the routine has beenperformed.

1.3 Field Arrival

1.3.1 Perform tests and checks as instructed in the Field Arrival DP Checklist andvessel’s DP Operation Manual. Enter in the DP System Routine Log when testsand checks have been completed as instructed in the Field Arrival DPChecklist.




1.4 Example of DP Control System Routine Log

Date /TimeOperator Station No (OS)

Shutdown/RestartedDGPS System No

Shutdown/Restarted

Remarks:




1.5 Software Management

1.5.1 The software management should cover manufacturers or system supplier’smaintenance specifications/instructions and track changes as a result of defectsbeing detected in hardware and software. It should also inform users of theneed for modification in the event of detecting a defect.

1.5.2 When an alteration or addition to the approved system(s) is proposed, plansshall be submitted for approval. The alterations or additions should be carriedout under survey.

1.5.3 Details of proposed hardware and software modifications should be submittedfor evaluation. Where modifications may affect compliance with the rules,proposals for verification and validation shall also be submitted.

1.5.4 If remote software maintenance is arranged for on board, the installation ofnew software versions submitted from software suppliers, it is recommendedthat the below items and or actions are fulfilled:

No modification shall be possible without the acceptanceand acknowledgement of the responsible party on board.

The objective or reason for updating a software moduleshall be documented in the ship's systems/softwaremaintenance log.

Any revision which may affect compliance with the rulesshall be approved by the society and evidence of such shallbe available on board.

An installation procedure and required pre-requisites forinstallation of the software module shall be available.

The security of the installation process and integrity of thenew software shall be verified (especially when softwarehas been transferred using open lines like the Internet).

A test program for verification of correct installation andcorrect functioning of the functions shall be available.

In the case that the new software module has not beensuccessfully installed, the previous version of the systemshall be available for re-installation and re-testing.

1.5.5 For further guidance on DP software management, see the vessels classrequirements. Any changes to the system should not be made without properauthorization.

Client: Solstad Shipping AS Date: 16.03.2012 Page C1



APPENDIX C

DP OPERATIONS CHECKLISTS AND DOCUMENTATION




1DP OPERATIONS CHECKLISTS AND DOCUMENTATION

1.1 Introduction

1.1.1 The checklists for the DP operations are to be completed prior to and duringDP operations. The DP checklists will give the DP operator information aboutthe various aspects the operator should draw attention to prior to and during theDP operation. The DP checklists shall be vessel specific to meet the industryguidelines.

1.2 Documentation

1.2.1 The DP checklists and printouts should be kept on board for a minimum ofthree months according to IMCA guidelines. The DP log book(s) and DP printout log should be kept on board for the same amount of years as the vesselsflag state requirements and demands for keeping the deck logbook on board.

1.3 Documentation and Records

1.3.1 The DP checklist documents are issued for use by the DPO and shall be filledin to ensure a thorough check of the DP system and the reference equipment,prior to starting, and during the DP operation. The Permit to Work must be inplace and signed off by the relevant parties prior to the start of any operation.




2 DP CHECKLISTS

2.1 Introduction

2.1.1 Global Maritime have developed a set of DP checklists on the basic of theIMCA Guidelines and years of experience based on own operative personnel.

2.1.2 The DP checklists found in this chapter should be treated as examples onlyand are not vessel specific. They are included only in order to guide and assistthe vessel’s crew and the company in developing their own vessel-specific DPchecklists.

2.2 How to fill in DP operations Checklists

2.2.1 In the examples a guide are given in how to fill in the DP checklists in a properand thorough way.

2.3 DP Checklist Examples

Field Arrival Checklist

DP Handover (6 hours DP checklist)

Pre- Entry/Departure 500 metre Safety Zone

Engine DP Checklist




Field Arrival DP Checklist

Date: 21st of October 2006 Field/Location: Alfa Bravo

Time: 21:30 Position: N 62° 50’ E 002° 02.5’

Comments:

Work Permit No.: AB325

Communication Test and Checks

Engine Control Room: Phone Number - UHF Channel Number ERC ok/Ch. 6

Installation: VHF Channel Number Ch. 9

Other Vessels Engaged in Operation: VHF Channel Number

Shuttle Tanker /Standby Vessel: VHF Channel Number Ch. 9/16

System

Shutdown and Restart of DP Operator Station (1 - 2) Compl. Ok

Reset Controller (A – B) Compl. Ok

Restart all referents systems Compl. Ok

Give and Take functions tested on all DP consoles All test ok

Operator Station selected for DP operation (1 - 2 - 3 ) OS No.: 1

UPS alarms Y/N (If Yes, check and log alarm) No Alarms

Correct date/time on all DP related system Yes

Lamp test Compl. Ok

Printer on line Yes

Sufficient paper in printers for the operation Yes

Computer Redundancy

Status Running Master

Computer A X X

Computer B X

Auto Switch State

ON/Enabled ON

DP ClassClass 2

Class 3




DGPS

DGPS 1 reset and OK Yes/Ok

DGPS 2 reset and OK Yes/Ok

Diff. Sign. DGPS 1 and 2 OK Yes/Ok

Reference Signals Demodulators

INMARSAT Signal Strength (1 - 8) Signal Strength 8

SPOTBEAM Signal Strength (1 - 8) Signal Strength 8

Positioning Systems

Sensors DGPS1 DGPS 2 DGPS3 HIPAP Tp No Fanbeam LWTW

Reference Origin X

Selected X X X B12

Available X X X

Differential Reference Signals

Sensors IALA SPOTB INMARS SBAS

In Use X X X

Not Available X

Sensors

Sensor No Enabled Preferred In Use Heading/Direction Max Variation

Gyro 1 X X X 123,0 deg

0,5degGyro 2 X 123,0 deg

Gyro 3 X 123,5 deg

Wind 1 X X X 120,0 deg

1,2degWind 2 X 122,2 deg

Wind 3 X 121,9 deg

MRU/VRS Sensors

MRU/VRS Enabled Preferred In Use Max Variation

MRU 1 X X X

0,8 degVRS 2 X

VRS 3 X




MRU/VRS X-Y-Z Pitch Roll Heave

MRU 1 0.6 +/- 0.4 +/- 0.8 +/-

VRS 2 0.5 +/- 0.5 +/-

VRS 3 0.4 +/- 0.6 +/-

Draft Sensors

Sensor Enable Draught m

No 1 Fwd X 5

No 2 Aft X 6

Fixed Draught m

Manual 5.5

Used Draught X 5.6

Artemis

All “3 centimetre” radar off Y/N Artemis DIST.

Clear line of sight Y/N Artemis AZM.

Communication with fixed station Artemis SGNL.

Operating mode Hand/Auto search Artemis STAT.

Light Taut Wire (LWTW)

Sufficient wire length for water depth

LWTW weight placed in a stable position

Operator panel bridge control

Operator panel local control

Taut wire limit alarm set

Port Starboard

Ahead Ahead

Difference Difference

Start UTM’s

Move vessel X-Y to test POS alarm




FANBEAM

Reflector location NE Corner of Installation Is reflector location clear ofreflector disturbance Y/N

Yes

F.BEAM Lenses clean YesClear sight betweenFANBEAM lenses andreflector Y/N

Yes

Settings Set Point Settings Set Point Range 200 m

Gate Size 30 Level 20 Bering 210°

Speed -10° Range Gate 5 Level 50

Acc 8 No. Targets 3 Accuracy 9

HIPAP/HPR

Tp number B 75 Beam Track

Tp battery ok? Ok Operation Fix

Trunk fan running Y/N Yes Transceivers N/A

Hull valve Open/Closed Open Transducers Default

Control Local/Remote Remote Depth Fixed or Sensor None

Transducer down Y/N Yes Position Tp 1 Offset Depth/Pos 125 meters

Interrogation Rate 1.2 Second Position Tp 2 Offset Depth/Pos N/A

Max. range 1000 meters Position Tp 3 Offset Depth/Pos N/A

Power

Generator MDG.1 MDG.2 MDG.3 MDG.4 HBG. 5 Em. Gen

In Use X X

Available Auto St.By Auto St.By Auto St.By Auto St.By

Power Consumption/Nominal and BUS Position

Max Load BUS 1 2500 kw Consumed 500 kw

Max Load BUS 2 2500 kw Consumed 560 kw

Bus-Tie Open/Closed Open




Thrusters Retraction

Thruster Position UP/DOWN DOWN

Forward Azimuth Thruster X

Starboard Azimuth Thruster X

Port Azimuth Thruster X

Thruster Allocation

FIX 1 Variable X

FIX 2 Custom

Thrusters 1 2 3 4 5 6

In Use X X X X X X

Available

Steering Gear

Port X Steering Gear Pump Number 1 & 2 Running

Starboard X Steering Gear Pump Number 3 & 4 Running

Rudder

In Use X

Available

Rudder Limit 35 deg

Joystick Settings

Gain Scale Environmental. Compensations

High X Linear Surge

Medium Progressive X Sway

Low Customized Yaw

Joystick Control Test

Select manual joystick control.

Manoeuvre vessel on all DP operator stations in the Surge - Sway - Yaw axes.

DP Joystick on Operator Station 1 functioning OK Tested Ok






Controller Alarm/Limits

Heading Limits Warning/Alarm 3/5 deg

Position Limits Warning/Alarm 3/5 meter

Quick Current Up-date. Duration Setting 5 min

Vessel Speed Set 0.2 knots

Set Speed Rotation set point 15 °/min

Vessel Rotation set point C of G

Gain Selected High/Medium/Low High

Cyclic Print Interval Set 2 hours/min

Environmental Conditions

Wind direction/speed 120/10°/knots

Current direction/speed 150/0.8°/knots

Sea height/direction 1/120meter/°

Swell height/direction 1,5/130meter/°

Visibility Good

Weather forecast available Yes

Solitons Y/N N/A

General

Vessels Heading 130 deg Print Screen Status Ok Comms. Check ROV Ok

Hdg. Magn. Comp 131 deg Print Hardcopy Ok D.A.A Tested Ok

U. Lt/Nav. Signal Yes Comms Check Deck Ok Update Offline Ok

Engine Room

Date and time Engine Room DP Checklist completed. 21/10 dd.mm 21:50 hh.mm




Reference - Position - Heading Control Test

Step 1 Complete all DP checks de-select all reference systems (re-calibration/dropout)

Step 2 Select referents origin e.g. DGPS/HIPAP/HPR/RADIUS, CyScan.

Step 3 Select all available referents systems.

Step 4 Observe all reference systems are calibrated and stabilised.

Step 5 Go to DP AUTO POS mode.

Step 6 Keep position and heading of vessel.

Step 7 Let the DP model built up (20 min).

Step 8 Commends spin/box test. 360°/10X10m. Observe that referents systems are stable.

Step 9 Spin/box test complete, let the vessel settle down.

Step 10 Update offline computer and print status.

DP model position test keeping.

Step 11 Write down DGPS position in DP log book/compare the position with print status pos. in Step 10.

Step 12 De-select all reference systems and observe vessel station keeping for 5 min.

Step 13 Observe, vessel should not have moved considerably out of position. Ref. vessel Annual FMEA

Step 14 Select MANUAL and all available referents systems. Use same reference origin as in Step 4.

Step 15 Go to AUTO POS then update offline computer, print status and print screen hardcopy.

Step 16 Commends DP operations as planned.

DP Operators

Enter the names of all DPOs who will operate the DP system during the voyage.

OOW/DPO Name (Use Printed Letters) DP Qualifications (Unlimited/Limited)

Ch. Off Ola Normann Unlimited

1st Off Unlimited

2nd Off Unlimited

SDPO Unlimited

Name Signature Time and Date

Ola Normann O Normann 22:15hrs 21st of October

Name Signature Time DP Checklist Completed

Krist J Hatløy KJ Hatløy 22:18 Hour




Watch Handover DP Checklist

Date: 22nd of October Field/Location: 600 meter N of Alfa Bravo Installation

Time: 06:00 Position: N 62° 56’ E 002° 02.5’

Comments:

Positioning Systems

Sensors DGPS1 DGPS 2 DGPS3 HIPAP Tp No Fanbeam LWTW

Reference Origin X

Selected X X X X B75 X

Available X

Differential Reference Signals

Sensors IALA SPOTB INMARS SBAS Comment:

In Use X X X X IALA Signal unstable from time totime.Not Available

Sensors

Draft Sensors Yes/No Selected Yes Available

Sensors No Enabled Preferred In Use Max Variation

Gyro 1 X X X

0.6 degGyro 2 X X

Gyro 3 X X

Wind 1 X X X

1.2 degWind 2 X X

Wind 3 X X

MRU 1 X X X

0.8 degVRS 2 X X

VRS 3 X X

MRU 1

Pitch Roll Heave

1.2 +/- 0.5 +/- 1.1 +/-

VRS 2 1.0 +/- 0.4 +/-

VRS 3 0.8 +/- 0.3 +/-




Alarm Limits Settings

Position Warning/Alarm 3/5 m Rotation Speed. 20 °/min

Heading Warning/Alarm 3/5 ° Rotation. Point C of G

Follow Sub/Follow Target Vessel Speed. Set 0,5 ms

Weather. Vane Artemis DIST/AZM/SGNL

Cross Track/Auto Track

DP Class HIPAP/HPR Transducer

Class 2 X Transducer No1/No 2 Out X

Class 3 Transducer No1/No 2 In

Computer Redundancy

Status Master Running

Computer A X X

Computer B X

Auto Switch State

ON/Enabled On

Thruster /Main Propulsion Control

Thrusters 1 2 3 4 5 6

In Use X X X X X X

Available

Thruster Allocation Fix 1 Variable X

Fix 2 Custom

Steering. Gear In Use Rudder

Port X In Use

Starboard X Available X

Rudder Limit 35 deg

Modes Selected

Manual

Auto Pos X

Follow Sub

Q. Current 5 min




Generator MDG. 1 MDG. 2 MDG. 3 MDG. 4 MDG. 5 Bus-Tie

In Use X X Open

Available X X X Closed

Gain Selected

High

Medium X

Low

Joystick Selected

In Use/Tested Tested

Gain High/Low High

Scale Linear/Progressive. Progr.

Environmental Conditions

Wind direction/speed 120/15 °/Knots Swell height/ direction 2/130

Current direction/speed 120/1 °/Knots Weather Forecast Avail. Yes

Sea height/direction 1.2/125 Solitons Observed Y/N N/A

General

Vessel Heading 125 deg

Lamp test Yes

U. Lights/Navigation Signal Ok

Printer Online Yes

Print Status Yes

Print Hardcopy Yes

Internal Communication Checks Continues in use Ok

Communication Checks to Installation/UHF/VHF Channel(s) Test Ok VHF Ch 09

Communication Checks to Standby vessel/ UHF/VHF Channel(s) Test Ok VHF Ch 09/16

Update Offline Computer Updated

D.A.A Tested Yes

Sign On DPO: Ola Normann Sign Off DPO: KJ Hatløy




Pre- DP Checklist for Entering 500 m Safety Zone

Date: 22nd of October 2006 Field/Location: 500 m Safety Zone

Time: 06:00 Installation: Alfa Bravo

Comments:

Checks to be preformed prior to entering 500 m safety zone Yes/No/NA

Communication. with the installation established by mines of VHF/UHF/Sat. COM VHF Ch 9

Vessel ETA to the field/installation/500m Zonedd.mm

22/10hh.mm

0615

Standby vessel contacted and permission given to enter the field Yes

Position/work location, agreed between the relevant parties Yes

Work Permit in place and signed by the client Yes

All relevant communication, for the operation tested Yes

Crane operations permitted Y/N Yes

If other DP vessels working nearby, get name and call sign of vessel's Name Call sign

If other DP vessels are working nearby agree on transponder numbers to use Tp No. In use.

Last up-dated Seabed plandd.mm.yy

10/09/06

Latest Weather forecast receivedDate

22/10Time

00:00

Tidal & Current conditions for location checked Yes

The appropriate Under Command Lights and Navigation Signals in place Yes

DP Field Arrival Checklist completeddd.mm

21/10hh.mm

22:30

Engine room DP checklist completeddd.mm

21/10hh.mm

21:50

Incinerator stopped and isolated. Confirmed by Duty engineer Yes

Have PA been made to advising No Smoking or Hot Work on deck Yes

All Hot Work Permits suspended and withdrawn Yes

Stand-by vessel informed about worksite and estimated time of work. Yes

Surveyor to confirm the nav. screen diagram is correct Yes

Advised ROV Control of entering of the 500 meter safety zone Yes




Advised Engine room of entering the 500 meter safety zone Yes

Duty Engineer confirmed that ECR is manned for the entire operation Yes

Permission to Enter the 500 meter safety zone given at hoursdd.mm

22/10hh.mm

06:20

Checks and tests performed and found satisfactory.

Name: OLA NORMANN Sign: O. Normann Time Completed: 06:22 hrs




Engine Room DP Checklist

Date: 21st of October 2006 Field/Location: Alfa Bravo

Time: 21:30 Position: N 62° 50’ E 002° 02.5’

Comments:

Introduction Summary

The Engine Room DP Checklist shall be completed:

During DP setup of the vessel prior to any DP operation.

If the vessel has been off DP for more than 12 hrs.

Prior to Entering the 500m Zone of an Installation.

The E.C.R shall be manned by an engineer as long as the vessel is operating with in an installations 500 msafety zone.

System

All vessels control (SVC) stations operational Yes

Check alarm list no alarms active. If alarm active specify in comments field No Alarms

Printer on line Checked ok

Emergency Generator in auto start mode and QCV for DO tank is open Yes

Confirm that the Emergency Generator day tank is full Yes

Confirm engine fuel system operational for DP operation Confirmed

Check all Eng. Control system. OK Confirmed

Lub. Oil system in normal operation Yes

Pneumatic F.O. pump ready for auto start and required valves are open Yes

CW systems E.R. and Thruster rooms checked and ok Checked ok

Check diesel oil day tanks level (Tank No. and cu.m) Yes

F.O. heating checked and ok Checked ok

E.R. spaces checked for leaks and no bilge alarm active Checked ok

Engine Services

Numbers of freshwater cooling pumps On-line (Pump No.) 1 & 3

Numbers of freshwater cooling pump(s) St/By (Pump No.) 2 &4

Start air to Generator’s pressured (bar) 10




Diesel Generators

Number Running Mode kW Remarks

DG 1 X Running 500

DG 2 Auto

DG 3 X Running 560

DG 4 Auto

Emergency Gen St-By

Harbour. Gen

Diesel Generators Number DG 1 DG 2 DG 3 DG 4

Check Sump Lub. Oil level Ok Ok Ok Ok

Check Lub. Oil pressure (bar) 10 10

Check FW. Temp. (deg) 42 45

Check fuel vacuum pressure (deg) 50 52

Communication

Bridge phone + UHF # Ok UHF Ch 02 Phone Crane + UHF # Ok UHF Ch 02

Electrical

Confirm power generation and distribution system is set for DP 2 operations Confirmed

Confirm all Generators in auto or standby mode Confirmed

UPS and batteries alarms checked Checked Ok

440V Main Bus-Tie Open/Closed? Open

440V Main/Aux. Bus-Tie Open/Closed? Open

24V System Charger ok? Ok

24V System Charger ok? Ok

Control board fuses cheeked ok? Checked Ok

Drives

Check PM drives operational and no alarms Operational ok

Check all systems for abnormal condition include thrusters, propellers and rudders Checked ok

All checks have been preformed and found satisfactory upon time of completion.

Duty Eng. Name: OLENORMANN Sign: Ole Normann Time Completed: 20:50

Client: Solstad Shipping AS Date: 16.03.2012 Page D1



APPENDIX D

LOGS AND OPERATIONAL FILES




1 LOGS AND OPERATIONAL FILES

1.1 Introduction

1.1.1 This section provides examples of the logs and operational files which aremeant to be kept on board the vessel to document the DP operation.

1.1.2 The logs which are meant to be kept on board are as followed:

DP Log describing time date and the vessels DP operation. DP hours log with running time total spent in DP. DP operator logbook which should give running total time

operators spends on DP. All data logging device relevant to the DP operation

including electronic, video, voice tape and any other.

1.2 Guidance on how to keep a DP Log Book

1.2.1 This section provides guidance on how to keep a DP logbook during DPoperations and what information the log would contain. This could include, butnot necessarily be limited to:

1.2.2 DP Log Book describing times and dates of various DP operations, such as, forexample:

Vessel going into DP. Diving or other operations requiring DP, for example: Times of diving bells leaving surface and reaching working

depth Times of divers leaving/entering diving bell and

reaching/leaving worksite Instructions that were received from dive/subsea operation

control. Other relevant activities depending on type of operation (for

example as listed in this document); DP operators coming on/going off shift; Faults occurring in DP system(s); Times and details of connecting lines to installations.




1.3 Other relevant information

1.3.1 This section describes the vessel operations external to the DP system. Anyreference to the DP system should reference the DP operations manual. It ismentioned in this guidance because it will contain information that is relevantto the use of DP, depending on the operations anticipated for the particularvessel, for example:

Dive support; Well servicing; Trenching; Cable laying; Pipe laying; ROV operation; Shuttle tanker operations; Survey; Dredging, rock dumping; Helicopter operations; Crane operations; Rig moves; Supply operations; Other station keeping and/or subsea/construction activities; Navigation and docking.




1.4 Example of how to keep a DP log book

Time Wednesday 2nd of April 2008 at Draugen Oilfield

1200 Manual levers to DP joystick

1201 Manoeuvre DP joystick

1205 DP joystick to DP Auto Pos Mode

1205 Commence filling DP checklist.

1225 DP checklist completed

1226 ROV green light

1240 ROV off deck (TMS Tp B15 & ROV Tp B58)

1300 Vessel move 200m x 150° @ 0,5’

1315 Vessel move complete

1350 Crane hook off deck with template hatch (Crane Tp B12)

1450 Vessel connected by down lines template hatch fixed to template

1800 Watch handover DP checklist completed

---- Thursday 3rd of April 2008 at Draugen Oilfield


0230 DP footprint calculation completed

0526 V/L move 5m port.


1038 Informed all parties about helicopter operation to take place at 1100

1058 De-selected wind sensors due to helicopter operation.

1100 Helicopter on “deck”.

1108 Helicopter away, wind sensors selected, informed all parties.

1558 Crane hook released from template hatch. Vessel free from down lines

1610 Crane hook out of sea surface, ROV start recovering to deck

1616 Start change heading 25° to port @ ROT. SPD10°/min, new heading 200°

1620 Heading change complete

1630 ROV on deck

1638 ROV secure for transit, transducer retrieved.

1640 Vessel move DP joystick 500m@200°

1710 DP joystick to DP auto Pos Mode

1720 Deck confirmed secured ready for transit.

1745 Vessel off DP

1746 Inform ROV control and ERC vessel off DP, start transit.




1.5 Hour Log for DP Operations

1.5.1 If an hour log for the DP operations is kept on board it will help the vesselscrew to document the vessels total operation time in DP mode and to keeptrack of crew experience time on DP

1.5.2 The hour log can be used for documentation to clients and charterers ifquestions are raised towards training and experience in addition it will help tokeep track of maintenance follow up issues.

1.6 Example of an Hour Log for DP Operations

Vessels Name ItemTime in DPoperation

Project/Location name:

Date commenced DP operation:

Time vessel in DP mode:

Date completed DP operation:

Time vessel out off DP mode:











Total time in DP operation:




1.7 Operational files

1.7.1 The vessels operational files normally refer to the vessels SMS. Normally thefollowing available operational files are but not limited to:

A file with history of all relevant DP trials carried out. A file with recommendations of audits carried out. A file of verifying footprints A file with relevant drift data A file with the CV’s of the DP operators A maintenance file with records of all maintenance. Records of engine related systems for the DP operation such

as:o Switchboardso LO and FO analysiso Engine running hourso Thruster running hourso Maintenance of communication systems

Client: Solstad Shipping AS Date: 16.03.2012 Page E1



APPENDIX E

CREW SIGNATURE SHEET

Client: Solstad Shipping AS Date: 16.03.2012 Page E2



1 CREW SIGNATURE SHEET

1.1 Instructions for the Crew Signature Sheet

1.1.1 The signature sheet shall be filled in when the vessel DP Operation manualhave been read and understood. The signature sheet shall be completely filledin with date DD.MM.YY, position you are holding on board, full name andsignature.

Date Position Name Signature

dp operations manual

Documents

dp system principles

dp system description

dp system drawing

pos control system principles

principle of dp operations

integrated alarm system

basic principles

solstad shipping