DPFVM - Slides 1.6 - DPFE

DP Familiariza+on for Vessel Maintainers
Ver. 1.6
Class: ___-___-___/DPFVM
1
Bram Offshore Transportes Marí+mos Bram Training Center
Ver. 1.6
Classroom Rules
➡ Dress Code;
➡ Alcohol and Drugs Policy;
➡ Promptness: Classes Starts at 08:00 hr every day;
➡ We s>mulate the use of Notebooks, Tablets, Smartphones and other gadgets for
studying proposes, but:
✓ They must be set to silence/vibrate at all >mes;
✓ Playing games in the classroom are not allowed at any >me;
➡ No sleeping or having the appearance of sleep in class;
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Ver. 1.6
Classroom Rules
➡ Keep voices down at a respectable level;
➡ Breaks are 10 to 15 minutes long, about every hour;
➡ Lunch is from 12:00 hrs. to 13:00 hrs;
➡ Students must be back on >me aOer lunch and breaks;
➡ Don’t leave classroom with doubts!!
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Introduc+on to the DPVM Scheme

➡ This is an en>rely new training scheme developed by the Nau>cal Ins>tute of
London to cover IMCA M 117.
➡ This training scheme for technical staff is directed to the ones that have a good
knowledge of ships systems and therefore only covers the redundancy aspect of
onboard systems to ensure safe DP opera>ons.
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Ver. 1.6

➡ A DP vessel maintainer is a person onboard a DP vessel that:
✓ Is part of the technical team whose du>es include safe DP opera>on and
preven>ve maintenance of all DP related systems on board a DP vessel.
✓ Has the knowledge of DP components and their loca>on onboard the DP vessel
to allow him/her to communicate with and complete repairs under the direct
instruc>on from the equipment manufacturer.
✓ Has the knowledge to stop maintenance before affec>ng the redundancy of the
vessel
✓ Has the Knowledge to know when a vessel is safe to conduct DP opera>ons and
is compliant with the DP class of the vessel.
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Ver. 1.6

➡ The scheme consists of:
✓ A training center course based on the NI standards.
✓ An online exam.
✓ A requirement for onboard DP sea>me.
✓ Comple>on of a task logbook to record vessel specific training.
✴ In successfully comple>ng the DPVM course a DP Logbook will be provided to
the student by the training center.
➡ All elements of the DP training scheme shall be completed within two years.
* More details in the DPVM Student Manual.
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The DPVM Course

➡ Since technical staff have to be able to iden>fy the correct redundant setup of all
systems, iden>fy loss of redundancy in any system and therefore understand when
a vessel may have to suspend opera>ons.
➡ The DPVM course was designed to provide technical Staff with the knowledge
required to understand the redundancy concept for DP opera+ons.
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Ver. 1.6
The DPVM Grandfather Entry.

➡ As a safe guard for the Industry the Nau>cal Ins>tute will allow engineers that have
completed 150 days onboard a DP vessel to bypass DP training and just undertake
the Nau>cal Ins>tute online exam at a NI training center that is normally held at the
end of the 5 days of training in a training school.
✓ The Officer will s>ll need to complete the task sec>on of the DP Logbook and 26
days sea>me and 7 DP days.
➡ Any Officers that have completed “DP Technical Knowledge for Technical staff part
A” will not have to repeat the Training center course and online exam. They can
apply for Logbook and complete the onboard training. The 2-year rule s>ll applies.
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Ver. 1.6
NI Website
➡ On line registra>on;
➡ DP Sec>on of NI website;
➡ DP Time requirements;
➡ NI DPVM Logbook Guidance;
➡ Detailed guidance to fill up the NI Logbook;
➡ NI DP FAQ’s;
➡ Procedures for NI online exam.
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Ver. 1.6
Chapter 1
Introduc+on to DP
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Ver. 1.6
History of DP Systems
“…it was not “moored” in the strict sense of the

term. In other words, anchors were not used, as
this would have been impossible at depths of one
hundred meters or more. Thus, by means of the
machines, which maneuver ahead and astern
throughout its stay, it is kept in place, as immobile
as the eight main islands of the Hawaiian
Archipelago.”
“Propeller Island” by Jules Verne, 1895
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Ver. 1.6
History of DP Systems
➡ “CUSS 1” - 1961 - the first DP vessel
in history.
✓ Manual control of 4 propellers,
✓ radar ranging to buoys and sonar
ranging from subsea beacons.
✓ 948m deep,
➡ “Eureka” - 1960/61 - was the first
true DP vessel
✓ Azimuth propellers
➡ “SEDCO 445” 1971, the first CUSS
SEDCO 1
445
EUREKA
purpose built DP drill ship. 12
Ver. 1.6
Chapter 2
DP Industry Organisa+ons
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Ver. 1.6
DP Industry Organisa+ons
➡ To keep up to date all personnel involved, from operators to classifica>on socie>es,
many organiza>ons get involved in the development of standards, from training to
statutory, for this industry. Some of the organiza>on and how they influence this
industry are listed in this chapter.
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Chapter 3
Reasons why DP is Used Extensively
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DP Advantages
➡ The advantages of using a DP vessel are:
✓ The vessel is fully self-propelled
✓ No tugs are ever required
✓ Great maneuverability of the vessel
✓ Rapid response to weather changes and in the requirements of the opera>on
✓ The system is very versa>le
✓ Can work in any water depth
✓ Can complete short tasks more quickly
✓ Does not damage the seabed hardware with mooring lines and anchors
✓ Doesn’t exist the risk of cross-mooring with other vessels or fixed planorms
✓ Can change loca>on very quickly
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Ver. 1.6
DP Disadvantages
➡ The disadvantages of using a DP vessel are:
✓ It can fail to keep posi>on if the equipment has a failure
✓ Higher day rates for the personnel on board
✓ Higher fuel consump>on
✓ The thrusters can hurt divers and ROVs
✓ In strong >des, shallow waters or extreme weather can lose posi>on
✓ Posi>on control and equipment rely on a human operator
✓ More personnel needed to operate and maintain equipment
✓ Only specially trained seafarers can operate the system and the courses are very
expensive
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Ver. 1.6
Chapter 4
Types of DP Vessels
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Ver. 1.6
FPSO / Shucle Tanker

➡ OSV / PSV; ➡ Trenching;
➡ FPSO / Shuole Tanker; ➡ Cable laying;
➡ DSV / SDSV (Shallow diving); ➡ Cruise Ship;
➡ RSV; ➡ AHTS;
➡ Construc>on Vessel; ➡ Well S>mula>on Vessel;
➡ Float over / Semi submersible Vessel; ➡ Jack Up;
➡ Accommoda>on Vessel; ➡ Service Opera>on - Wind Farm Support
➡ Drilling Vessel; Vessel.
➡ Dreading Vessel;
➡ Rock Dumping;
➡ Pipe-laying;
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Ver. 1.6
Chapter 5
Theory of DP Control
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Dynamic Posi+oning
Basic Principles
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Dynamic Posi+oning
➡ Is defined as a system which automa>cally

controls a vessel’s heading and posi>on,
exclusively, by means of ac>ve thrust.
Main Propose is to keep Heading

and Position
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Six Degrees of Freedom
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Axis Control
➡ Surge and sway

✓ Posi+on Reference Systems (PRS)
✓ Posi>on Control
➡ Yaw
✓ Gyrocompass.
✓ Heading Control is priorized over
posi>on.
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Ver. 1.6
Axis Control
➡ Full DP mode: When in control of all three

axis:
✓ Surge, Sway and Yaw.
➡ Semi-Automa+c or Joys+ck mode:

✓ When one or more axis are controlled by
the Joys>ck.
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Uncontrolled Axis
➡ Pitch, roll and heave are mo+ons that are not controlled by DP, but they are
monitored by the system.
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DP System’s Components
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➡ The layout and performance standards of a DP system are defined in the IMO MSC Circ.
1580 from 2017
➡ In general we can divide a DP system into 7 main components. They are:
✓ Operator Sta>on - OS
✓ Control Computer - CC
✓ Environmental Sensors
✓ Gyrocompass
✓ Posi>on Reference System - PRS
✓ Propulsion System - Thrusters and Rudders
✓ Power System
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Ver. 1.6
Estação do Computador Sensores Ambientais Agulha PRS
Anemômetros, e Sistema de Referencia
Operador de Controle VRU / MRU Giroscópica de Posição
Sistema de Rede de Dados Propulsores, Lemes e

Energia Thrusters
Geração, Thrusters, Controladoras,
Distribuição, e Motores, Linhas de eixo,
Gestão da Energia Propulsores (hélices), Lemes
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Ver. 1.6
OS - Operator Sta+on
➡ DPO’s worksta>on.
➡ Provides interface to the system - HMI.
➡ The DPO use it to setup the DP, insert
set-points, and monitor the DP system.
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Ver. 1.6
CC - Control Computer
➡ The control computer is the brain of
the DP system, achieving automa>c
sta>on keeping by sending and
receiving updated thrust command
and feedback data, based on heading
and posi>on reference input.
➡ Some manufacturers uses PLC
instead of computers.
➡ Failure of 1 or 2 CCs do not
compromise the posi+on keeping
capability, if redundant CC is s+ll
working.
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Ver. 1.6
CC - Control Computer
➡ Failure of all CCs compromises the ability of automa>c posi>on keeping.

➡ Reboo+ng of DP system or any of its components are not allowed during Cri+cal DP
Ac+vity inside 500m zone.
➡ If all CCs are reseced the DP system returns to standby/factory state.
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Ver. 1.6
Environmental Sensors
➡ Ver>cal Reference Unit / System - VRU / VRS

➡ Mo>on Reference Unit - MRU
➡ Wind sensor, o
➡ Anemometer
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Ver. 1.6
Ver+cal Reference Unit - VRU
➡ VRU/MRU
✓ Pitch and Roll input.
✓ This input allows the CC to
compensate PRSs’ false devia+ons due
to pitch and roll.
✓ Installed closest to the CG as possible,
on a place with low vibra>on.
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Ver. 1.6
VRUs Most Common Failure Modes
➡ Check sum Error ➡ Not Ready

➡ Disagree ➡ Not Valid
➡ Frozen Sensor ➡ Out of Range
➡ Inaccurate ➡ Range Error
➡ Lost Sensor ➡ Vo>ng Error
➡ For systems where posi>on reference systems are dependent on correc>on of the
measurements for roll and pitch noise using a VRU/MRU or equivalent, if it fails it is much
probable to loose auto control of surge and sway axis.
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Ver. 1.6
Wind Sensor
➡ Wind direc>on and speed input.
➡ Allow wind force compensa>on above the waterline, i.e. the “sail area”.
➡ Can be Propeller or ultrasonic.
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Ver. 1.6
Gyro
➡ Gyros
✓ Heading and Rate Of Turn inputs.
✓ Allows automa>c heading control (Yaw).
✓ It is the most important sensor in the DP system:
• Because it is the only one capable of providing
heading and ROT input
• Because it is not possible to enable automa>c
longitudinal or atwarth control (Surge or Sway)
without first enabling automa>c heading
control.
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Ver. 1.6
Gyro
➡ When a difference between two gyros is noted, the
operator can determine the reliable gyrocompass
by:
✓ Magne+c compass comparison;
✓ Heading changes log (trends); or
✓ Azimuths logbook.
➡ The effects of incorrect la>tude or, more
importantly, speed could result in a significant error
in output heading. It is therefore important to
ensure that la>tude and speed correc>ons are
applied.
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Ver. 1.6
Posi+on Reference Systems - PRSs
➡ Posi>on reference systems can provide the DP controller with both geographical and
rela>ve based data in which it uses to maintain posi>on set points specified by the
operator.
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Ver. 1.6
Thruster and Propulsion System

➡ The propulsion arrangement on a DP vessel must be
capable of controlling the surge, sway and yaw axes.
Commands of RPM, pitch and angle are applied by the
control computers, to maintain automa>c control of the
ships heading and posi>on.
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Ver. 1.6
Network
➡ It is the DP component that connects all

components of the DP System and allows them
to communicate with each other through
Network Interface Cards (NIC).
✓ NICs can work Wired or Wireless.
➡ The network uses a standard communica+on
protocol, the TCP/IP protocol.
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Ver. 1.6
Power System
➡ They are all components and systems necessary
to generate, provide and ensure the con>nuity of
the power supply to the DP System. The Power
System includes, but is not limited to:
✓ Engines;
✓ Generators;
✓ Distribu>on boards and buss;
✓ Distribu>on systems (cabling and cable
rou>ng);
✓ Power supplies, including UPS; and
✓ PMS. 42
Ver. 1.6
Mathema+cal Model
43
Ver. 1.6
Mathema+cal Model
➡ It's the mathema+cal descrip+on of how the vessel reacts or moves as a func+on
of the forces ac+ng upon it.
➡ The Mathema>cal Model will then generates the official es>mated vessel’s
posi>on, heading and speed values.
➡ This is possible because in addi>on to “knowing” the vessel model, there are also
inputs from sensors (such as wind, tension, draO, VRU, Giros etc), PRSs, thrusters
feedback, set-points, gains, DPO’s setups etc.
➡ In the MT manual the mathema>cal model is called “State Es>mator”.
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Ver. 1.6
Calculated Current
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Calculated Current
➡ The mathema+cal model con+nuously performs thrusters command calcula+ons
for the purpose of reducing to zero possible errors or devia>ons of posi>on and
heading.
➡ Thrusters’ commands will result in feedback input from thrusters, which added to
the Mathema>cal Model, and other variables, allow the Control Computer to
calculate the resul>ng external forces not measured ac>ng on the vessel that are
causing the devia>ons.
➡ This resul>ng vector, calculated from unmeasured external forces, is presented to
DPO as the "DP Current" or "Calculated Current".
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Ver. 1.6
Calculated Current
➡ Therefore, we can say that the Calculated Current presented to the DPO is a
resul+ng vector from all external forces not measured.
➡ Because it is a product of the Mathema>cal Model, the Calculated Current is the
best indicator of the construc>on of the Mathema>cal Model, "health of the DP”.
➡ The DPO also need to have in mind that underwater current on drilling risers, Lars,
tether and ROV can also lead force on DP.
➡ When opera>ng close to another DP vessel, poten>al mutual interference is likely
from installa>on thrusters discharge actua>ng on the vessel and your thruster may
loose efficiency.
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Ver. 1.6
Calculated Current
➡ The longer we wait for the DP system to stabilize (to build the model), the more
reliable and accurate the calculated current value will be. Reference values:
✓ Direc>on varia>on less than 2º.
✓ Intensity varia>on less than 0.1m/s (0.2knot).
➡ According to IMO class nota+on every DP System should be able to do it in up to
30min.
➡ To reduce thruster/generator loads while the model is seoling down, the vessel
must be “into” wind and current and at low speed (lower than 0,2kts).
➡ Going to Standby mode and returning to DP mode will “clear” de Mathema+cal
Model.
48
Ver. 1.6
Input de PRS e
Giro
CC
Feedback Modelo de
de Thruster Thruster
Modelo Set points de

do Navio Posição e Proa
Modelo Matemá>co
Demanda
de Força
TCS
Comando
Feedback
Lorenzo Maoedi
Empuxo Corrente
Calculada
49
Ver. 1.6
Command and Feedback

➡ Knowing that thrusters’ command and feedback values have a direct influence on
the determina>on of the calculated current:
✓ the DPO must constantly monitor the command and feedback values to ensure
that they are working properly without causing undesired effects in the
calcula>on of the mathema>cal model.
➡ If iden>fied a thruster fault or error that could compromise the mathema>cal
model and consequently automa>c posi>on and heading control the DPO must
intervene.
➡ The best way to detect a thruster malfunc+on is checking the command and
feedback data. One of the features offered by the system for this monitoring is the
"Trends View”.
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Ver. 1.6
Command and Feedback

Pitch, Roll and Heave
➡ Low DraO or High Trim can have an adverse effect on the efficiency of thrusters,
par>cularly for bow tunnel thrusters. This can result in a significant loss of
thrusters’ efficiency resul>ng in poor performance in the heading and posi>on
control by the DP system.
➡ Where possible, appropriate measures should be taken to keep DraOs and Trim
adequate at all >mes during cri>cal DP ac>vi>es.
➡ Some>mes, a thruster is not working properly because some issued in the
proximity is affec>ng it. (Ex: When another vessel is opera+ng close). So, is
important first check what is causing a strange thruster behaviour.
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Ver. 1.6
Emergency Stop
➡ A thruster which fails to full force, may be secured using emergency stops;
➡ ShaO generators must be considered, to avoid losing thrusters by E-stopping a main
engine;
➡ Though a run away thruster can be deselected from the DP system it s>ll must be
shut down immediately to prevent vessel run.
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Ver. 1.6
Input, Data Valida+on

and Processing
53
Ver. 1.6
Inputs
➡ All sensor inputs (Gyrocompass, VRUs, MRUs, Anemometers) and PRSs are checked by
DP control computers (CC) to be validated before processing.
➡ For this, the following logics are used:
✓ Intermioence Check.
✓ Comparison between sensors.
✓ Comparison with the Mathema>cal Model.
✓ Operator Analysis.
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Ver. 1.6
Data Valida+on
➡ Intermicence
✓ The system monitors the con>nuity of the input, when there is an intermioence
(data +meout or frozen) of the telegram the DP system will issue an appropriate
alarm.
➡ Inaccurate
✓ The system con>nuously compares sensors and PRSs inputs with the Mathema>cal
Model itself, seeking discrepancies between them. If the sensor or PRS divides the
model more than one value preset by the system, it will be automa>cally rejected.
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Ver. 1.6
Data Valida+on
➡ Vo+ng
✓ The system con>nuously compares sensor inputs for discrepancies between them. If
one of them is discrepant of the rest, it will be "voted out", being rejected by the DP
system.
➡ Disagree
✓ Triggered by the system when the discrepancy between the readings of 2 sensors is
greater than the predefined limit.
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Ver. 1.6
Sensors and PRSs Philosophies
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Ver. 1.6
Sensors Philosophies
Primary / Secondary Median and Vo1ng
✓ Philosophy available when there are only ✓ Philosophy available when there are 3 or
1 or 2 sensors enabled. more sensors enabled.
✓ DPO determines which sensor is the ✓ Sensors that are of the same type will
most reliable and selects it to be the have their inputs monitored, so that only
Primary. the "middle value" (Median) is always
✓ The system will rely en>rely on this used.
s e n s o r fo r m a t h e m a > c a l m o d e l ✓ Vo>ng allows the system to iden>fy
calcula>ons. when 1 sensor is diverging from the
other 2.
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Ver. 1.6
PRSs Philosophies
Primary / Secondary Weigh1ng
✓ The operator determines which PRS is ✓ DP system will determine a weighted
most reliable and selects it to be the posi>on, considering all PRS inputs
Primary. enabled in determining the posi>on of
✓ The system will rely en>rely on this PRS the vessel (DP setpoint).
t o d e t e r m i n e t h e p o s i > o n a n d ✓ Rela+ve spread of fixes.
calcula>ons of the Mathema>cal Model.
Median
✓ With 3 or more PRSs enabled, the Median test iden>fies discrepancies greater than 5
meters between them.
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Ver. 1.6
Kalman Filter
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Ver. 1.6
Kalman Filter
➡ It is an algorithm that aims to reduce noise in the input of data.

➡ It is able to filter out noise and other inaccuracies from a series of measurements made
over >me, resul>ng in a value that tends to be more accurate than the measurements
themselves.
➡ In the DP System it is used with the purpose of reducing noise in the input of data from
PRSs, sensors and in the construc>on of the Mathema>cal Model.
✓ Bad Weather = Low Kalman Filters;

✓ Normal Time = Normal Kalman Filters;
✓ Good Weather = High Kalman Filters. 61
Ver. 1.6
Kalman Filter for PRS
62
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Kalman Filter for Gyro
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Wind Feed Forward
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Ver. 1.6
Wind Feed Forward

➡ Is a func>on that "by-passes" the Mathema>cal Model and generates demand for
thrusters (extra thrust) for immediate compensa>on of measured wind force.
Input de
Posição e Proa
Input de
Anemômetro
Vento
Feedback Modelo de Modelo

de Thruster Thruster do Vento
Modelo
do Navio
Wind Feed Vento
State Es>mator Forward
Demanda
de Força
TCS Empuxo 65
Ver. 1.6
Input de PRS e
Giro
Wind Input
CC
Feedback Modelo de
de Thruster Thruster Modelo
do Vento
Modelo Set points de
do Navio Posição e Proa Vento
Modelo Matemá>co
Wind Feed
Forward
Demanda
de Força
Empuxo Extra
TCS
Comando Feedback
Lorenzo Maoedi
Empuxo Corrente
Calculada
66
Ver. 1.6
Undesired Wind Effects
➡ Undesired Wind Effects

✓ Wind Shear;
✓ Discharge of turbines, hood and ven>la>ons;
✓ Wind Shadow; and
✓ Helicopter.
➡ Whenever the DPO iden+fies that the vessel and/or the DP system are suffering from
some of the nega+ve effects caused by the wind, he/she should evaluate the
possibility of disabling the anemometers.
67
Ver. 1.6
Wind Shear
? ? ?
Vento
Empuxo
68
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Discharge of turbines, hoods and ven+la+on
Vento
Empuxo 69
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Wind Shadow
Vento
Vento
Empuxo 70
Ver. 1.6
Helicopters
Vento
Empuxo Empuxo 71
Ver. 1.6
Tension Sensor
72
Ver. 1.6
Tension Sensor
➡ Tension sensor interfaced to the DP control

system will work just like the anemometer,
through the feed forward func>on.
➡ Winch used to assist par>cular opera>ons the
input of towline tension should be considered
and rapid changes in tension avoided.
➡ Pipe Tension is fed back into the DP from the
sensors on the tensioners, and must be
maintained within specifica>on tonnages.
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Ver. 1.6
Opera+onal Modes
74
Ver. 1.6
Opera+onal Modes
➡ Standby mode (manual); ➡ Auto Area mode;

➡ Joys>ck mode; ➡ Transit Mode (Auto Pilot);
➡ Auto Posi>on mode; ➡ Relax DP mode;
➡ Follow Target mode; ➡ Weather wane;
➡ Auto Track mode; ➡ Riser Angle Mode
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Ver. 1.6
Joys+ck Mode
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Ver. 1.6
Joys+ck Mode
➡ In the Joys+ck mode, the operator controls the vessel using the three-axis joys+ck.
Joys>ck opera>on can be combined with automa>c heading control or with par>al
posi>on control:
✓ Auto Heading;
✓ Auto Heading + Auto Along;
✓ Auto Heading + Auto Athwart;
✓ Auto Athwart + Auto Along.
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Ver. 1.6
Joys+ck Mode
➡ DP joys>cks can command large amounts of thrust over a very small lever range. So,
joys>cks are usually provided with two sezngs:
✓ Low Gain sezng is provided to improve the sensi>vity of control when
maneuvering.
✓ High Gain sezng is used when high power is required.
➡ Also the Joys>ck has Linear and Progressive Response to increase or decrease the
response of thrusters according to Joys>ck deflec>on.
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Ver. 1.6
Independent Joys+ck System - IJS

Backup Joys+ck
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Ver. 1.6
Independent Joys+ck System (IJS) - Joys+ck de Backup
➡ It is a vessel control system independent of the rest of

the DP, so it is a last stand resource available to DPO:
✓ Allows the DPO to control the heading and posi+on
of the vessel if all OSs or Network fails.
✓ Has its own interface with thrusters and sensors.
✓ It is an IMO requirement for all DP classes (1, 2 and
3).
Note: In older designs the IJS can use the same controllers/
networks.
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Auto Posi+on Mode (DP mode)
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Ver. 1.6
Auto Posi+on Mode

➡ I n A u t o Po s i > o n m o d e , t h e sy s t e m
automa>cally controls the heading and
posi>on (surge sway and yaw) of the vessel
based on a specific set point established by the
DPO.
➡ On this mode it is possible to the DPO to make
heading and posi>on changes in a controlled
manner with specific steps or new set points
at pre-determined speed and ROT.
➡ For improvement of the sta>on keeping upon
various weather condi>ons there are also Gain
Controls and Thruster Alloca>on sezngs. 82
Ver. 1.6
Gain Control
➡ It is the aggressiveness of thrusters to counter react

to devia+ons.
➡ It is configured by DPO according to environmental
condi>ons.
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Ver. 1.6
Thruster Alloca+on
➡ It is the forces distribu+on between ac+ve
thrusters according to DPO criteria.
➡ Each vessel will have specific sezngs on this tab
according to:
✓ Opera>onal characteris>cs;
✓ ASOG; and
✓ Company procedures.
➡ Some verses equipped with Z-Drivers also have
“Bias” and “Fixed Azimuth” modes.
➡ Heading control has always priority for thruster
alloca>on when on DP. 84
Ver. 1.6
Bias Mode
➡ Is a func>on used to prevent the Azimuth Thruster con+nuously hunt for direc+on in
low environmental condi>ons.
✓ The DPO will set an specific range where the thruster can generate thrust.
Bias
85
Ver. 1.6
Prohibited Azimuth Zone
➡ Also known as Azimuth Barring, or Thruster Exclusion Zone, may be used to:
✓ Prevent a thruster from being affected by another thrusters wash or exhaust;
✓ Prevent interference with acous>c devices such as Echo sounder and doppler Log.
Prohibited
Azimuth Zone
86
Ver. 1.6
Fixed Azimuth Mode
➡ In “Fixed Azimuth Mode”, the thruster operates ac>ng as a tunnel thruster.

➡ May be used in calm weather condi+ons when azimuth thrusters spin con>nuously.
Fixed Azimuth
Mode
87
Ver. 1.6
Center of Rota+on
➡ Also known as Opera>onal Point or Pivot Point.

➡ Is the reference point about which the vessel
rotates.
➡ Will have direct influence in thruster alloca>on
and power consump>on improving it or not.
➡ Can cause posi>onal error or devia>ons.
➡ Can be pre seoled or customized by the DPO.
88
Ver. 1.6
Follow Target
89
Ver. 1.6
Follow Target
➡ Follow Target is a submode of the DP Mode

➡ This submode was developed to be used when opera>ng in DP with mobile planorms
(Follow Rig) and ROVs (Follow ROV), allowing the vessel to follow the movement of one
or more Rela>ve PRS targets while in DP.
➡ In its latest version, this func>on also offers the Rela>ve Heading Control - Rela>ve
Heading Control.
90
Ver. 1.6
Follow Target
➡ First, the vessel must be in DP Mode and have enabled at least:
✓ 1 Global PRS - DGPS, Glonass etc,
and
✓ 1 Rela>ve PRS - CyScan, RadaScan, HPR etc.
Note 1: Class requirements for minimum amounts of PRSs must be adhered to.
Note 2: If only global PRSs are enabled, it will not be possible to enable the Follow Target
submode.
Note 3: If only rela>ve PRSs are enabled, it will not be possible to enable the Follow
Target submode, but the vessel will follow the targets in DP Mode.
91
Ver. 1.6
Follow Target >> Follow Rig

➡ The vessel will keep the same heading and only the distance to the rig will be kept at all
>mes.
➡ If the rig rotate, automa>c heading

A UM
increments WILL NOT be applied.
A UM
UM
B UM
92
Ver. 1.6
Follow Target >> Follow ROV

➡ The vessel will keep the same heading and only the distance to the ROV will be kept
according to a “opera>onal radius”
➡ While the setpoint remains inside the

“circle” the vessel will not move.
➡ When the setpoint “exits” the circle it will
be automa>cally updated to the center of
the circle, and the vessel will move.
ROV
93
Ver. 1.6
Auto Track
94
Ver. 1.6
Auto Track
➡ Auto Track is another sub-mode of DP Mode and enables the vessel to automa>cally
execute a set of maneuvers according to a route.
➡ The route is defined by a number of waypoints, each described by a geographical
posi>on (Lat, Long), a velocity and a radius.
95
Ver. 1.6
Weathervane
96
Ver. 1.6
Weathervane
➡ The Weather Vane func>on calculates the direc>on of the mean environmental
disturbances that the vessel is exposed to.
➡ When opera>ng in Weather Vane mode the DP system will posi>on the vessel in such a
way that the amount of thrust used to counteract current, wind and wave forces is kept
at a minimum, reducing fuel consump>on and wear and tear on the thruster and
propulsion system.
97
Ver. 1.6
Riser Angle Mode
98
Ver. 1.6
Riser Angle Mode

➡ In deep-water drilling opera>ons the cri>cal factor is the
management of riser Angle.
✓ Monitored by Riser Angle System;
✴ The riser angle is measured with a hydroacous>c
beacon installed at the ball joint (riser angle
beacon)
✓ Affected by >dal flow;
✓ Compensa>ons by moving the vessel;
✓ Riser angle watch circles are based on the feedback from the Riser Management
System;
✓ The current load on risers is to be considered, if deemed important. 99
Ver. 1.6
Chapter 6
Posi+on Reference Systems - PRS
100
Ver. 1.6
DGPS
101
Ver. 1.6
Global Naviga+on Satellite System - GNSS
➡ Any Satellite based naviga>on system having global coverage.

➡ The only in service with global coverage today are:
✓ NAVSTAR Global Posi>oning System - GPS
✓ “Global'naya Navigatsionnaya Sputnikovaya Sistema”, Global Naviga>on Satellite
System - GLONASS
102
Ver. 1.6
Global Posi+oning System - GPS

➡ It is a PRS capable of determining the
posi>on of a vessel based on signals from
ar>ficial satellites with Global coverage.
➡ GPS can be considered astronomical
naviga>on that uses ar>ficial satellites
instead of stars and planets to obtain a line of
posi>on.
➡ The GPS constella>on consists of 24 satellites belonging to the main constella>on (core
constella>on) in six circular orbits around the Earth with four satellites in each orbit.
➡ 4 visible satellites are required to safely determine the vessel's posi+on.
103
Ver. 1.6
Global Posi+oning System - GPS
➡ Each satellite con>nually broadcasts radio signals that include:

✓ Satellite iden>fica>on;
✓ The >me the signal was transmioed;
✓ Satellite posi>on at >me of signal transmission.
➡ Radio signals are acquired by the GPS receiver, measuring the >me of signal recep>on;
➡ Ranges to the known posi>on of the satellites are determined by the receiver;
➡ When mul>ple ranges are determined, a geographical posi>on is defined as lines of
posi>on intersec>on.
104
Ver. 1.6
DGPS Precision
GPS precision: 20 to 25m DGPS precision: 1m
Inmarsat
Correction data
Reference
Station
(Network)
Correction data
105
Ver. 1.6
DGPS Problems
➡ Shadowing effects ➡ Solar radia+on, Sun spot ac+vity
➡ Noise from other antennas (SNR) ➡ Antenna/Cabling problems (SNR);
➡ Corrupt data (SNR) ➡ Loss of differen>al data, Blocking of
➡ Mul> path effects correc>on signal;
➡ High HDOP values ➡ Azimuth and eleva>on of a correc>ons
➡ Frozen unit satellite;
➡ FMEA iden>fied failure modes;
➡ Not enough visible satellites
➡ Maintenance and logical fault finding -
➡ Electrical connec>ons (SNR)
Manufacture’s Manual
➡ Ionosphere Interference (*Scin+lla+on)
➡ Jamming and spoofing of DGNSS (SNR)
106
Ver. 1.6
DGPS Problems
➡Ionosphere Interference
(Scin+lla+on) - The interac>on
between electron content on
the ionosphere and the radio
waves can cause some problems
in the posi>on informed by a
DGNSS.
107
Ver. 1.6
GPS/GNSS Spoofing vs Jamming

➡ Signal-to-noise ra>o (SNR) is a measure of the signal strength against electrical
background noise.
➡ SNR can be degraded by other electronic equipment opera>ng nearby, including

transmioers, cell phones, or data modems. It may also be degraded by solar flares and
changing atmospheric condi>ons.
➡ A high SNR gives beoer accuracy.
✓ Low SNR means BAD accuracy.
✓ High SNR means GOOD accuracy. 108
Ver. 1.6
Maintenance and Logical Fault Fiding
➡ Like any other electronics, the GPS has manufacturer warrant,

and so, improper handling must be avoided.
➡ Always use proper tools, never improvise.
✓ Mul>meter
✓ Logbook to record results
✓ Amalgama>on tape
➡ Follow manufacturer/maintenance department instruc>ons.
109
Ver. 1.6
Laser Based PRS
110
Ver. 1.6
CyScan
111
Ver. 1.6
CyScan
➡ It is a Rela>ve PRS of Op>cal Principle.
➡ The Cyscan sensor rotates at a frequency of
1Hz while emizng a beam of light, infrared
laser.
➡ The emioed laser hits a target that reflects
the laser back to the sensor that captures the
reflec>on, transmits the collected data to an
interface/processing computer that will determine the range and bearing from the
target to the sensor.
➡ This informa>on will then be transmioed to the CC of the DP system, which will use
this input to determine the vessel's posi>on in rela>on to the target.
112
Ver. 1.6
CyScan Problems
➡ Maintenance; ➡ Dirty sensor lenses;
➡ Rain; ➡ Dirty reflec>ve targets;
➡ Fog (diffused reflec+ons); ➡ Poor quality or incorrect type of
➡ Direct sunlight; targets;
➡ Exhaust, and dry bulk products ven>ng ➡ Line of sight blocked (swinging cargo);
from the installa>on; ➡ Personnel wearing reflec>ve clothing;
➡ Parameters improperly set; (Blanking ➡ More than one vessel naviga>ng a
Zones) single target;
➡ Laser jumping from target to unwanted ➡ Improper angle or >lt of the sensor
reflec>ons; head.
113
Ver. 1.6
Scene Scan
Targetless PRS
114
Ver. 1.6
Scene Scan
➡ The SceneScan System is a high accuracy
rota>ng laser sensor to provide posi>onal
informa>on to allow automated approach
and/or sta>on keeping rela>ve to a
structure or vessel, i.g. Targetless.
➡ SceneScan provides tracking informa>on
rela>ve to natural or man-made structures
within the sensor field of view. It tracks by
matching its current observa>on of the
scene against a map generated from
previous observa>ons of the scene.
115
Ver. 1.6
Microwave Based PRS
116
Ver. 1.6
Artemis
➡ The antennas of a fixed and mobile

sta>on automa>cally track each other by
maintaining a con>nuous microwave link.
➡ The distance of the mobile sta>on to the
fixed sta>on is obtained by measuring
the >me elapse of coded interrup>ons in
the microwave signal transmioed by
both sta>ons
117
Ver. 1.6
Artemis Limita+ons & Disadvantages
➡ Only one vessel per target;

➡ Line of sight up to 5 km;
➡ Problems can be seen with signal skip off the surface of the water or reflected signals;
➡ X band radar can have a nega+ve effect on Artemis;
➡ The unit does not >lt, so height differences between two units can cause “out of range”
issues.
118
Ver. 1.6
RadaScan
➡ Radar based sensor (FMCW).
➡ Operates in the marine radio
loca>on band at 9.25 GHz.
➡S e e s o n l y R a d a S c a n
transponders.
➡ Range 10 - >1000m line of sight.
➡ Mul>ple vessels with a single
target.
➡ Radar principles for all weather
opera>on.
➡ Its 360° scanning capability.
119
Ver. 1.6
Radius
➡ Radius operates on FMCW.

➡ DP ranges up to 550 m.
➡ Mul> target capabili>es.
➡ 90 degree signal acquisi>on.
120
Ver. 1.6
Microwave Problems
➡ Radar interference ➡ Inaccurate

➡ Carbon from flare ➡ Not Valid
➡ Cargo opera+on (Clear line of sight) ➡ Out of Range
➡ Check sum Error ➡ Range Error
➡ Disagree ➡ Rela>ve Heading Timed out
➡ Frozen Ref Sys ➡ Vo>ng Error
121
Ver. 1.6
Iner+al Naviga+on System - INS
122
Ver. 1.6
Iner+al Naviga+on System - INS

➡ INS are naviga>onal systems capable of calcula>ng posi>on, either rela>ve to some
reference system/point or to absolute coordinates.
➡ An INS system is composed of at least three gyros and three accelerometers enabling
the system to derive a naviga>on solu>on.
➡ This naviga>on solu>on contains at least the posi>on (normally from a GPS). Most INS
systems today output heading, pitch, and roll. Some systems also include heave, sway,
and surge.
123
Ver. 1.6
INS as Dead Reckoning System

➡ These instruments give the linear and angular accelera>ons from which, in conjunc>on
with the posi>on derived at any definite >me, the subsequent posi>ons of the vehicle
may be derived.
➡ An INS can provide con>nuous and
reliable posi>on determina>on but errors
con>nue to accumulate over >me owing
to the integra>on algorithm used.
➡ It can improve sta>on-keeping accuracy in
deep waters when coupled with DGNSS
and HPR.
124
Ver. 1.6
Hidroacous+c - HPR
125
Ver. 1.6
Hidroacous+c - HPR
➡ HPR consists of hydrophones communica+ng under

(through) the water.
126
Ver. 1.6
HPR Transducer
➡ The Transducer transmits interroga>on pulses, and receives reply pulses from a
transponder to define the rela>ve posi>on (range and bearing) of the vessel.
➡ Speed of sound through water is approximately 1485 m/s.
➡ Transducer is a Transmiter-Receiver (Transceiver) normally posi>oned approximately 4
to 5m below the keel.
127
Ver. 1.6
HPR Transponder/Responder (Beacon)
➡ A transponder, or beacon, is a device that

emits an iden>fying signal in response to
an interroga>ng received signal.
✓ It needs to be periodically recharged
➡ A responder is a form of transponder
where the interroga>ng signal is
conducted by hard wire rather than
through water (Electrical Triggering).
➡ A Pinger is an acous+c beacon set to
transmit at a fixed and regular interval.
128
Ver. 1.6
HPR Applica+ons
➡P o s i > o n
reference for
DP opera>ons
➡ Tracking ROV`s
➡M a r k i n g
underwater
hardware
129
Ver. 1.6
HPR Problems
➡ Thruster ac+vity; ➡ ROV interac>on;

➡ Aera>on; ➡ Shallow water/Increased angle;
➡ Wheel wash/Turbulence; ➡ When using mul>ple PRS, it is not
➡ Marine life; advisable to use more than one HPR
➡ Bubbles; system;
➡ In regards to common mode failure,
➡ Salinity;
one event underwater will affect all
➡ Water temperature layers;
systems to total loss.
➡ Mul>-path/Signal reflec>on;
130
Ver. 1.6
HAIN Reference - Hydroacous+c Aided Iner+al Naviga+on
➡ An Iner>al Measurement Unit (IMU) measures its own movement. This IMU is the core
component in an Iner+al Naviga+on System (INS) which processes data from the IMU
sensor in a computer.
➡ Main advantages:
✓ It maintains the High update rate (1 second) output to the DP regardless of water
depth.
✓ It filters out the acous>c posi>on noise.
✓ It will provide the DP with posi>on data even minutes aOer loosing the acous>c
signals.
131
Ver. 1.6
Taut Wire
132
Ver. 1.6
Taut Wire
➡ The Taut Wire posi>on reference system is
mainly mechanical in principle.
➡ The posi+on of the vessel is defined rela+ve
to the loca+on of the weight obtained from
measurements of wire angle and water
depth.
➡ A light weight taut wire system consist of a
constant tension winch unit fioed on the deck
with a boom or A-frame projec>ng over the
side of the vessel.
➡ The signals are sent to the DP system, where
they are used to calculate the vessel’s posi>on 133
Ver. 1.6
Taut Wire Limita+ons & Disadvantages
➡ Limited by water depth (maximum 500 ➡ High currents causing wire bending;
meters); ➡ Re q u i re s s i g n i fi ca nt a m o u nt o f
➡ SoO boooms (weights may move maintenance and upkeep;
about); ➡ Vessel must carry mul>ple spare parts
➡ Hard boooms (weights may slide); onboard;
➡ Numerous issues for human divers & ➡ Degraded accuracy based on increased
ROV opera>ons; depth and angle.
Note: The posi+on accuracy deteriorates as water depth and/or angle of wire increases.
134
Ver. 1.6
Taut Wire Failure Modes

➡ Taut Wire most common failure modes includes:
✓ Pump Overload
✴ overload on the oil pump caused by weight to heavy, stuck on the booom
✓ High Oil Temperature
✴ high temperature on the hydraulic oil caused by filters clocked or old oil.
✓ Low Oil Level
✴ low oil level on the hydraulic oil caused by system leaking oil.
✓ Emergency Stop
✴ emergency stop buoon is ac>vated inadvertently.
✓ Frozen Reference System (Perfect Posi>on)
✴ sensor values have not changed in 5 seconds caused by the wire touching the hull.
135
Ver. 1.6
Chapter 7
Alarms
136
Ver. 1.6
Alarms
➡ An effec>ve Alarm Management System should be incorporated into the design. Alarm
management enables two fundamental func+ons:
✓ Interven>on.
✓ Post incident analysis.
➡ The alerts are divided into different priori>za>ons:
✓ Alarms,
✓ Warnings, and
✓ Cau>ons.
137
Ver. 1.6
MTOS™ Alarms System

➡ Alarm List
✓ The alarm list shows all alerts
that are ac>ve in the system.
✓ When a new warning or
alarm is issued the DPO
needs to acknowledge the
alert before it drops out of
the list.
✓ If the alarm remains ac>ve it
will be kept in the alarm list
un>l this is not the case.
138
Ver. 1.6

➡ Alarm Log
✓ The alarm log is a .txt file on disk that contains historical alerts. All alerts that are
issues in the system will be stored in the alarm log and can be viewed for several
weeks or months back in >me.
139
Ver. 1.6

➡ Alarm Explana+on
➡ It provides the correct interpreta>on of the
message so that the DPO can react properly.
➡ It can be accessed from the OS by clicking on the
“Help” menu in the toolbar at the top of the
Monitor.
➡ No Warnings or Alarms can be ignored, all must
be inves>gated and appropriate ac>ons taken.
➡ The DPO shall not silence, acknowledge and
remove the message un>l it has been properly
inves>gated and appropriate ac>ons taken.
140
Ver. 1.6
Chapter 8
Peripherals
141
Ver. 1.6
Printer
➡ From an operator sta>on it is at any >me possible to get a hard-copy print-out of a
snapshot of the current display at that par>cular operator sta>on.
➡ This can be achieved either by pressing the dedicated buoon on the operator panel.
➡ As a result of this, a picture of the current view of the OS will be sent to the printer,
provided printer is turned on and operates properly in all ways.
142
Ver. 1.6
Save Log Files

➡ Save Logfiles Now
✓ The Save Logfiles Now op>on will make a local copy
of all system logfiles at their current state. This is
typically used aOer a DP incident of some sort so
ensure that the log files are not overwrioen with
newer data as >me passes by.
➡ Save Logfiles to USB
✓ The Save logfiles to USB op>on will copy all system
log files from the local computer to a USB memory
s>ck inserted into any available USB port on that
computer.
143
Ver. 1.6
Changeover Switch - Mode Selector Switch

➡ The Mode Selector Switch will come with four op>ons Manual Levers, Joys>ck, DP and
Autopilot (Op>onal).
✓ DP buoon
✴ The mode system will send a digital output signal to the DP system to inform it
that DP mode is enabled. This makes it possible to go into DP mode (or rather
avoid being kicked out of DP mode) on the DP system itself.
✓ Manual Levers buoon
✴ By pressing the Manual buoon a digital signal to the thruster IO cards will de-
energize the relay that makes it possible to request the thrusters. This will force
the DP to release thruster request signal to transfer command back to manual
levers.
144
Ver. 1.6
Changeover Switch - Mode Selector Switch
✓ Independent Joys>ck (Backup JS)

buoon
✴ This buoon should be used to take
control of the vessel with the
independent backup system. When
enabled the thrusterIO card for the
backup system will be able to
transmit thruster request signal to
the thrusters.
145
Ver. 1.6
Chapter 9
Redundancy And Equipment Class
146
Ver. 1.6
Redundancy
147
Ver. 1.6
Redundancy
➡ It is the ability of the DP System to automa+cally control the heading and posi+on of
the vessel axer the occurrence of a Single Point Failure.
➡ Single Point Failures: These are failures inherent to systems with redundancy, where
the occurrence of the failure of a single component will not cause the loss of the
system's capacity to fulfill its purpose - automa>c heading and vessel posi>on control.
➡ Redundancy can be achieved, for instance, by installa>on of mul>ple components,
systems or alterna>ve means of performing the func>on.
➡ In short, redundancy is provided to ensure posi>on and heading control aOer a single
point failure occurs.
148
Ver. 1.6
Redundancy
➡ Common Mode Failure

✓ A Situa>on in which mul>ple elements within a redundant System fail
simultaneously due to a common cause or factor. The term is also used to iden>fy
the possibility of this event.
149
Ver. 1.6
Achieving Redundancy
➡ Redundant component:
✓ A redundant component is one of a number of components performing the same or
similar func>on. Should any one component become unavailable when subjected to
a single failure, the overall system func>on will not be lost.
➡ Redundant equipment groups:
✓ A redundant equipment group is one of a number of groups of components
performing the same or similar func>on. Should any one group become unavailable
when subjected to a single failure, the overall func>on will not be lost.
150
Ver. 1.6
Achieving Redundancy
151
Ver. 1.6
Worst Case Failure Design Intent - WCFDI

e
Worst Case Failure - WCF
152
Ver. 1.6
➡ For defini>on from IMO MSC Circ. 1580 1.2.24:

“Worst-Case Failure Design Intent (WCFDI) means the specified minimum DP system
capabiliHes to be maintained following the worst-case failure. The worst-case failure
design intent is used as the basis of the design. This usually relates to the number of
thrusters and generators that can simultaneously fail.”
153
Ver. 1.6
➡ Other documents and guidelines from other organiza>ons, such as IMCA, ABS, DNV
and MTS, may bring similar defini>ons with small varia>ons, however, all refer to
WCFDI as being conceived theore>cally in the early stages of designing a redundant DP
vessel (DP 2 or 3) and can be found at FMEA.
➡ In other words, the engineer asks himself the following ques>on:
✓ "What is the maximum detriment that our system can suffer and s>ll be able to
automa>cally control posi>on and accuracy?”
➡ Therefore, WCFDI describes which thruster, thrusters and generators would fail, or
would remain, in the event of the Worst Case of Failure (WCF).
➡ The WCF concept will be explored below.
154
Ver. 1.6
Worst Case Failure - WCF
➡ For defini>on from IMO MSC Circ. 1580 1.2.25:

“Worst-Case Failure (WCF) means the idenHfied single fault in the DP system resulHng in
maximum detrimental effect on DP capability as determined through the FMEA.”
➡ Other documents and guidelines from other organiza>ons such as IMCA, ABS, DNV and
MTS clarify that:
✓ WCF is the single fault that will cause the effect described in WCFDI.
✓ WCF is tested during the FMEA Proving Trials and
✓ Is the single fault used by Consequence Analysis in the simula>on for the prevailing
environmental condi>on.
155
Ver. 1.6
Post WCF DP Capability

180
➡ The vessel must always operate within 150 210 Capacidade

após WCF
the “post WCF” capacity.
✓ A simple way to test it is just deselect 120 240
the thrusters from the OS that would

be lost aOer the WCF.
➡ If this is not possible, a documented risk
90 270
assessment should be performed. Capacidade

Intacta
➡ That is why it is important that all vessel 60 300
officers know the WCF as specified in the

FMEA. 30 330
156
0

Ver. 1.6
DP Capability Plots
157
Ver. 1.6
DP Capability Plots/Diagram
➡ Used for es>ma>ng the vessels posi>on keeping

capability at various cases studies.
➡ Also referred to as Capability Plot.
➡ It is Computer Generated and Theore>cal.
➡ Plots the environmental envelope for mul+ple
thrusters and generators configura+ons.
➡ May helps when crea>ng a Risk Assessment and
planing a DP opera>on
➡ It is Part of FMEA.
158
Ver. 1.6
Footprint Plots - Traceline (MT)

➡ DP footprint plots are used to measure the actual posi>on-keeping performance of the
vessel in intact and degraded condi>ons and in various environmental condi>ons.
➡ DP footprint plots serve two main purposes:
✓ They show the vessel’s excursions in rela>on to the selected target posi>on, thereby
the >ghtness of the posi>on keeping circle;
✓ They are also valuable in assessing validity of DP capability plots.
➡ Where there are differences between the measured footprint plot and the theore>cal
capability plot, vessel operators, master and DP operators (DPOs) should always ensure
that the results of the footprint plot take precedence over the capability plot.
159
Ver. 1.6
Capability Plot FootPrint Plot (Traceline
160
Ver. 1.6
Consequence Analysis
161
Ver. 1.6
➡ Is a simula>on, it can also be called an algorithm or soOware, which occurs in the

background, to determine whether the vessel will be able to maintain posi>on and/or
heading if the case of WCF occur in the prevailing environmental condi>on.
➡ It is a Class requirement for DP vessels classes DP 2 e DP 3.
➡ For this simula>on to be accurate and true, it is necessary to wait for the mathema>cal
model to stabilize.
162
Ver. 1.6
➡ The Consequence Analysis does not remain ac>ve during posi>on and/or heading
changes, however, when it reaches the new set-point, it performs the simula>on
calcula>ons again.
➡ If the simula>on iden>fies in the prevailing environmental condi>ons that the vessel
would loose posi>on and/or heading if WCF occurred, a warning is issued to inform the
DPO that it needs to intervene.
✓ This can be done by changing the vessel's heading and/or posi>on in rela>on to the
installa>on and the environmental condi>on.
➡ Note: Ini>ally, the DPO must evaluate the stability of the mathema>cal model,
especially if the warning occurred aOer a change of posi>on or heading of the vessel.
163
Ver. 1.6
Cross Connec+ons
164
Ver. 1.6
Cross Connec+on
➡ The term “cross connec>on” is used to describe a physical connec>on across the
boundary between redundant groups. A cross connec>on has the ability to propagate
a fault across an otherwise redundant system or sub system thus defea+ng part of, or
the overall, redundancy concept of a DP system.
➡ The effect of a fault propaga>ng through a cross connec>on is variable and in extreme
cases can result in loss of DP equipment redundancy or, worse s>ll, loss of automa>c
DP control. Fortunately, in a higher number of cases the effect is not so severe albeit
may s>ll cause disrup>on to DP opera>ons and/or the vessel’s mission.
165
Ver. 1.6
IMO DP Equipment Classes
166
Ver. 1.6

➡ From IMO MSC.1/Circ. 1580
➡ DP 1 - NO Redundancy.
✓ Vessel equipped with DP System capable of automa>cally controlling heading and
posi>on.
➡ DP 2 - WITH Redundancy.
✓ Vessel equipped with a DP System capable of automa>cally controlling heading and
posi>on following a single point failure.
➡ DP 3 - WITH Redundancy.
✓ The loss of an en>re compartment must be a single point failure.
✴ DP backup compartment. 167
Ver. 1.6

➡ Although we have seen that the amount of redundancy is not a determining factor to
indicate the vessel's DP class (class 2 and 3 must have redundancy), since 2008, some
minimum system requeirement for DP Class 2 were established. Check below:
✓ 3 Gyros;
✓ 3 PRSs;
✓ 3 Wind sensors;
✓ 3 VRU/MRU.
168
Ver. 1.6
Minimum Requirements for Group Designa+on as per IMO

Subsystem or Component 1 2 3
Redundant, separate
Generator and prime movers Non-redundant Redundant
compartments
2 with open bus->es, in separate
Main switchboard 1 1 with bus->e
Power compartments
system Bus->e breaker 0 1 2
Redundant, separate
Distribu>on system Non-redundant Redundant
compartments
PMS No Yes Yes
Redundant, separate
Thrusters Arrangement of thrusters Non-redundant Redundant
compartments
Auto control: number of control computers 1 2 2+1 in alternate control sta>on
Control Manual control: joys>ck with auto heading Yes Yes Yes
Single levers for each thsruster Yes Yes Yes
3, including 1 connected to
PRS 2 3
alterna>ve control sta>on
Sensors Wind 1 3 3
VRS/VRU/MRU 1 3 3
Gyro 1 3 3
UPS 1 2 2+1 in separate compartment
Alterna+ve control sta+on for backup unit No No Yes

Ver. 1.6
MT Bridge Mate Architecture
170
Ver. 1.6
MT Bridge Mate DP 1 System
171
Ver. 1.6
172
Ver. 1.6
173
Ver. 1.6
DP Vessel Class and Industrial Mission
174
Ver. 1.6
DP Vessel Class and Industrial Mission
➡ The industrial mission is the primary opera>onal role of the vessel, typically applicable
to MODUs and Project and Construc>on vessels (e.g. Pipe-lay/Heavy-liO).
➡ Dynamic posi>oning is provided to allow the vessel to carry out its industrial misson
such as drilling, pipe laying, or heavy liOing.
➡ Class rules do not address the industrial mission of a DP vessel or the overall
performance and opera>onal capability.
➡ Many charterers will chose the DP Class based on its ability to hold posi+on axer the
WCF for a par+cular industrial mission.
175
Ver. 1.6
Chapter 10
Failure Modes Effects Analysis
176
Ver. 1.6
Failure Modes Effects Analysis - FMEA

➡ As defined in the document IMCA M 166, a FMEA is:
✓ A systema>c process for iden>fying poten>al design and process failures before
they occur, with the intent to eliminate them or minimise the risk associated with
them.
✓ The main purpose of the DP FMEA is to iden>fy simple failures that, if they occurred,
would cause the loss of the ability to automa>cally control the vessel's posi>on.
✓ The FMEA must also prove that the requirements regarding redundancy,
independence and separa>on are met in the project.
➡ Classifica+on socie+es require FMEAs for DP class 2 and DP class 3 vessels.
➡ A FMECA is an extension of an FMEA that adds a risk assessment of each failure mode
to determine its cri>cality.
177
Ver. 1.6
Failure Modes Effects Analysis - FMEA

➡ In essence the FMEA must:
✓ Iden>fy the equipment or subsystem, mode of opera>on and equipment:
✴ Every FMEA has its own CAMO (to be beoer explained in Chapter 37),
✴ Bus->e open/close, DGs setup, WCFDI, Thrusters setup etc.;
✓ Iden>fy poten>al failure modes and their causes;
✓ Evaluate the system effects of each failure mode;
✓ Iden>fy measures to eliminate or reduce the risks associated with each failure
mode;
✓ Iden>fy tests needed to prove the conclusions; and
✓ Provide informa>on to key DP personnel so they understand the capabili>es and
limita>ons of the system for best performance. 178
Ver. 1.6
FMEA Tes+ng
179
Ver. 1.6
FMEA Tes+ng
➡ FMEA Tes>ng is an important part of the FMEA process.
➡ They are intended to confirm the system's redundancy and its single point failure
tolerance in all DP components, systems and subsystems that could cause the system
to fail completely.
➡ Ini>ally the FMEA is a theore>cal documental analysis; however, to ensure that this
theore>cal analysis is correct the FMEA Proving Trials must be conducted on the newly
built vessel.
➡ FMEA Proving Trials take place as soon as construc>on of the DP vessel is completed.
180
Ver. 1.6
FMEA Tes+ng
➡ That said, the two main sec+ons of a FMEA are:
✓ The FMEA document, and
✓ The suppor>ng documenta>on such as the FMEA proving trials report, the technical
query list and correc>ve ac>on report forms.
➡ This documenta>on must be held on board the vessel in hard copy and electronic
format as part of the quality management system of the vessel. The FMEA should be
made available to all of the vessel’s staff who operate or maintain the DP system.
➡ Is good prac>ce to use FMEA func>onal descrip>on and block diagrams for fault finding
and tracing of faults.
181
Ver. 1.6
FMEA Tes+ng
➡ FMEA Proving Trials are a series of controlled failure mode tests that are intended to
prove the findings of the FMEA document, and eliminate any doubts about any
theore>cal analysis failure modes by conduc>ng onboard tests in a safe manner.
➡ Annual DP trials are more likely to uncover areas of performance deteriora>on or poor
maintenance and demonstrate that the concept of redundancy is s>ll intact.
➡ Retes+ng are required upon discovery of a fallout or the occurrence of an accident, in
order to demonstrate full compliance with the applicable provisions of the guidelines,
a new test will be required.
✓ The intend is to demonstrate that the DP System s>ll complies with class
requirements and the redundancy concept is s>ll intact.
182
Ver. 1.6
Five Yearly Trials
➡ IMO requires that a full test of the DP system be carried out periodically, but no longer
than a five-year period.
➡ Therefore, retes>ng full Proving Trials every five years may not be necessary unless
required by the classifier.
➡ It is recommended that the five-year tes>ng program be carefully planned, the intent
clearly specified, and then verified through tes>ng.
✓ Five-year tests are therefore an extension of the annual tests and may include FMEA
Proving Trials that are designed to prove the original intent of the DP system
redundancy design.
183
Ver. 1.6
Chapter 11
The Power System
184
Ver. 1.6
The Power system

➡ According to IMO MSC. 1/Circ. 1580:
✓ A Power system means all components and systems necessary to supply the DP
system with power.
✓ The power system includes but is not limited to:
✴ .1 prime movers with necessary auxiliary systems including piping, fuel, cooling,
pre-lubrica>on and lubrica>on, hydraulic, pre-hea>ng, and pneuma>c systems;
✴ .2 generators;
✴ .3 switchboards;
✴ .4 distribu>on systems (cabling and cable routeing);
✴ .5 power supplies, including uninterrup>ble power supplies (UPS); and
✴ .6 power management system(s) (as appropriate).
185
Ver. 1.6
IMO Func+onal Requirements
186
Ver. 1.6
Design of Marine Power Systems
➡ The design of Marine Power systems suppor>ng DP should follow the redundancy
concept and WCFDI.
➡ Design of such systems should reflect the Industrial Mission and the objec>ves to be
achieved.
➡ Vessel should meets the objec>ves of its industrial mission and achieve the desired
Class Nota>on.
187
Ver. 1.6
The Power system
➡ For equipment class 1, the power system need not be redundant.

✓ Generators and their distribu>on systems must, at a minimum, be capable of
supplying sufficient power to the thrusters to maintain the vessel's posi>on within
the specified opera>ng envelope, in addi>on to providing energy for the ship's
essen>al industrial ac>vi>es and service loads.
188
Ver. 1.6
The Power system
➡ For equipment class 2,

✓ The power system should be divisible into two or more systems so that, in the event
of failure of one sub-system, at least one other system will remain in opera>on and
provide sufficient power for sta>on keeping.
✓ The power system(s) may be run as one (closed bus-+e) system during opera>on
but should be arranged by bus->e breaker(s) to separate the systems automa>cally
upon failures which could be transferred from one system to another, including, but
not limited to, overloading and short circuits.
189
Ver. 1.6
The Power system
➡ For equipment class 3

✓ The power system should be divisible into two or more systems so that, in the event
of failure of one system, at least one other system will remain in opera>on and
provide sufficient power for sta>on keeping.
✓ The divided power system should be located in different spaces separated by A-60
class divisions. Where the power systems are located below the opera>onal
waterline, the separa>on should also be water>ght.
✓ Bus-+e breakers should be open during equipment class 3 opera+ons unless
equivalent integrity of power opera>on can be accepted according to paragraph
3.1.4.
190
Ver. 1.6
The Power system
➡ For equipment classes 2 and 3, the power available for posi>on keeping should be
sufficient to maintain the vessel in posi>on aOer worst-case failure according to
paragraph 2.2.
➡ For equipment classes 2 and 3, at least one automa>c power management system
(PMS) should be provided and should have redundancy according to the equipment
class and a blackout preven>on func>on.
191
Ver. 1.6
The Power system
➡ Before recovering from a par+al blackout, the engineer must:

✓ If available and if allowed by the company procedures, at the remaining
switchboard, start standby generators to guarantee enough power available,
✓ Main bus->e remains open,
✓ Verify alarm for fail iden>fica>on,
✓ Fix/isolate failure,
✓ Recovery bus bar one generator at-a->me.
192
Ver. 1.6
Chapter 12
HVAC and Ven+la+on
193
Ver. 1.6
HVAC and Ven+la+on
➡ Ven>la>on and HVAC for spaces containing equipment essen>al to DP should be

designed to comply with the redundancy concept and failure should not have an effect
exceeding the worst case failure design intent.
✓ This may be achieved by providing essen>al equipment with individual cooling
systems.
➡ Considera>on should be given to the use of temperature alarms for temperature
cri>cal spaces where cooling is essen>al to the correct opera>on of equipment, a
backup temperature control system should be provided.
194
Ver. 1.6
Combus+on Air and ER Ven+la+on

➡ Engines needs combus>on air and rely on engine
room ven>la>on systems to supply the required
quan>ty of combus>on air.
➡ For DP equipment class 2 and 3, no single failure in
the engine room ven+la+on arrangement should
cause a loss of posi+on or heading.
➡ DP equipment class 2 permits designs having a single
engine room and thus a single ven>la>on system.
➡ Experience suggests that although a fan failure does
not usually affect engine opera>on in the short-
term, temperatures may rise rela>vely quickly. 195
Ver. 1.6
Chapter 13
Cooling System
196
Ver. 1.6
Cooling System
➡ Seawater Cooling (main cooling system)
✓ The design should incorporate redundancy in Sea chests and pumps in line with the redundancy
concept and follow the WCFDI.
✓ No single failure of an ac>ve component in the seawater system should lead to a loss posi>on.
✓ An effec>ve an+ bio fouling system should be installed to ensure the seawater cooling systems retain
their efficiency between maintenance periods.
✓ Temperature, flow and pressure monitoring (local and remote) should be an integral part of the
design of sea water cooling systems.
197
Ver. 1.6
Seawater Cooling System Typical Diagram
198
Ver. 1.6
Cooling System
➡ Fresh Water Cooling
✓ FW cooling systems suppor>ng sta>on keeping equipment, per consumer, should be independent to
the maximum extent feasible.
✓ Failure of the FW cooling system should not result in a failure mode worse than the WCFDI.
✓ Water makers should not introduce commonality in redundant FW circuits.
✓ Flow and pressure monitoring (local and remote) should be an integral part of the design of fresh
water cooling systems.
✓ Fail safe condi>on for valves in FW system should fail as is.
✓ Fail safe condi>on for Temperature regula>ng valves should be fuil open, e.g. 3-way valve.
199
Ver. 1.6
Fresh Water Cooling system

✴ DP Class 3 requires cooling
pipework separa>on for
redundancy.
200
Ver. 1.6
Cooling Systems Watch Keeping Rou+ne
➡ Check the independence and segrega>on without cross connec>ons of the cooling
systems in accordance with CAMO and ASOG;
✓ Pay extra aoen>on to effects of ballast pump connected to the same sea water
system suc>on as the cooling system.
➡ Check the 100% opera>onal fresh and/or salt water cooling system.
➡ Check the fresh water cooling pumps (FW) for main and side thrusters, which are fed
from the same board with the respec>ve thruster control power supply.
➡ The primary pump for internal cooling of the VFDs in opera>on and func>oning
normally and the secondary pump in st-by.
201
Ver. 1.6
Cooling Systems Watch Keeping Rou+ne
➡ Check the correct opera>on of the automa>c change system monthly.

➡ Check freshwater temperature parameters for keel coolers, compare with previous
measurements.
➡ Check correct levels of expansion tanks.
➡ Check the cooling water parameters weekly.
➡ Perform monthly low level alarm test for expansion tanks.
➡ Keep coolers, sea strainers clean. Overhea+ng will be leading to a reduc+on of power
available and effect on redundancy.
➡ Excessive weed and jellyfish can block sea suc>on.
202
Ver. 1.6
Chapter 14
Compressed Air System
203
Ver. 1.6
Compressed Air System
➡ Compressed air system is used for a number of services and several systems may be
provided for different purposes:
✓ Star>ng air - engines
✓ Control air - engines, thrusters, brakes, seals, cooling water valves, fire dampers
✓ Service air - maintenance
✓ Rig & dry bulk air - industrial
204
Ver. 1.6
Layout of a Typical Reduntant Compressed Air System
205
Ver. 1.6
Compressed Air System Watch Keeping Rou+ne
➡ Verify that both compressors and air receivers are available and 100% opera>onal.
➡ Check that regulators and air receivers are properly maintained in accordance with the
ship's maintenance plan, lines checked and no leaks.
➡ Other checks according to CAMO and ASOG:
✓ Extra precau>on when sharing ships compressed air with on deck Industry mission
equipment.
206
Ver. 1.6
Chapter 15
The Fuel System
207
Ver. 1.6
The Fuel System

➡ The fuel system must meet redundancy requirements according to class requirements.
➡ Daily fuel service tanks should be arranged in such a way that if one of them is
contaminated, another one feeds the engines.*
✓ It’s common to find in many FMEAs that the WCF is the contamina>on or loss of a
single fuel tank/line.
➡ Should any fuel pump fail, this failure cannot exceed the WCF.
➡ Quick closing fuel valve actuators must be installed per engine.
208
Ver. 1.6
A Generic Redundant Fuel Oil System

➡ The fuel oil systems consist of:
✓ The Fuel Oil Transfer System and the ✓ Fuel Oil Service System.
209
Ver. 1.6
FO Systems Common Failures

➡ Fuel contamina>on in both fuel oil service tanks due to single fuel oil separator;
➡ Fuel oil separator failure:
✓ Mechanical component failure,
✓ Electrical motor failure or power loss,
✓ Failure of the associated feed pump,
✓ Blockage of a fuel oil filter in the supply line,
✓ Loss of compressed air or a control system failure.
✴ The engine room watch-keeper should be alerted by a fuel oil separator failure
alarm.
210
Ver. 1.6
FO Systems Watch Keeping Rou+ne

➡ Check the independence and segrega>on without cross connec>ons according to
CAMO and ASOG;
➡ Check daily service tank levels to ensure supply during the total >me of the cri>cal
ac>vity in DP;
➡ Check the correct func>oning of the fuel shut-off valves monthly.
➡ Check the correct func>oning of the diesel oil purifiers;
➡ Check correct fuel supply for Emergency Generator;
➡ Check fuel system filter parameters.
211
Ver. 1.6
Chapter 16
Lubrica+on Oil System
212
Ver. 1.6
Lubrica+on Oil System
➡ Lube oil systems for engines should be associated with one engine only.
➡ There should be no cross connec>ons between engines when using common
lubrica>on systems;
➡ Lubrica>on systems shall be provided with means to collect oil samples in accordance
with the manufacturer's manual.
213
Ver. 1.6
LO Pre-Lubrica+on
➡ Some engines require pre-lube prior

to startup, some others not.
✓ When the engines need a pre-lube
and the pump fails while the engine a> o n
b ric
is running, it will have no effect on el u
-Pr
No
it, but it will not be possible to
restart that engine if needed.
➡ And about the engines that do not
require a pre-lube prior to startup, the
operator must have in mind that it will
take longer to be started. 214
Ver. 1.6
LO Problems
➡ Low lube oil pressure may indicate a problem with engine bearings, the LO pump or LO
pipework.
➡ The loss of LO pressure can lead to severe engine damage in a very short period of
>me.
✓ Most diesel engines will stop upon low or complete loss of LO pressure.
➡ The oil pressure alarms on most engines have two set points:
✓ the first set point will sound a low pressure alarm and the next,
✓ if the pressure con>nues to fall, will stop the engine.
215
Ver. 1.6
LO Watch Keeping Rou+ne
➡ Gearbox - Main Engines LO - Carry out tests to change the primary pump to the
secondary pump when arriving in the opera>ons area with sa>sfactory results;
➡ Check the quality of the lubrica>ng oil at appropriate >mes through sample collec>on;
➡ Change lubrica>ng oil filters for engines and thrusters at appropriate intervals
according to the manufacturer's recommenda>on;
➡ Check lubrica>ng oil levels at appropriate intervals;
➡ Check if the lube oil alarm system in engine and thrusters is 100% opera>onal;
➡ Check bearing temperatures at suitable intervals for possible lack of lubricant;
➡ Periodically carry out lubrica>on of the bearing according to the maintenance program.
216
Ver. 1.6
Chapter 17
Main Engines
217
Ver. 1.6
Main Engines
➡ Engines for DP electric power plant are most commonly liquid fuelled four stroke,
turbocharged medium speed diesel engines.
➡ Diesel engines speeds and typical uses:
➡ The engines are invariably mul>-cylinder units in either in-line or V configura>on, as

shown in Figures.
218
Ver. 1.6
Main Engines
MAN 8L 32140 Courtesy MAN 32140 Project Guide 219

Ver. 1.6
Main Engines
MAN 16V 32140 Courtesy MAN 321V40 Project Guide 220

Ver. 1.6
Chapter 18
Power Genera+on
221
Ver. 1.6
Acributes of a Robust Redundancy Concept

➡ DP class nota>on dictates the redundancy requirements.
✓ Fully fault tolerant in rela>on to the defined failure criteria.
✓ Main machinery is independent to the maximum extent feasible.
✓ Redundant systems are clearly defined and well separated.
➡ The design of the power genera>on system should take into account:
✓ Sta>on Keeping + Industrial mission + Defined environmental limits.
✴ Intact condi>on.
✴ And post worst case failure.
222
Ver. 1.6
Acributes of a Robust Redundancy Concept

➡ In poorly defined redundancy concepts the boundaries between each power system
are more difficult to iden>fy and there may be a larger number of shared components
or connec>ons.
➡ Vessels with this type of redundancy concept are suscep+ble to failures that could
exceed Worst Case Failure Design Intent (WCFDI).
223
Ver. 1.6
Chapter 19
Main Power Genera+on
224
Ver. 1.6
Main Power Genera+on
➡ The main power genera>on level in a diesel electric plant includes the switchboards to
which the generators and thruster are directly connected.
➡ The distribu>on system at the main power genera>on level should be arranged to
reflect the split in the redundancy concept.
✓ Physical separa>on should be provided for DP Class 3 vessels.
➡ Generators for marine applica>ons are typically rated for one of the many stan
dard voltages such as 440V, 480V (LVS), 4160V, 6600V (MVS).
➡ Generators for DP diesel electric power plants are usually powered by medium
speed diesel engines.
225
Ver. 1.6
AC & DC System
226
Ver. 1.6
AC System
➡ Electric power is provided by several synchronous alterna>ng current generators, more

commonly called alternators, opera>ng in parallel to supply electricity to a
switchboard.
➡ Circuit breakers allow the generators and loads such as thrusters, service transformers
and motors to be connected to, and disconnected from, the switchboard(s) as
required.
➡ Typical DP vessel power plants have an equal number of generators connected to two
or more switchboards.
227
Ver. 1.6
DC System
➡ DC power distribu>on is an emerging technology for DP vessels. The focus are:

✓ reducing power system components, and
✓ improve engine efficiency.
➡ They func>on by means of rec>fica>on of the AC generators output which is used to
feed a DC power bus.
➡ This DC supply is then further converted back to AC allowing a variable frequency to be
supplied to the motors.
➡ This design sees the elimina>on of the main AC switchboard(s) and associated circuit
breakers, and bulky triple-wound thruster transformers.
228
Ver. 1.6
Chapter 20
Generators
229
Ver. 1.6
Typical Arrangement on a DP 2 Vessel - Bram Brasil

UTC: 21 J n 2021 14:09:43 :6.5.2.5
UTC: 21 Jun 2021 14:10:05 v:6.5.2.5
230
Ver. 1.6
Spinning Reserve, Power Available and Load Dependant
➡ Spinning reserve is the reserve genera>ng capacity in an electrical power system that
can be available immediately without the need to connect addi>onal generators.
➡ Power Available is the total amount of power available with the generators online.
✓ The higher demand the lower the power available.
➡ Load Dependant is the most basic func>on of a PMS, where it will start or stop
generators accordingly to the load needed.
✓ This func>on is universal amongst power management systems.
✓ Many vessel operators prefer to have the PMS alarm on light loading rather than act
directly to stop a generator. Classifica>on society rules may require that there is a
facility to disable the load dependent stop func>on.
231
Ver. 1.6
Power Available for Load Increase
➡ In most of DP Systems each bus load is limited to 90%.

➡ During DP class 2 opera>ons, each bus is limited to 45%.
➡ Because if the WCF occurs, the remaining thrusters (WCFDI) will experience a demand
increase to compensate the thrusters lost. And if more than 45% of the overall bus
capacity was being used, the remaining bus will not be able to deliver more than 90%.
➡ If that happens, it is considered that the redundancy concept was affected, because
the DP system will loose it’s sta>on keeping capability. Such scenarios are explored in
the vessels’ capability plots studies.
➡ Such limits are IMCA standards and not IMO.
232
Ver. 1.6
Available Power and The Vessel Capability Plot
➡ Capability plot will be affected by the number of generators that are online.
233
Ver. 1.6
Chapter 21
Main Switchboard
234
Ver. 1.6
Switchboards Requirements
235
Ver. 1.6
Switchboards Requirements
➡ A switchboard is a component of an electrical distribu>on system which divides an
electrical power feed into branch circuits while providing a protec>ve circuit breaker or
fuse for each circuit in a common enclosure.
➡ Switchboards should be arranged for full remote-manual and automa>c control and be
provided with all necessary alarms, controls and indica>ons to allow local manual
control of the power plant.
➡ Some classifica>on socie>es require switchboards to have an arc proof ra>ng for HV
applica>ons.
236
Ver. 1.6
Interlocks
237
Ver. 1.6
Interlocks
➡ An interlock is a device that makes the state of two or more mechanisms or func>ons
mutually dependent.
➡ Interlocks types:
✓ Hardwired
✓ Mechanical
✓ Logical
➡ Some interlocking schemes include inter
trips. An inter trip is a signal sent to one
circuit breaker from another. Typically
used to open the HV bus->e if the LV bus-
>e trip.
238
Ver. 1.6
Automa+c Changeovers
239
Ver. 1.6
Automa+c Changeovers
➡ Automa>c changeovers may be used to provide
an alternate source of AC power to equipment
at various voltage levels. Typical applica>ons
include:
✓ Backup supplies to UPSs and baoery chargers
(oOen from the emergency switchboard).
✓ Backup supplies to thrusters and engine
control systems.
✓ Provision of dual main power supplies to
transferable thrusters.
✓ Transferable generators which can connect to
more than one redundant equipment group. 240
Ver. 1.6
Load Balance Study
241
Ver. 1.6
Load Balance Study

➡ The load balance is a study to show the power consumed under various opera+ng
condi+ons, which may include DP, transit and harbour with varia>ons for summer and
winter opera>on if appropriate.
➡ When connect extra equipment. i.e. ROV, cranes, winch, drilling etc. it is necessary to
do a new load balance study.
242
Ver. 1.6
Thermal Imaging Inspec+ons
243
Ver. 1.6
Thermal Imaging Inspec+ons
➡ Thermal imaging is a way of inspec>ng components through images obtained from

special cameras that capture IR light indica>ng temperatures of surfaces.
➡ Thermal imaging inspec>ons are very effec>ve successful leading predic>ve
maintenance available in the electrical industry. Planned and periodic thermal imaging
inspec>ons can iden>fy many hazardous faults that would have caused catastrophic
damage to equipment and even fatal accidents.
In short: thermal imaging inspec+ons can show heat dissipa+ons in the system
components indica+ng areas which could cause failures.
244
Ver. 1.6
Connec+ng Mission Equipment to a Redundant Main Switchboard.
245
Ver. 1.6
Connec+ng Mission Equipment to a Redundant Main Switchboard.
➡ FMEA process must take in considera>on the effect that mission equipment has on the
DP system redundancy concept.
✓ Mission equipment cannot adversely affect the DP system’s redundancy integrity.
➡ Considera>on should be given to cross connec>ons via mission equipment.
✓ Any mission specific equipment with dual supplies from different redundancy groups
will have an effect on the upstream power plant and therefore the DP system when
considering the effect of a fire scenario within any enclosure accep>ng the dual
supplies.
➡ Analysis on the effect on the DP system may be required for these scenarios.
246
Ver. 1.6
Chapter 22
Bus-+e Breakers
247
Ver. 1.6
Bus-+e Breaker
➡ Bus->e breaker means a device connec>ng/disconnec>ng switchboard sec>ons

("closed bus->e(s)" means connected).
➡ IMO MSC.1/Circ.1580 Annex, page 8
✓ “3.2.3 For equipment class 2, the power system should be divisible into two or more
systems so that, in the event of failure of one sub-system, at least one other system
will remain in operaHon and provide sufficient power for staHon keeping. The power
system(s) may be run as one system during operaHon, but should be arranged by
bus-He breaker(s) to separate the systems automaHcally upon failures which could
be transferred from one system to another, including, but not limited to, overloading
and short circuits.”
248
Ver. 1.6
Bus-+e Breaker
✓ “3.2.4 For equipment class 3, the power system should be divisible into two or more
systems so that, in the event of failure of one system, at least one other system will
remain in operaHon and provide sufficient power for staHon keeping. The divided
power system should be located in different spaces separated by A-60 class divisions.
Where the power systems are located below the operaHonal waterline, the
separaHon should also be waterHght. Bus-1e breakers should be open during
equipment class 3 opera1ons unless equivalent integrity of power operaHon can be
accepted according to paragraph 3.1.4.”
249
Ver. 1.6
Bus-+e Breaker
➡ Opera>ng with the bus->e breakers open has the benefit that a failure in one main
switchboard will not propagate to the other main switchboard via the bus->e.
250
Ver. 1.6
Bus-+e Breaker
➡ However, opera>ng with the bus->e breakers open also has some downsides:
✓ a notably increase in the amount of genera>ng capacity required online and
✓ the knock-on effects on fuel consump>on, emissions and maintenance.
➡ For DP 2 and DP 3 vessels it is required by all classifica>on socie>es that analysis of the
relevant failure modes associated with closed bus->e breaker opera>on are addressed
in the FMEA.
251
Ver. 1.6
Bus-+e Breaker
➡ Closed Bus configura>on may be used with the purpose of allowing the sharing of
energy loads between all generators in opera>on.
252
Ver. 1.6
Poten+al failures and the impact on DP Class

➡ A short circuit across the main bus bars (and subsequent poten>al voltage dip) has
been iden>fied as one of the most severe faults that can occur on a vessel designed for
closed bus->e opera>on. However, there are mul>ple other faults in the power system
which can quickly propagate, poten>ally resul>ng in a full blackout. For Example:
✓ Reverse Power (with bus->e closed);
✓ Ground (earth) fault;
✓ Interlock failure;
✓ Drive machinery shutdown, e.g. main engine;
253
Ver. 1.6
Bus-+e Breaker
➡ Opera>ng with bus->e breakers closed introduces a fault propaga>on path during DP
opera>ons. There is clear s>pula>on that failure in one system should never be
transferred to the other redundant system. This is an expecta+on for systems with DP
class 2 and 3 nota+on.
The best op+on s+ll is OPEN BUS-TIE configura+on!
254
Ver. 1.6
Example of Bus-+e Breaker setup as per FMEA

M/V Bongo
255
Ver. 1.6
Bus-+e Breaker setup - M/V Bongo
256
Ver. 1.6
Bus-+e Breaker setup - M/V Bongo
257
Ver. 1.6
Breaker Selec+ve Study
258
Ver. 1.6
Selec+vity
259
Ver. 1.6
Selec+vity
➡ The term selec>vity can be applied to the ability of any protec>ve func>on to isolate a
fault as close to source as possible, but it is most oOen applied to the selec>on of fuses
or the sezng of protec>on relays for circuit breakers to ensure that faults are
disconnected by the circuit breaker or fuse closest to the fault.
➡ The purpose of these protec>on devices is to detect faults and isolate them quickly and
selec>vely from the system therefore limi>ng the consequences of the fault as far as
possible.
260
Ver. 1.6
Breaker Selec+vity Study
261
Ver. 1.6
Breaker Selec+vity Study
➡ The protec+on co-ordina+on study, some>mes known as the discrimina>on or

selec>vity study, is carried out to determine the various protec>on sezngs necessary
to ensure that faults are isolated as close to source as possible.
➡ It can be found in the electrical engineering projects as a separated document specific
to the vessel.
262
Ver. 1.6
Chapter 23
Power Distribu+on
263
Ver. 1.6
Power Distribu+on Scheme
➡ The power distribu>on scheme of a DP equipment class 2 or DP equipment class 3

vessel forms the very heart of the vessel’s DP redundancy concept.
➡ How generators, thrusters and auxiliary services are divided into groups largely
determines the vessel’s worst-case failure and therefore its post-failure DP capability.
➡ It is common prac>ce to describe the electrical part of the redundancy concept in the
form of an overall power system single line diagram.
264
Ver. 1.6
Power Plant Topologies
265
Ver. 1.6
Asymmetric two-way Split
266
Ver. 1.6
DP power plant with two-way split
267
Ver. 1.6
Three-way Split
268
Ver. 1.6
Power plant with three-way split for large DP vessel
269
Ver. 1.6
Transferable or Dual Fed Thrusters
270
Ver. 1.6
Combined Mechanical and Electric DP Power Plant - Hybrid
271
Ver. 1.6
Chapter 24
Uninterrup+ble Power Supplies - UPS
272
Ver. 1.6
UPS
➡ An UPS is a combina>on of converters, switches and energy storage means, for
example, baoeries, cons>tu>ng a power system for maintaining the con>nuity of load
power.
➡ The purpose of a UPS in a DP system is to provide:
✓ Stable, clean power.
✓ Con>nuity of power during main power system outage for at least 30min.
➡ It should be noted that this emergency backup only applies to DP system electronics
connected to the low voltage system - LVS.
✓ Sensors, OSs, CCs, Networks, CTs, Monitors, Spins, PRSs etc.
✓ It does not power thrusters and thrusters, or large consumers.
273
Ver. 1.6
UPS Bypass
➡ Most UPSs include a manual bypass facility.

➡ Although most bypass arrangements are included within the UPS enclosure along with
the baoeries and distribu>on circuit breakers, some classifica>on socie>es require it to
be physically separate from the enclosure if the UPS is used to supply emergency
services.
➡ The manual bypass switch can be used to supply the load from the mains if the UPS
system needs to be isolated for repairs or maintenance works.
274
Ver. 1.6
Chapter 25
AC Supplies
275
Ver. 1.6
AC Power Plant one-line Diagram
276
Ver. 1.6
AC Supplies to Consumers
277
Ver. 1.6
AC Supplies to Consumers
➡ Typically, the UPS operates at 110V or 220V and the internal circuits of the field sta>on
or operator sta>on are supplied at 24Vdc.
➡ It is reasonable to want to improve the reliability of the field sta>on by providing dual
supplies but care must be taken not to create a common point with failure effects that
can cause malfunc>on in other parts of the vessel control system.
➡ This situa>on can arise if the second supply is taken from a UPS within a different
redundant DP group. If the second supply is taken from the same redundant group
then fewer if any addi>onal concerns are introduced.
➡ Next chapter will beoer explore this concept.
278
Ver. 1.6
AC 24V Power Distribu+on - MT

➡ A redundant supply system for
24V power is also used.
➡ Important 24V power consumers
(sensor- and thruster IO HW)
have hardware logic to perform
the switching from one power
source to another if one power
source fails.
➡ The 24V power supply system is
shown in figure.
279
Ver. 1.6
Chapter 26
DC Supplies
280
Ver. 1.6
DC Power Supplies Topology
➡ In its simplest form, the DC power supply consists of a baoery charger, baoery bank
and distribu>on system with associated protec>on.
➡ Applica>ons for UPSs can be loosely divided into four main categories:
✓ control systems;
✓ communica>on systems;
✓ safety systems;
✓ emergency systems.
281
Ver. 1.6
DC Power Supplies Topology

➡ Associa>on of major components: Figures bellow show two possible DC system
configura>ons. The arrangement in the second figure is advantageous in that the
baoery bank can be isolated without having to disconnect the distribu>on.
Linear configuration of receiver, battery bank and distribution
Branch configuration of rectifier, battery bank and distribution

282
Ver. 1.6
Cross Connec+ons in 24V Supplies
283
Ver. 1.6
Consumer A Consumer B
Single supply for each main switchboard
Consumer A
Main switchboard supplies cross-connected
Consumer B
284
Ver. 1.6
Consumer A Consumer B
Dual supply for each main switchboard 285

Ver. 1.6
Chapter 27
Network Systems
286
Ver. 1.6
Network Systems
➡ Data communica>on networks in DP vessels are generally considered to be an

unavoidable common point because all DP related control equipment is generally
connected to both networks.
➡ Even designs where the DP control system connects to the thrusters by way of an
analogue interface have networks within the DP control system that carry signals from
shared references and sensors.
➡ Networks are also used for comparison alarms and vo>ng purposes between
controllers.
287
Ver. 1.6
Fail-safe Communica+on Network
288
Ver. 1.6
➡ Communica>on between the different modules is done by means of an Ethernet

network.
➡ For a DP 1 system a single network will be used whereas for DP 2 or higher a dual-, or
fail-safe communica>on network is used.
➡ All communica>on between the different system modules takes place on both
networks simultaneously.
➡ If a network failure results is broken communica>on between two system nodes, the
communica>on will con>nue uninterruptedly on the secondary network.
289
Ver. 1.6
➡ A conceptual drawing of the fail-

safe communica>on network is
shown in Figure.
290
Ver. 1.6
Network Tes+ng & Netstorm
291
Ver. 1.6
Network Tes+ng & Netstorm
➡ Annual tes>ng should include tests designed to demonstrate confidence in network

performance and protec>ve func>ons.
➡ A “Netstorm” is a type of network failure.
✓ It is essen>ally an excessive amount of traffic, or more specifically, a flood of packets
on the network.
✓ In a control system network scenario, the vastly increased number of packets can
cause controllers to become overloaded, unable to handle their normal tasks – such
as controlling a thruster (DP), monitoring shutdown condi>ons (ESD), or providing
switchboard protec>on (PMS). Valid packets may never reach their intended
des>na>on.
292
Ver. 1.6
Chapter 28
Digital Interface
293
Ver. 1.6
Digital signal
➡ A digital signal input are limited to 2 status: 0 or 1.
➡ This can be achieved by a 24Vdc “off” or “on” for example.
➡ Examples of digital inputs:
✓ “Ready signal” of a thruster,
✓ “Pitch reduc>on” of a thruster,
✓ “Pump running” of a rudder,
✓ “Engine running” from main prop,
✓ “Bus->e Breaker” open or close,
294
Ver. 1.6
Interface Unit
295
Ver. 1.6
Interface Unit
➡ Interface Unit is component which independent and MB
oOen unrelated systems meet and act on or
communicate with each other.
➡ The means by which interac>on or communica>on is
achieved at an interface. IO Card
296
Ver. 1.6
Interface Unit
➡ When configured as a thruster’s IO card, it can be used to interface numerous analog

and digital signals, and can read feedback signals, as well as outpuzng command
signals from the DP system to external units.
➡ Typically, it will be used to interface thrusters, switchboards, etc.
➡ One IO card can be dedicated for one specific thruster (for redundant systems), or
interface mul>ple or even all thrusters on a vessel.
297
Ver. 1.6
Interface Unit
➡ When configured as a panel IO unit, it can read serial data from sensors.
➡ Up to eight serial lines can be used for each IO card.
➡ For a higher class system where more sensors are typically interfaced, there will always
be two or more panel IO cards. Thus, the number of available serial lines should always
be sufficient.
➡ When used as a panel IO card, it is also used to interface circuits that control panel
lights and register buoon ac>vity on the operator panels.
✓ For example, the analog signals from the three-axis joys>ck are also read by the
same IO card.
298
Ver. 1.6
Digital Signal over the Ethernet
299
Ver. 1.6
Interface Unit
300
Ver. 1.6
Chapter 29
Analogue Interface
301
Ver. 1.6
Analogue Interface
➡ An analog signal is any con>nuous signal for which the >me-varying feature of the
signal is a representa>on of some other >me-varying quan>ty.
➡ The different analogue signals associated with DP control systems and their use are
Current, from 4 to 20mA or Voltage, from 0 to + 10V, or from -10 to +10V.
✓ They can be used to measure a wide range of parameters to monitor de correct
func>oning of the DP system and its main components, specially thrusters
commands and feedback.
302
Ver. 1.6
Analogue Interface
➡ The preference is to use the varia>on in current instead of voltage, because in case of a
broken wire the value goes to 0A and the error is iden>fied as being outside the range
of 4 to 20mA.
✓ If using the voltage from -10V to +10V, a broken wire (0V) would be iden>fied as a
command and not an error.
303
Ver. 1.6
Analogue Interface
➡ Examples of Analog signal input in the DP system:

✓ Generators load (kw),
✓ Pitch feedback,
✓ Azimuth and angle feedback, and
✓ Rota>on feedback.
304
Ver. 1.6
Chapter 30
Serial Interface
305
Ver. 1.6
Serial Interface
➡ In telecommunica>on and data transmission,
serial communica>on is the process of sending
data one bit at a >me, sequen>ally, over a
communica>on channel or computer bus.
➡ The communica>on links, across which computers
(or parts of computers) talk to one another, may
be either serial or parallel.
➡ A parallel link transmits several streams of data
simultaneously along mul>ple channels (e.g.,
wires, printed circuit tracks, or op>cal fibers);
➡ A serial link transmits only a single stream of data.
306
Ver. 1.6
NMEA Protocol
307
Ver. 1.6
NMEA Protocol
➡ It has been defined and controlled by, the Na>onal Marine Electronics Associa>on.
➡ The NMEA 0183 has evolved to NMEA 2000 but not applied to DP applica>ons.
➡ NMEA 0183 is a combined electrical and data specifica>on for communica>on between
marine electronics such as:
✓ echo sounder, ✓ autopilot,
✓ sonars, ✓ GPS receivers and many other types
✓ anemometer, of instruments.
✓ gyrocompass,
308
Ver. 1.6
NMEA Protocol
➡ NMEA 0183 defines an RS422 transport, there also exists a de facto standard in which
the sentences from NMEA0183 are placed in UDP datagrams (one sentence per packet)
and sent over an IP network.
309
Serial configuration (data link layer)
Ver. 1.6
Iden+fying Different NMEA Strings
310
Ver. 1.6

➡ GGA - Global Posi>oning System Fix Data
✓ Time, posi>on and fix related data for a GPS receiver.
311
Ver. 1.6

➡ HDT - Heading, True
✓ Actual vessel heading in degrees True produced by any device or system producing
true heading.
312
Ver. 1.6
Serial, Analogue and Digital Monitoring

Using the MTOS
313
Ver. 1.6
Network Monitoring - Using the MTOS

➡ The Network View displays all hardware nodes that cons>tute the DP System and the
single- or redundant (depending on DP Class) network that bind them, as seen in
Figure bellow.
314
Ver. 1.6
Digital and Analog Monitoring - Using the MTOS

➡ The nodes that represent
Thruster IO Cards (TC x),
Power IO Cards (MIC x) and
Serial Cards (SSB x) can be
clicked on to access more
informa>on related to that
unit.
➡ The Thruster IO Card dialog
provides informa>on about
all signals interfaced to the
DP system via this unit.
315
Ver. 1.6
Serial Monitoring - Using the MTOS
➡ Like the Thruster IO Card dialog, the Power IO

Card dialog provides informa>on about signals
interfaced to the DP system via this unit.
➡ For each Power IO Card the dialog displays all
signals that are interfaced, the channel
number for each signal, the name of the signal
and also the name of the device that reads/
outputs the signal.
316
Ver. 1.6
Serial Monitoring - Using the MTOS
➡ The Serial Card dialog, Figure bellow,

displays all the sensors that are interfaced
to a given IO Card and on which channel
they are connected.
➡ The status of the sensor is also displayed.
317
Ver. 1.6
NMEA String Monitoring - Using the MTOS
➡ The serial data dialog displays serial data as

it is received by the CC from the IO card on
the different serial channels.
➡ This is a useful tool when trying to verify
that the sensor data is arriving in its
expected form.
➡ As this is the raw format received from the
sensor it can be used to check the actual
data values as received from the sensor
before undergoing processing in the DP
system. 318
Ver. 1.6
Chapter 31
Power Management System - PMS
319
Ver. 1.6

➡ According to IMO MSC .1/Circ. 1580, Power Management System means to generate,
provide, and guarantee the con>nuity of the energy supply to the DP System.
✓ For equipment classes 2 and 3, at least one automa>c power management system
(PMS) should be provided and should have redundancy according to the equipment
class and a blackout preven>on func>on.
➡ It can be said that the PMS has two main groups:
✓ The PMS integra>on with the ship’s automa>on system providing informa>on from
the vessel to control the power required by the generators (Load Dependant and
Load Shedding).
✓ The PMS integra>on with the DP system, informing the DP the need to reduce
thrusters demand when necessary (Power reduce).
320
Ver. 1.6
➡ PMS ensures the correct number of generators connected to the bus according to the
load demand required by the DP system, con>nuously analyzing the power reserve
available for the opera>on.
➡ The primary objec>ve of a power management system is to ensure con>nuity of the
power supply to essen>al consumers under all defined opera>ng condi>ons. In the
event that it fails in this objec>ve it may be programmed to restore power
automa>cally.
➡ Its main purpose is to avoid overload and prevent blackout.
321
Ver. 1.6
Load Dependent Start/Stop
322
Ver. 1.6
Load Dependent Start/Stop
➡ This func>on is universal amongst power management systems. Although the need for
load dependent star>ng of standby genera>ng sets is clear, vessel operators are
divided as to the wisdom of allowing generators to be automa>cally stopped.
➡ Many vessel operators prefer to have the power management system alarm on light
loading rather than act directly.
➡ Classifica>on society rules may require that there is a facility to disable the load
dependent stop func>on.
323
Ver. 1.6
Load Shedding
324
Ver. 1.6
Load Shedding
➡ Is the ac>on to reduce the load, especially the interrup>on of an electricity supply to
avoid excessive load on the genera>ng plant.
➡ When the power management system trips off heavy consumers, non essen>al loads
such as hotel load, ini>ally with the inten>on to keep sta>on keeping capability.
➡ PMS has this func+on ul+mately to prevent blackout.
325
Ver. 1.6
Thruster Phaseback
➡ The func>on Thruster Phaseback is a method u+lized to temporarily reduce power

consump+on following an event, to stabilize the power plant and avoid a black-out.
➡ Fast phaseback: This feature is provided in most modern variable speed drive systems.
➡ It allows the thruster to shed load rapidly in response to falling bus frequency which
indicates that the generators are in overload.
➡ The phaseback func>on aoempts to maintain an acceptable bus frequency during
overload condi>ons.
326
Ver. 1.6
PMS Wrap-up
327
Ver. 1.6
PMS Wrap-up
➡ The PMS will:

✓ Manage generators - Auto Start / Stop (Load Dependant);
✓ Avoid excessive loading on genera>ng plant (Load Shedding);
✴ Thruster Phaseback.
✓ Informs the DP the need to reduce thrusters demand (Power Reduc+on):
✴ High Power Consump>on - Warning
✴ Power Reduced - Alarm
✓ Short-circuits monitoring.
328
Ver. 1.6
Chapter 32
Thrusters and Propulsion Systems
329
Ver. 1.6
Thruster Types
330
Ver. 1.6
Propeller
➡ This is the most common form of propulsion, they can be:
✓ Fixed pitch (FPP), or
✓ Variable/Controllable pitch (CPP).
➡ The pitch of a propeller is the theore>cal distance moved through the water for one
revolu>on, but due to slippage this is never achieved.
331
Ver. 1.6
CPP Main Characteris+cs
➡ Thrust is generated at fixed RPM:

✓ Change in pitch and direc>on of thrust
by changing blades angle.
➡ Disadvantages:
✴ Less thrust efficiency with reverse
pitch;
✴ Poten>al oil leaks.
332
Ver. 1.6
FPP Main Characteris+cs
➡ Increases Pitch/thrust by increasing shaO

RPM;
➡ Less moving parts to break than with
CPP;
➡ For DP applica>ons it is used with
electrical motor/VFD.
333
Ver. 1.6
Tunnel Thrusters
➡ Is a propeller posi>oned within a tunnel
which runs athwartships.
➡ Loses efficiency when the vessel is
moving ahead or astern over 3 to 4 knots;
or with fast moving currents while
holding posi>on;
➡ May be affected by high pitch with rough
sea and light ship;
➡ Stern tunnel thrusters may be suscep>ble
to aera>on of the water caused by the
main drive propellers.
334
Ver. 1.6
Azimuth Thrusters
➡ A rotatable propeller, generally in a nozzle ring, which
can direct thrust in any direc>on. Since they operate in
open water there are fewer problems in rela>on to the
dynamics of flow if compared to the tunnel thruster,
however they protrude from the hull.
335
Ver. 1.6
Azimuth Thrusters Main Characteris+cs
➡ Can be Drop Down, or Fixed in posi>on.

➡ Can be used as Main propulsion;
➡ More complex than other types;
➡ Can use CPP or FPP;
➡ Full power 360 degrees;
➡ More vulnerable to grounding.
336
Ver. 1.6
Podded Azimuth Thruster - Azipod

➡ Podded drives are capable of delivering greater power than other types of azimuth
thruster, up to 25 MW, as they have eliminated the thruster gear train.
➡ The thruster shaO is also the motor rotor with the pod casing being the stator.
➡ The sealing arrangement is par>cularly cri>cal since any water ingress may cause an
electrical failure.
337
Ver. 1.6
Azipod Main Characteris+cs
➡ Can be used as Main propulsion;

➡ FPP with electrical motors, variable RPM;
➡ Full power 360 degrees;
➡ More Vulnerable to grounding.
338
Ver. 1.6
Voith Schneider
➡ The Voith Schneider Propeller (VSP)
combines propulsion and steering in one
unit.
➡ Magnitude and direc>on of thrust can be
set stepless and as necessary. A circular
disk with movable and controllable blades
installed at a 90 degree angle to the disk
rotates at the vessel booom.
➡ The magnitude of thrust is determined by
the rota>onal speed of the disk; the blade
angle determines the direc>on of thrust.
339
Ver. 1.6
340
Ver. 1.6
Thruster Failure Modes
341
Ver. 1.6
Thruster Failure Modes
➡ DP rules and guidelines generally include requirements that thrusters should fail safe
and not develop uncontrolled thrust or reverse the direc>on of thrust as the result of a
single failure. Poten>al fail safe condi>ons include:
✓ fail as set;
✓ fail to zero thrust;
✓ motor stop.
➡ In all cases the failsafe condi>on should be analysed to confirm its suitability for the
par>cular applica>on.
➡ Fail to full is not acceptable but can happen with CPP systems.
342
Ver. 1.6
Thruster Emergency Stop
➡ From IMO MSC.1/Circ. 1580:

✓ “3.3.6 Individual thruster emergency stop systems should be arranged in the DP
control staHon. For equipment classes 2 and 3, the thruster emergency stop system
should have loop monitoring. For equipment class 3, the effects of fire and flooding
should be considered.”
➡ DPO must have in mind that thrusters’ emergency stop works in any mode of
opera+on (Joys+ck, DP or Manual)
343
Ver. 1.6
Chapter 34
DP System and Equipment Manuals
344
Ver. 1.6
DP System and Equipment Manuals

➡ According to IMCA M 109 - A Guide to DP Related Documenta>on for DP Vessels,
companies will have DP opera>ons manuals, but these will probably vary as to their
content.
➡ There might also be overlap between these manuals and other documents carried on
board or in the office.
➡ A helpful format for DP documenta>on is as follows:
✓ Interface Document ✓ ASOG, CAMO, TAM, SIMOPS
✓ DP Operators Manual ✓ Manufacturers’ Manuals
✓ Maintenance manual ✓ Planned Maintenance
✓ Fault finding guide ✓ Schema>c Drawings
✓ Vessel Opera>ons Manual ✓ System Architecture 345
Ver. 1.6
The DP Manual
346
Ver. 1.6
The DP Manual
➡ The DP Manual provides opera>onal guidance in which to be followed by bridge and
engine room personnel while conduc>ng both cri>cal and non-cri>cal DP opera>ons on
all company vessels.
➡ In the event of conflict with the company’s DP procedures and client procedures, the
most stringent procedures will be followed.
➡ The policies and procedures in the manual serve as the company’s Dynamic Posi>oning
opera>onal standard. Although its content is not vessel specific, it is used in the
crea>on of the Ac>vity Specific Opera>ng Guidelines for each vessel.
347
Ver. 1.6
The DP Manual
➡ In addi>on to this manual, bridge and engine room personnel should also reference:
✓ The Vessel Par>cular Dynamic Posi>oning Opera>ons Manual - for vessel specific
familiariza>on
✓ The vessel’s DP FMEA - to understand the vessel’s redundancy concept
✓ The vessel’s ASOG - to understand the vessel’s configura>on and limita>ons for
cri>cal DP Opera>ons
✓ The manufacturer’s manuals - for familiariza>on with the vessel’s DP equipment.
348
Ver. 1.6
Chapter 33
DP Control Systems, Soxware and
Maintenance
349
Ver. 1.6
Management of Change for DP Opera+ons
350
Ver. 1.6
Management of Change for DP Opera+ons
➡ Management of Change - MOC - is defined as a planned approach for evalua>ng and

managing temporary or permanent changes to ensure that safety, environmental, and
quality standards are not compromised.
➡ A MOC is required for changes in:
✓ organiza>onal structure, ✓ changes to equipment,
✓ systems, and devia>on of policy, ✓ regula>ons, or
✓ opera>ng condi>ons or procedures, ✓ personnel.
✓ products/materials,
351
Ver. 1.6
DP System and Equipment Changes
352
Ver. 1.6
DP System and Equipment Changes

➡ Changes to the original configura>on of DP system components require revision of
FMEA documents, Ship Specific Dynamic Posi>oning Manual and ASOG.
➡ During the review process the vessel must operate under Management of Change.
➡ Requests for review of DP documents must be submioed to the DP Assurance
Department.
➡ This includes changes from:
✓ DP soOware, ✓ Machinery,
✓ DP Opera>ng Computers, ✓ Propulsion, and
✓ DP Control Computers, ✓ Any electrical or electronic device
✓ Posi>on Reference Systems, that is suppor>ve or otherwise
✓ DP Sensors, cri>cal to the DP System.
353
Ver. 1.6
Revisions to DP Documenta+on
354
Ver. 1.6
Revisions to DP Documenta+on
➡ Vessel DP equipment modifica>ons, upgrades and changes typically require revisions
to the relevant DP Assurance documents such as FMEA, Vessel Par>cular DP
Opera>ons Manual, and ASOG/WSOG. A vessel’s DP documents will become invalid
following:
✓ Structural change i.e. lengthening, adding deck cranes or helidecks
✓ Upgrades and/or changes to the DP control system e.g. sensors, posi>on reference
systems, etc
✓ Changes in DP soOware
➡ Requests for DP document revision following change to the vessel’s design and/or DP
control equipment as aforemen>oned should be submioed to the Company DP
Authority.
355
Ver. 1.6
DP Soxware Control
356
Ver. 1.6
DP Soxware Control
➡ When a new version of the soOware is released, all documenta>on must be updated to
reflect the changes made to the soOware, this includes the Operator Manual, version
descrip>on, technical documenta>on, installa>on manual and an updated DP FMEA,
which should include an “FMEA Retes>ng” or even a new “Proving Trials”.
➡ To perform the soOware update, an MOC must be done and the technician must
contact the Remote Monitoring Center (RMC) and obtain an access code to be able to
change the DP control system.
357
Ver. 1.6
Chapter 35
Managing The Engine Room and ECR
358
Ver. 1.6
Managing the ER and ECR

➡ Engine room officers are a vital part of safe and effec>ve DP watch keeping. They must
be a fully trained, qualified, competent and capable of assis>ng as required.
➡ According to IMCA M 182 - “…the engine room should be manned at all 1me for all
DP opera1ons.”
➡ Engine room watch keepers are to monitor the DP cri>cal equipment during opera>ons
and promptly no>fy the bridge of any losses, abnormali>es or poten>al problems
detected with any DP associated equipment.
➡ While at the worksite or anywhere within the exclusion zone, there must be proper
no>fica>on to the bridge prior to physical troubleshoo>ng, replacing or servicing any
equipment.
359
Ver. 1.6

➡ There must be no form of preventa>ve maintenance conducted on any equipment,
which may nega>vely affect the vessel’s DP capabili>es or the opera>on being
conducted.
➡ Rounds are to be made no less than every 30 minutes and all watch keepers must
understand and comply with the chief engineer's standing orders.
➡ All engine room officers must understand the opera>onal requirements of the vessel,
the consequences of failures, the op>miza>on of the redundancy available in
equipment and the need for reliable communica>ons between the bridge and engine
control room.
➡ The Chief Engineer or OICEW must be capable of making cri>cal decisions. There must
be comprehensive knowledge of the equipment, opera>ons manuals, including the DP
FMEA. 360
Ver. 1.6

➡ All engine room officers should know the correct configura>on of equipment in the
mandatory CAMO, ASOG/WSOG, and must understand the vessel’s worst-case failure,
proper response, and black out response/recovery procedures.
Note 1: No programmed or urgent maintenance of cri>cal equipment or in sensi>ve areas
of the DP can be performed during cri>cal DP ac>vi>es unless properly authorised by the
Opera>ons, Maintenance and DP Assurance departments, because it can lead to a
degraded status.
Note 2: According to IMCA If is urgent a maintenance work when vessel is on DP, a
Permit Work must be used.
According to Bram Polices no maintenance is allowed during Cri+cal Ac+vity on DP.
361
Ver. 1.6
Permanent Orders for the Management of Cri+cal DP Ac+vi+es
362
Ver. 1.6
Permanent Orders for the Management of Cri+cal DP Ac+vi+es
➡ Key DP personnel on the bridge and on the ER must follow the standing orders of the
Master / Chief Engineer during cri>cal DP ac>vi>es.
➡ The Master and Chief Engineer must leave specific and clear instruc>ons for the
vessel's DP ac>vity that are not covered in the ASOG/WSOG (AFI) and must highlight
the service requirements, emergency response ac>on and must be correlated with the
ASOG/WSOG (AFI) and may reiterate certain procedures with more emphasis.
363
Ver. 1.6
DP Watch Handover
364
Ver. 1.6
DP Watch Handover
➡ DP Watch Handover service must always involve in-depth discussion between the
Officers of the Watch, both Bridge and ER. For this it is important to keep the proper
record throughout the ER watch, ensuring that no pending items will be neglected.
➡ Officer of the watch in the ER must complete the DP Watch Handover Checklist form at
the end of every watch.
➡ A clear and precise descrip>on of the ac>vi>es in progress as well as the programmed
ones must be made. Risks to which the vessel is or could be exposed must be
informed.
➡ The OOW entering on duty must verify that the vessel is complying with the
opera>onal status in accordance with the CAMO and the ASOG.
365
Ver. 1.6
Maintenance
366
Ver. 1.6
Maintenance
➡ A structured planned maintenance system should specifically address the vessel’s DP

system, equipment and support systems.
➡ Maintenance tasks should be created in the vessel’s planned maintenance program
having specified intervals for comple>ng each task.
➡ Proper suppor>ng documenta>on should include relevant informa>on including any
modifica>ons, upgrades or repairs to the DP system and equipment.
➡ The ability to operate in compliance with the vessel’s CAMO and to ensure op>mal
performance and reliability of DP equipment is dependent on up to date maintenance,
in par>cular, scheduled Engine Room maintenance i.e. baoeries, mains, generators, oil
sampling etc.
367
Ver. 1.6
Maintenance
➡ In addi>on to scheduled Engine Room maintenance, the following maintenance tasks,

as applicable to each vessel, should be adopted into rou>ne or non-rou>ne
maintenance. The Master and Chief Engineer should coordinate the tasks including the
required frequency, taking into considera>on order of importance, Industrial Mission,
vessel safety, etc.
368
Ver. 1.6
Maintenance Records
369
Ver. 1.6
Maintenance Records
➡ Records of all planned and unplanned DP maintenance should be kept in an

appropriate electronic format and/or hard copy. Records should include vendor service
reports, as well as maintenance performed by vessel personnel.
➡ Documented maintenance should include, but not limited to:
✓ Maintenance or repairs by the crew,
✓ Service reports by technicians,
✓ Vendor support communica>ons,
✓ Changes or addi>ons to DP equipment or sub-systems.
370
Ver. 1.6
Tests
371
Ver. 1.6
Bacery Endurance Test
➡ Baoery life tests are typically performed using the load connected to the UPS or
charger.
➡ To get valid results, all components must be running.
➡ The >me should start when the alarm is received, indica>ng that the UPS or Baoery
Power System is on baoery power.
➡ The UPS must feed devices for up to 30 minutes.
➡ It must be done every month or according to the ASOG, at least every 30 days.
372
Ver. 1.6
Bacery Endurance Test
➡ The results must be documented:

✓ Baoery voltage should be recorded.
➡ Failures must be reported.
➡ Replacement of a UPS baoery pack should be performed at intervals in accordance
with the vessel's maintenance schedule or if the vessel fails during tes>ng.
➡ The output from the UPS should only be turn off for FMEA Proving Trials, because it
could damage equipment.
373
Ver. 1.6
Emergency Stop Tes+ng
➡ The emergency stops are considered an important part of the DP equipment.

➡ All vessel officers taking part in DP opera>ons should be ac>ve par>cipants in tes>ng
the emergency stops monthly.
➡ As part of DP training, it should be discussed among the officers the poten>al failures
that may require DPO ac>on, using an emergency stop.
374
Ver. 1.6
Load Tes+ng Of Generators
➡ Generator full power tests prove the full load capability and load acceptance of the
generators.
➡ Generators should be loaded to 100% for 15 minutes or un>l temperatures stabilize,
whichever is the shorter. ShaO Generators or Diesel Electric Vessels can test with a
closed bus using mul>ple thrusters/main propulsion individually or in groups using
individual generators to achieve the maximum load.
➡ Tes>ng should be conducted in open waters on the return voyage to port. Time, date
and results are to be document with any faults and failures reported to shore support.
➡ This should be part of a documented planned maintenance system conducted every six
months.
375
Ver. 1.6
Load Tes+ng Of Generators
➡ Ship’s Service/Auxiliary Generators can be tested individually with a closed bus->e,

applying as much of a load as possible if 100% is not achievable.
➡ Generators should be loaded to 100% for 15 minutes or un>l temperatures stabilize,
whichever is shorter.
➡ This test should be accomplished dockside.
➡ Time, date and results are to be document with any faults and failures reported to
shore support.
months.
376
Ver. 1.6
Load Tes+ng Of Propulsion

➡ Propulsion full power tests will prove the full power capability of the vessel’s
propulsion.
➡ Propulsion will be loaded to 100% for 15 minutes or un>l temperatures stabilize,
whichever is shorter, individually, in pairs or groups.
➡ The test may be carried out in manual mode or in DP.
➡ Maximum load tes>ng of thrusters and generators can be combined as one on
applicable vessels.
➡ Tes>ng should be conducted in open waters on the return voyage to port.
➡ Time, date and results are to be document with any faults and failures reported to
shore support.
months. 377
Ver. 1.6
Remote Monitoring
378
Ver. 1.6
Remote Monitoring
➡ Through remote access, it is possible to monitor the performance, status and loca>on
of the vessel, in addi>on to iden>fying and genera>ng electronic no>fica>ons directly
to vessels regarding failures, defects, energy consump>on or early detec>on of the
need for maintenance.
➡ Remote Access must be disabled during DP opera>ons.
➡ For its ac>va>on outside the 500m zone of any UM:
✴ Permit to Work with master’s authorisa+on.
✴ To be away more 500m from any installa>on.
✴ Documenta>on with >me it is enabled, technician name, the reason for enabling
access and the >me the remote access was disabled.
379
Ver. 1.6
Chapter 36
Ac+vity Specific Opera+ng Guidelines
380
Ver. 1.6
ASOG / WSOG - AFI
381
Ver. 1.6
ASOG/WSOG-AFI
➡ The Ac>vity (or Well) Opera>ng Specific Guidelines - ASOG/WSOG-AFI - is one of the most
effec>ve tools for DP opera>onal planning and risk management as it defines the necessary
configura>on to keep the vessel at the highest level of opera>onal integrity.
➡ The ASOG/WSOG combines guidance from:
✓ The DP FMEA, Proving Trials, and Annual Trials,
✓ The Vessel DP Par>cular Opera>ons Manual,
✓ The Company DP Opera>ons Manual,
✓ Lessons learned from DP Sta>on Keeping Events,
✓ IMCA and MTS publica>ons and guidances, and
✓ Client needs, contract and specifica>ons.
382
Ver. 1.6
ASOG/WSOG-AFI
➡ Its use is foreseen:
✓ In sec>on 4 of the IMO MSC Circular 1580, Guidelines for Vessels and Units with
Dynamic Posi>oning Systems (DP), and
✓ In IMCA M 220 Rev. 2 January 2021 - Guidance on Opera>onal Ac>vity Planning.
➡ According to these documents:
✓ A DP Checklist must be completed prior to each DP opera>on, and the CAMO
sec>on is used to assist in correct system setup.
✓ The ASOG sec>on serves as a decision support tool during Cri>cal DP Ac>vi>es.
➡ ASOG adherence provides risk management for incident free DP ac>vi>es.
383
Ver. 1.6
ASOG/WSOG-AFI Implementa+on
➡ The vessel must keep and follow only the latest AFI version of the ASOG on board,
discarding all previous versions.
➡ The AFI version must be displayed on the Bridge DP console and Engine Room and be
available and accessible to all key DP personnel.
➡ The official source for obtaining the latest AFI version of the vessel's ASOG is the
Company's Management System.
384
Ver. 1.6
ASOG/WSOG-AFI Sec+ons
385
Ver. 1.6
ASOG/WSOG-AFI Sec+ons
➡ Companies’ ASOG/WSOG-AFI is usually divided into 4 dis>nct sec>ons:

✓ 1 - DP standing orders
✓ 2 - Cri>cal Ac>vity Mode of Opera>on (CAMO)
✓ 3 - Ac>vity Specific Opera>ng Guidelines (ASOG)
✓ 4 - Simultaneous Opera>ons (SIMOPS)
➡ Some of them may also contains the Task Appropriate Mode (TAM) sec>on.
386
Ver. 1.6
DP Standing Orders Sec+on
387
Ver. 1.6

➡ 1 - DP Standing Orders:
✓ It is a block diagram that covers guidelines, policies, procedures and condi>ons that
must be met before and during cri>cal DP ac>vi>es.
✓ Using this page is simplified as each color-coded cell categorizes the procedure,
policy, or guidance to which it belongs.
➡ Specific instruc>ons for the vessel's DP ac>vity that are not covered in the ASOG
sec>on must be clearly outlined in the Standing Orders and must highlight service
requirements, emergency response ac>on correlated with the ASOG sec>on, and may
reiterate certain procedures with more emphasis.
388
Ver. 1.6
389
Ver. 1.6
CAMO Sec+on
390
Ver. 1.6
CAMO Sec+on
➡ 2 - Cri+cal Ac+vity Mode of Opera+on (CAMO)

✓ The second sec>on of the ASOG is the Cri>cal Ac>vity Mode of Opera>on (CAMO
that should be used by DP key personnel as a guide on prepara>on to perform any
DP cri>cal ac>vity.
✓ The CAMO iden>fies the equipment configura>on and methods of opera>on that
ensure the vessel meets its maximum level of redundancy, func>onality and
opera>on and that no single failure will exceed the vessel’s iden>fied worst case
failure (WCF).
✓ The DPO must start using the CAMO at the planning phase and extend its use un>l
the moment the vessel is in the "ready for opera>on" at final posi>on.
391
Ver. 1.6
CAMO Sec+on
➡ The CAMO uses only two columns: Green (normal) and Blue (advisory).
➡ The GREEN column is the “Normal Status”

✓ It highlights the most fault tolerant set-up of the vessel’s equipment as specified in
the vessel’s FMEA.
➡ The BLUE column is the “Advisory Status”
✓ It Highlights that any configura>on, item or component does not comply with the
green column. 392
Ver. 1.6
ASOG Sec+on
393
Ver. 1.6
ASOG Sec+on
➡ 3 - Ac+vity Specific Opera+ng Guidelines - ASOG
➡ The ASOG establishes the opera>onal, environmental and performance limits of the
vessel's equipment for the loca>on and the specific ac>vity that the vessel is carrying
out.
➡ Opera>onal limits are defined according to the level of risk. Where the risks are high,
the limits are stricter. The limits can be simplified where the risks are low.
✓ The same ship can have more than one ASOG sec>on, one for each loca>on/ac>vity
at different risk levels.
✓ The Key DP Personnel must use the ASOG sec>on during the cri>cal DP ac>vity, from
the moment the vessel is in the posi>on "ready to operate" un>l the end of the
opera>on.
394
Ver. 1.6
O DPO continua o
preenchimento do
Checklist DP e se
orienta pelo CAMO
O DPO conclui o 500m
preenchimento do
Checklist DP e Posição
passa a se orientar Final
pelo ASOG
UM
ASOG
CAMO
Estabilizando o
Modelo Matemático
250m 2MN da Posição
O DPO continua o Final
preenchimento do O DPO inicia o
Checklist DP e se preenchimento do
orienta pelo CAMO Checklist DP e se
395
orienta pelo CAMO
Bram Offshore Transportes Marí+mos Lorenzo Maoedi

Bram Training Center
Ver. 1.6
ASOG Sec+on
➡ The ASOG table uses 4 columns to dis>nguish between different risk levels and limits.
✓ Green - Normal - Con>nues with the DP opera>ons;
✓ Blue - Advisory - Inform and conduct a risk assessment;
✓ Yellow - Degraded - Cease opera>on ad leave loca>on;
✓ Red - Emergency - Abort opera>ons and exit loca>on.
NORMAL DEGRADADO
396
Ver. 1.6
ASOG Sec+on
➡ Green Status:
✓ The vessel is opera>ng within its opera+onal limits, all equipment is working
without abnormali+es, failures or alarms.
➡ Blues Status:
✓ The vessel is approaching its opera+onal limits, or has suffered a single point
failure, however it s+ll has redundancy available in that specific area.
➡ Yellow Status:
✓ The vessel has reached its opera+onal limits, or has suffered a system failure losing
redundancy in the specific area.
➡ Red Status:
✓ The vessel has exceeded its opera+ng limits, or suffered a system failure losing
automa+c posi+on and/or heading control. 397
Ver. 1.6
ASOG Status Panel/Light
398
Ver. 1.6
SIMOPS Sec+on
399
Ver. 1.6
SIMOPS
➡ 4 - Simultaneous Opera+ons - SIMOPS:
✓ SIMOPS are poten>ally conflic>ng ac>vi>es that can cause an event or set of
undesired circumstances, which could compromise the safety, the environment, or
cause damage to structures, compromising the schedule, or commercial and
financial interests.
✓ This is usually caused by the execu>on of two or more opera>ons at the same >me
within the 500m zone of a UM, but those considered below can also be considered
as SIMOPS:
✴ Non-rou>ne ac>vi>es within the 500m zone of a offshore installa>on.
✴ Involvement of mul>ple vessels, companies (customers) with an specific
opera>on.
400
Ver. 1.6
SIMOPS
✓ When SIMOPS are in progress, DPOs should consider the following:
✴ Effec>ve communica>ons between all vessels and/or surface facili>es involved in
the opera>on;
✴ Any changes of status between vessels/surface facili>es engaged in SIMOPS are
communicated speedily and reliably;
✴ Possible consequences of change in DP status from green to blue, yellow or red
while SIMOPS are in progress.
✓ When SIMOPS is in close proximity and driO-on side different limita>ons and extra
redundancy and generators may be required by the DPO if the risk is high.
Note: The simple fact of having SIMOPS does not configure Blue status in ASOG. 401
Ver. 1.6
Task Appropriate Mode - TAM
402
Ver. 1.6
Task Appropriate Mode - TAM

➡ Task Appropriate Mode is the configura>on that the vessel’s DP system may be set up
and operated in, accep>ng that a failure could result in effects exceeding the worst
case failure such as blackout or loss of posi>on.
➡ This is a choice that is consciously made. This mode may be appropriate in situa>ons
where:
✓ The determined risk associated with loss of posi>on is low;
✓ The >me to terminate is low,
✓ Not resul>ng in damage to people, environment or equipment.
403
Ver. 1.6
Thruster and Generator Opera+ng Strategy - TAGOS
404
Ver. 1.6
Thruster and Generator Opera+ng Strategy - TAGOS
➡ TAGOS is a document that provides informed guidance, usually derived from a review
of the FMEA and if necessary, valida>on from personnel knowledgeable about vessel
specific informa>on, on appropriate configura>ons of thrusters, generators and power
distribu>on, and associated constraints, so as to enable correct choices to be made to
provide op>mum level of redundancy.
405
Ver. 1.6
Chapter 37
DP Sta+on Keeping Events
406
Ver. 1.6
➡ All DP sta>on keeping events should be recorded and reported in accordance with
agreed prac>ces and procedures.
➡ All DP sta>on keeping events should be inves>gated by suitably qualified and
competente personnel.
➡ The inves>ga>on should iden>fy lessons learnt and make recommenda>ons on ac>ons
to be taken to mi>gate against the reoccurrence of the sta>on keeping event.
407
Ver. 1.6
➡ Reportable sta>on keeping events can be categorised as follows:

✓ DP incident- A major system failure, environmental or human factor which has
resulted in loss of DP capability;
✓ DP undesired event– A system failure, environmental or human factor which has
caused a loss of redundancy and/or compromised DP capability;
✓ DP observa>on- An event that has not resulted in a loss of redundancy or
compromised DP opera>onal capability but is s>ll deemed worthy of sharing.
408
Ver. 1.6
➡ IMCA operates a DP sta>on keeping events repor>ng scheme which is open to IMCA
members and non-members. Anonymised DP sta>on keeping event bulle>ns are
generated from reports received with permission of the originator.
➡ Reports of DP sta+on keeping events should be forwarded to IMCA using either the
appropriate IMCA DP incident report form or a company-specific incident report form
which describes the incident, the inves+ga+on, close outs and any follow up ac+ons.
The form is available from the IMCA website, www.imca-int.com. Details of the IMCA
DP sta>on keeping event repor>ng scheme are given in Appendix 19.
409
Ver. 1.6
➡ IMCA publishes an annual report which summarises the DP sta>on keeping events
reported and inves>gated throughout the previous year. The annual reports of DP
sta>on keeping events are available for IMCA members to download from www.imca-
int.com.
➡ In addi>on, charterers of DP vessels may require to be informed of DP sta>on keeping
events, with many charterers being ac>vely involved in the inves>ga>on and close out
processes.
410
Ver. 1.6
IMCA Recent DP Event Bulle+ns
411
Ver. 1.6
➡ Click to open IMCA website and check the most recents DP Event Bulle>ns:
hops://www.imca-int.com/dp-events/?filters%5Bdrill-
scenario%5D=1&filters%5Bincident%5D=1&filters%5Bobserva>on%5D=1&filters%5Bunde
sired%5D=1
➡ Click to download IMCA DP Sta>on Keeping Event Repor>ng Form
hops://imcaweb.blob.core.windows.net/wp-uploads/2020/08/IMCA-DP-event-repor>ng-
form.pdf
412
Ver. 1.6
Chapter 38
Emergency Response Plan While on DP
413
Ver. 1.6
414
Ver. 1.6
➡ Aims to:
✓ Provide guidance to DPOs to respond to emergency situa>ons when conduc>ng DP
opera>ons, and
✓ To familiarize Key DP personnel in responding to various emergencies on DP.
➡ The Master has the responsibility to ensure the Emergency Response Plan While on DP
is reviewed and comprehended by all Key DP personnel.
➡ The Master has the authority to take any ac>on necessary to enforce this procedure.
415
Ver. 1.6
➡ Procedures, guidelines and ac>ons described in the DP Emergency Response Plan, seek
to serve, in a generalized manner, the most of vessels type and DP configura>ons
within the fleet.
➡ If discrepancies between vessel’s configura>ons (engines, generators, propulsion,
sensors, PRSs or any other DP components) and Vessel’s implemented ASOG AFI are
iden>fied, the Vessel’s ASOG AFI MUST PREVAIL.
416
Ver. 1.6
Emergency DP Drills
417
Ver. 1.6
Emergency DP Drills
➡ DP Emergency Drills are an important part of preparing DP key personnel for poten>al
DP emergency situa>ons.
➡ DP Emergency Drills should be scheduled to allow all DP key Personnel to par>cipate.
➡ Drills should be performed according to the company’s Matrix, but when a new
Captain or Chief Engineer joins the vessel a full blackout drill (desktop/table top) must
be conducted as soon as possible.
➡ For the execu>on of the exercises to be more realis>c, the industrial mission of the
vessel must be considered.
418
Ver. 1.6
Other DP Drills
419
Ver. 1.6
Other DP Trials
➡ Following is a list of drills and checklists used for developing an appropriate regime for
DP vessels:
✓ DP FMEA Proving Trials ✓ DP Field Arrival Trials
✓ Endurance Trials ✓ Post DP Incident Trials
✓ Annual DP Trials ✓ Post DP Modifica>on Trials
✓ DP Mobiliza>ons Trials
➡ DP Drills and Trials can be logged in the DPVM Logbook.
420
Ver. 1.6
Chapter 39
Reference Documenta+ons
421
Ver. 1.6
IMO
➡ MSC.1-Circ.645 - Guidelines For Vessels With Dynamic Posi>oning Systems.

➡ MSC.1-Circ.738-Rev.2 - Guidelines For Dynamic Posi>oning System (Dp) Operator
Training (Secretariat).
➡ MSC.1-Circ.1580 - Guidelines For Vessels And Units With Dynamic Posi>oning (Dp)
Systems (Secretariat) (1)
➡ Cyber Security:
✓ Resolu+on MSC.428(98) - Mari>me Cyber Risk Management In Safety Management
Systems - 16 June 2017.
✓ MSC-FAL.1/Circ.3 - Guidelines On Mari>me Cyber Risk Management - 5 July 2017.
422
Ver. 1.6
MTS
➡ DP Vessel Design Philosophy Guidelines
✓ DP Vessel Design Philosophy Guidelines
✓ DP Vessel Design Philosophy Appendix
➡ Dynamic Posi+oning Opera+ons Guidance

✓ DP Opera>ons Guidance - Part 1
✓ DP Opera>ons Guidance - Part 2 - Appendix 1 - MODUs
✓ DP Opera>ons Guidance - Part 2 - Appendix 2 - Project Construc>on Vessels
✓ DP Opera>ons Guidance - Part 2 - Appendix 3 - Logis>cs Vessels
423
Ver. 1.6
MTS
➡ Dynamic Posi+oning Guidance For Personnel Professional Development
✓ Guidance for Professional Development of DP Personnel (PDDP2)
✓ Guidance for Professional Development of DP Personnel (PDDP2) - Spreadsheet
424
Ver. 1.6
MTS
➡ Technical and Opera+onal Guidance Notes
✓ TECHOP A Method For Proving the Fault Ride-Through Capability of DP Vessels with
HV Power
✓ TECHOP Addressing C3EI2 to Eliminate Single Point Failures
✓ TECHOP Annual DP Trials and Gap Analysis
✓ TECHOP Annual DP Trials and Gap Analysis spreadsheet companion to O-02
✓ TECHOP Blackout Recovery
✓ TECHOP Competency Elements for DP Professionals Addendum
✓ TECHOP Competency Elements for DP Professionals All Parts
425
Ver. 1.6
MTS
✓ TECHOP Completed Incident Report
✓ TECHOP Conduc>ng Effec>ve DP Incident Inves>ga>ons
✓ TECHOP Con>nuous Trials for DP MODUs
✓ TECHOP Defining Cri>cal Opera>ons Requiring Selec>on of Cri>cal Ac>vity Mode
✓ TECHOP DGNSS Posi>on Reference Sensors
✓ TECHOP DP Opera>ons Manual
✓ TECHOP DP Opera>ons Manual Gap Analysis spreadsheet companion to O-01
✓ TECHOP Evalua>on of Protec>on Systems
426
Ver. 1.6
MTS
✓ TECHOP FMEA Gap Analysis
✓ TECHOP FMEA Gap Analysis spreadsheet companion to D-05
✓ TECHOP FMEA Tes>ng
✓ TECHOP FMEA Tes>ng Gap Analysis spreadsheet companion to D-02
✓ TECHOP Philosophy
✓ TECHOP Power Plant Common Cause Failures
✓ TECHOP PRS and DPCS Handling of PRS
✓ TECHOP SoOware Tes>ng
427
Ver. 1.6
IMCA
➡ M 103 - Guidelines for the design and opera>on of dynamically posi>oned vessels
➡ M 109 - A guide to DP-related documenta>on for DP vessels
➡ M 117 - The Training and Experience of Key DP Personnel
➡ M 125 - Safety Interface Document for A DP Vessel Working Near an Offshore Planorm
➡ M 140 - Specifica>on for DP capability plots
➡ M 163 - Guidelines For The Quality Assurance And Quality Control Of SoOware
➡ M 166 - Guidance on failure modes and effects analysis (FMEA)
428
Ver. 1.6
IMCA
➡ 182 MSF - Interna>onal Guidelines for the Safe Opera>on of DP OSVs
➡ M 190 - Guidance for Developing and Conduc>ng DP Annual Trials Programmes
➡ M 206 - A guide to DP electrical power and control systems
➡ M 220 - Guidance on Opera>onal Ac>vity Planning
➡ M 244 - Guidance on Vessel USBL Systems for Use in Offshore Survey, Posi>oning and
DP Opera>ons
➡ M 247 - Guidance to Iden>fy DP System Components and their Failure Modes
➡ M 252 - Guidance on Posi>on Reference Systems and Sensors for DP Opera>ons
429
Ver. 1.6
FIM
430

DPFVM - Slides 1.6 - DPFE

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DP Familiariza+on for Vessel Maintainers

DP Familiariza+on for Vessel Maintainers

Introduc+on to the DPVM Scheme

Introduc+on to the DPVM Scheme

Introduc+on to the DPVM Scheme

The DPVM Course

The DPVM Grandfather Entry.

“…it was not “moored” in the strict sense of the

FPSO / Shucle Tanker

➡ Is deﬁned as a system which automa>cally

Main Propose is to keep Heading

Six Degrees of Freedom

➡ Surge and sway

➡ Full DP mode: When in control of all three

➡ Semi-Automa+c or Joys+ck mode:

Sistema de Rede de Dados Propulsores, Lemes e

➡ Failure of all CCs compromises the ability of automa>c posi>on keeping.

➡ Ver>cal Reference Unit / System - VRU / VRS

Ver+cal Reference Unit - VRU

VRUs Most Common Failure Modes

➡ Check sum Error ➡ Not Ready

Posi+on Reference Systems - PRSs

Thruster and Propulsion System

➡ It is the DP component that connects all

Modelo Set points de

Command and Feedback

Command and Feedback

Input, Data Valida+on

Sensors and PRSs Philosophies

➡ It is an algorithm that aims to reduce noise in the input of data.

✓ Bad Weather = Low Kalman Filters;

Kalman Filter for PRS

Kalman Filter for Gyro

Wind Feed Forward

Wind Feed Forward

Feedback Modelo de Modelo

Undesired Wind Eﬀects

➡ Undesired Wind Eﬀects

Discharge of turbines, hoods and ven+la+on

➡ Tension sensor interfaced to the DP control

➡ Standby mode (manual); ➡ Auto Area mode;

Independent Joys+ck System - IJS

Independent Joys+ck System (IJS) - Joys+ck de Backup

➡ It is a vessel control system independent of the rest of

Auto Posi+on Mode (DP mode)

Auto Posi+on Mode

➡ It is the aggressiveness of thrusters to counter react

Prohibited Azimuth Zone

Fixed Azimuth Mode

➡ In “Fixed Azimuth Mode”, the thruster operates ac>ng as a tunnel thruster.

➡ Also known as Opera>onal Point or Pivot Point.

➡ Follow Target is a submode of the DP Mode

Follow Target >> Follow Rig

➡ If the rig rotate, automa>c heading

Follow Target >> Follow ROV

➡ While the setpoint remains inside the

Riser Angle Mode

Riser Angle Mode

Global Naviga+on Satellite System - GNSS