DP Operator Manual

Section 14 Checklists, Standing orders, and procedures.

DP OPERATIONAL PROCEDURES
Introduction
These DP procedures serve as guidance for the operation of the vessel when operating on
DP. The procedures are based on the guidelines given in the "Guidelines for the Design and
Operation of Dynamically Positioned Vessels" 1991 issued by the DP Vessel Owners
Association (DPVOA). In addition to the DPVOA guidelines, the procedures also give
reference to the manufacturers operation manuals.

DP Operational Briefing
Prior to any DP operation it is essential that all key personnel have been briefed in all aspects
relevant to the project, including hazards to the vessel, personnel, equipment and the
interaction of other operations in the immediate vicinity.
Prior to arrival on location a project meeting should be held to review the project procedures.
DP operators should be fully conversant with methods and lines of communication prior to the
commencement of DP operations.

Mobilisation Trials (field arrival trials)

Mobilisation trials are designed to provide a record of the capability and status of the vessel's
DP equipment between annual trials. These trials may also be witnessed prior to full
acceptance of the vessel for DP operations by a new client. Mobilisation trials are to test that
all equipment is working to its full or expected capacity, whilst the Annual trials are to test
failure modes.
Mobilisation trials are a series of tests to verify the DP system. They can be carried out after
Annual trials with little duplication or prior to the start of each new contract and thus be
considered by the client as a demonstration of the vessel's continuing DP capability.
Mobilisation trials can be carried out prior to passage to the work site or prior to entering an
installation's 500m zone.
In a case where the client requires a separate set of DP trials the vessel should still conduct
its own Mobilisation trials in conjunction with the client. Records of the trials should be
retained onboard for two years and then archived for a further four years.

Location Check Lists

Location check lists are a system of checks by the bridge and engine room staff to re-assure
themselves that equipment is correctly set up and working. They are repeated for each
change of location, for example in the case of moving from one side of a structure to the other
side.
The check lists are designed for all situations and will have some blank spaces left for
equipment that is not being used. Although many DP vessels have had similar check lists for
many years they form part of an integrated documentation and QA system.
The check lists should be filed for two years and then archived for a further four years.

Pre-Operational and Watch keeping Check Lists

All DP vessels will have these check lists. They are shorter versions of the location check lists
and completion of the location check list will be adequate if the work is to commence
immediately. The pre-operation or watch keeping check list then serves as a final check and
typically form part of the permit to work system of the vessel or the installation.
The pre-operation check lists should cover the present status of equipment and form the
basis of a final check prior to the commencement of an operation. When completed these
checks form part of the permission to dive/ROV document for ROV and/or survey operations.
Separate check lists are sometimes used but there is no requirement for them.

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DP Record Sheet
DP record sheets are designed to provide a record of the systems which have been selected
to DP control. These include thrusters, references and also include information on
environmental conditions.
The DP record sheets are completed by the DP operators on watch and as a guideline are
generally completed every four to six hours.
The DP record sheets should be retained onboard for two years before being archived for a
further four years.

DP Log Book
An essential part of the DP documentation is the DP Log Book which is designed to provide a
continuous record of all activities which are of importance to and associated with the DP
operation of the vessel. As well as providing evidence of the systematic and structured
manner in which DP operations are being carried out, the DP log book can prove to be of vital
importance in the event of a DP incident or accident. In this respect the importance of the DP
Log book is that the events are recorded as they happen, without reflection or modification
and that they are accurately timed.
The DP Log Book should be completed by the DP operator on watch. Entries in the log book
should include but not limited to the following:

Selection and de-selection of references

Crane lifts and movements
Vessel movements
Helicopter movements
Entry to installation 500m zone
Thruster selection and changes
Supply vessel movements
Deteriorating weather conditions
Changes in DP operation status
ROV movements
Communications between vessels and installation connected to the operation
Changes in vessel heading
Changes in vessel rotation point
Time of vessel in and off DP
All installation alerts
Any unusual event that may effect DP operations

The DP Log Book is used for continuous recording of events and occurrences; therefore it
should be constantly available to the DP operators. The DP Log Books should be retained
onboard the vessel and any copies retained by the operator or owner ashore.

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DP Footprint Plot
DP Footprint Plots should be taken at regular intervals and records retained on board for
future use by ship's staff, auditors, clients and others. It is recognised that occasions will arise
during the normal operations of the vessel when the tests can be carried out. These should
not come in conflict with the operations. Such occasions arise during weather downtime,
standby periods and off-hire periods.
Footprint plots are designed to record the vessel's actual position keeping performance in
known environmental conditions and to indicate how far the vessel is likely to move off the
desired position in both X and Y axes.

Initially, the vessel is set up on DP with all systems functioning and operational. Note is taken
of the environmental conditions, i.e. wind and wave height, surface current and water depth.

The vessel is positioned head into the predominant environment and then rotated slowly
through 360 in steps of 30. The movement of the vessel is recorded on prepared blank
plotting sheets from information obtained from a pen recorder.

Secondly, the same 360 rotation is carried out with the loss of the hardest working propulsion
unit. Similar records are made up on a separate sheet.
The worst case failure as identified in the DP FMEA is simulated
Additionally whilst working foot print plots can be recorded on the working heading to show
expected movement on a particular heading, for the prevailing conditions, and with the
thrusters and reference systems in use.
Another method is whilst in DP note the vessels offset from the set position every minute for
about 30 minutes, and the plot these on paper, noting which PRS, thrusters, etc were in use,
and also note the environmental conditions. This operation is repeated for different conditions
so as to build up a library of footprints.

TO BE INCLUDED FOLLOWING DP FMEA PROVING TRIALS

In modern DP systems capability plots can be done online and indicate working limits
for the vessel.
At the same time failures can be simulated to see if the vessel would be able to
maintain control after certain failures.
The older paper capability plots show fully operational limits and a set of limits in
certain failure conditions. Note that current is assumed from same direction as wind. If
this is not so capability is extrapolated, or interpolated.

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Documented Records

Repair, Replacement and Modifications

Documentation on the history of all equipment is to be kept in a planned maintenance system
and service engineers reports filed. This will be part of the QA system on the vessel.
This system will enable the auditor to determine repairs, replacements and modifications that
have taken place since the last Annual DP Trials.

Status Reports
Status reports should be made available to verify and supply the auditor with the latest test
results for generator lubricating oil samples, thruster hydraulic oil tests, generator and thruster
running hours and switchboard tests.
The status report should also include information on the latest computer software revisions
and when the last maintenance check was made of the computer system and the UPS
system. The maintenance records of the DP sensors should also be included in the status
report.

DP Operators Log Books

DP logbooks must be made available for inspection to assess the training and experience of
the DP operators onboard the vessel. The DP logbook should contain a record of training
courses attended, the operators DP hours to date vessels previously served on, types of DP
systems and operations carried out.

Approaching the Worksite

In cases where the vessel is to start operations inside the 500m zone of an installation,
permission to enter must be obtained from the appropriate authority on the installation. The
vessel should be manoeuvred on manual control, preferably in DP joystick - AUTO HEADING
(YAW) control, to a safe position before setting up in DP. This will enable environmental
memory build up to begin and reduce initial thruster demand once full DP is selected.
When choosing an approach course and a safe position, it will be necessary to take account
of the environmental forces and to be satisfied that, as far as is reasonably practicable, the
vessel keeps on the lee side of the installation in a 'blow-off' position.

At a safe distance from the installation or nearest obstruction the vessel will set up in DP
"Auto" control.
The DP system should be allowed to stabilise for approximately 30 minutes. During this
period the DP Operators will constantly monitor all available information from the computers.
Only after this 30-minute period and when the DP Operators are satisfied that the DP System
has adequately settled down will final steps be taken to make a close approach to the
installation.
At all times during the vessel's DP operations, the vessel will be required to operate within the
limits of her capabilities. This effectively means that the calculated capability plots of the
vessel's performance provide the basis for the operating parameters. The results from the
capability plots are theoretical.

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The vessel's operating parameters may be amended from time to time on the basis of data
acquired from DP Footprint Plots.

DP Operations in Open Water

When in open water the choice of vessel heading and position will be determined largely by
operational requirements.

The following are standing orders and checklists from vessels operating world wide.

MARINE
Chief Officer

1. Reports to: Master

Responsibilities: There are normally two Chief Officers onboard the vessel for DP operations
and for refit/dry-dock periods working alternate 12-hour shifts. The senior Chief Officer is
Second-in-Command of the vessel understudying the Master, and is in full control of the
vessel in the absence of the Master.

List of Duties:
The Senior Chief Officer shall act as the Departmental Head of the ABs and Crane Drivers. In
conjunction with the Chief Engineer, he shall be responsible for the maintenance of all deck
machinery and equipment including the supervision of the deck planned maintenance
program.
The other Chief Officer shall act as the Safety Officer onboard ensuring that the provisions of
the Code of Safe Working Practices for Merchant Seamen, Statutory Requirements and
Company Safety Policy are complied with.
Chief Officers duties-Senior DP Operator, watchkeeper, when on shift and normal
watchkeeper when on conventional watches either in port, on passage or at anchor. Assists
Master in fire fighting and emergency procedures controls on Bridge / Control room in the
event of fire or other emergency situation or act as Officer in Charge of main fire party.

1 Liaisons with all other Deck officers on general ship running and routines.
2 Ensures that all cargo is secured at all times and organizes cargo transfers
after liaison with Storekeeper.
3 Ensuring all navigational equipment is functioning correctly. Preparation of
the Bridge for sea as required by statute and reporting equipment defects.
4 Maintenance of adequate fresh water supplies whilst in port and ensuring
sufficient amount for vessel departure. Whilst at sea he will liaison closely
with the engine room regarding fresh water generation into domestic fresh
water tanks.
7. Ensuring domestic tanks are kept in good condition by regular inspections,
super
chlorination, water test samples and dosage treatment of water.
8. Nominated deputy for signing PTWs.

Additional duties of Chief Officer (Safety) -

1. Supervise the maintenance required for the safe and efficient operation of the
lifesaving appliances, fire appliances and watertight integrity as required by
SOLAS.
2. Keep records of all accidents, Safety meetings and Safety inspections.

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3. Supervision of the Crane operators and DPOs where they are required to
perform maintenance on the Safety equipment.

Additional duties of the Senior Chief Officer shall-

1. Supervise the Crane operators and ABs.

2. Preparation and maintenance of all paint work with the exception of engine
rooms.
3. Senior Chief Officer is responsible for the maintenance of vessel stability with
reference to stability, trim, stress and bending moments, to ensure compliance
with statutory stability criteria as described in approved stability documentation.
4. Liaison with Chief Engineer to plan tank usage for fuel oil consumption, with
relation to stability criteria.
5. Liaise with the storekeeper to ensure adequate quantities of paint, grease and
deck consumables.

DPO
Reports to: The DPOs are responsible to the Master and report directly to the Senior DP
watch keeper and to the Master.
Responsibilities: The DPO is a DP watch keeper while the vessel is in the DP mode and a
bridge watch keeper in the conventional mode when on passage, in port and at anchor.
When the vessel is in the DP mode there are two DPOs onboard working 12 hour shifts. The
relieving of the DPOs should be staggered to avoid simultaneously changing both the
operators on shift.
The duties of the DPOs are evenly distributed by the Master and they will work closely with
each other to allow for general ship running and routines. Duties should be exchanged at
regular intervals during the year.

List of Duties

1 DP watch keeper.
2 Watch keeper when vessel is in conventional mode.
3 The maintenance of all lifesaving and fire fighting appliances / apparatus
under direction of the Chief Officer (Safety).
4 Ensuring all navigational equipment is functioning correctly. Preparation of
the Bridges for sea as required by statute and reporting equipment defects.
5 Navigation Officer for chartwork, passage planning etc. Ensuring all
navigational warnings displayed.
6 To ensure that all nautical publications are up to date.
7 To place orders for nautical charts and publications and charts as required.
8 To place orders for stationary as required by navigational equipment.
9 Assist in paperwork if required which may be incurred by Clients / Charterers
information / data requirements.
10 To operate ships survey equipment where required and to provide fixes to
clients if where necessary.

Bosun / Crane Operator

Reports to Chief Officer.

Responsibilities: Responsible for supervising the deck crew and as their Chief Petty Officer,
liaises between them and the Chief Officer.

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As Crane Operator he shall be responsible for ensuring that the crane is operated within its
safe working limits.

List of Duties

1 Meet daily with the Chief Officer to plan future deck work program.
2 Taking care of deck cargo operations and responsible for ensuring that the weather
decks, cargo spaces and storerooms under his control are secure at
all times.
3 Fulfil the maintenance requirements for deck machinery as directed by the Chief
Officer and carry out planned maintenance producers when required.
4 He shall keep the Chief Officer informed of the progress of any job he has
undertaken, and any defects or problems encountered in his area of responsibility.
5 Attend the heli-deck as member of fire party during helicopter operations.
6 Attend forward or aft during berthing and un-berthing operations and secure anchors
when clear of port.
7 He shall maintain an inventory of stores under his control and inform Chief Officer of
any spare gear or consumables that are required.
8 Assist the Project Crew as necessary, and liaise with the Chief Officer.
9 Maintain safety standards for the crew and deck areas.
10 Assist in the general up keep of accommodation areas by conducting general running
repairs in wood work, plumping and paint work etc.
11 He shall be familiar with his duties in an emergency situation and he must be aware
of, and abide by Company procedures, policies and instructions and ensure that
those under his control also comply.
12 He acts as HLO (on Uncle John and CSO Orelia only).
13 Act as Crane Operator and performs, when appropriate, at the start of each shift a
visual examination of cranes as prescribed in company lifting policy.
14 Assist Chief Engineer monitoring lifting appliances, running gear, slings, shackles etc.
including quarantine locker.

AB / Crane Operator
Reports to the AB/ Crane Operator is responsible to the Chief Officer (the Master on Uncle
John) and reports to him through the Bosun or through the Bridge DPO when the Chief
Officer is a watch keeper.
Responsibilities: Responsible for carrying out, in a safe and diligent manner, any task or
routine which he is directed to do by the Bosun or Chief Officer.
As Crane Operator he shall be responsible for ensuring that the crane is operated within its
safe working limits.

List of Duties

1. Preparation and painting of the vessel as required.

2. He shall be familiar with his duties in emergency situations and he must be aware of,
and abide by Company procedures, policies and instructions.
3. He shall lash and secure cargo, and equipment on the weather decks or other cargo
spaces, and the stores / spares in storerooms, in his area of responsibility.
4. He shall carry out maintenance of deck machinery and equipment and assist in
carrying out planned maintenance routines.
5. He shall be responsible for the safe and efficient operation of the equipment in the
field of his responsibility and maintain the cleanliness of his work area.

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6. He shall be responsible for washing down / degreasing of the vessel externally.
Additionally he will maintain internal cleanliness of areas which he is directed, not
excluding engine room areas, as per the IDF agreement.
7. He shall be part of the heli-deck fire party during helicopter operations or act as a
baggage handler under the direction of the HLO.
8. Whilst he is a watch keeper he shall undertake the routines concerned with
cleanliness of specified areas. Maintain a fire-watch and keep in constant
communication with the Bridge by means of a portable radio.
9. He shall be part of the mooring stations party either forward or aft, assisting with the
safe rigging of gangways and pilot ladders as required.
10. He shall be responsible for the manning of any crane as required during lifting
operations.
11. He shall assist with the maintenance of cranes under direction of the Hydraulic
Technician. (CSO Seawell / Wellservicer).
12. Assist the Project crew as necessary, liaising with Bosun and Chief Officer or DPO
13. Act as Crane Operator and perform, when appropriate, at the start of each shift a
visual examination of cranes as prescribed in company lifting policy.

UNCLE JOHN

DP STANDING ORDERS

The master is to be called at any time if you are in any doubt, in all cases when
status is degraded, if there is any contact however small with any other vessel or installation,
or if there are any emergencies in the vicinity.

Irrespective of the fact that the master has been called the DP operators are expected to be
prudent and if necessary, take the initiative to abort the operation and move clear of a
structure, or take any action which best aids the safety of the vessel and personnel.

Guidelines
The IMCA guidelines for the design and operation of dynamically positioned vessels 1995
shall be followed.
The ADC and NMD guidelines should be taken into consideration at all times.
The DP personnel are to be aware of the requirement to Keep a Safe Navigational Watch
and the difficulties presented by the location of the DP room and the importance of the radar.
A proper lookout must be kept, both visually, which in part will be through the use of cameras
and by radar (use the radar guard rings if needed) at all times and instigate navigation
warnings, notify dive control or sound alarms as required. When transiting from one location
to another in DP control, or at any other time if it is deemed necessary by the Officer of the
watch/DPO, ensure that a lookout is posted to cover areas that are blind to the DP room and
be aware that the deck crew are available for use to cover this priority task.

Maintenance
No maintenance whatsoever is to be carried out that effects the vessels DP capability without
permission of the Master / Chief Engineer.
Ensure all DP faults are reported to the Master and Instrument Tech and are fully investigated
and logged in fault sheets.
Bilges are only to be pumped to the engine room bilge tank. Any bilge alarms that do not
clear immediately are to be visually checked and the outcome positively reported back.

General conduct of the Watch.

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Whilst in DP the watch will only be changed by a staggered changeover so that
the new watch keeper has enough time to pick up the watch.
Four generators are to be used when diving alongside platforms or engaged in other critical
operations. The power configuration must be that two generators are routed through each
side of the switchboard and when ever possible these must be physically in separate engine
rooms. In other words, when ever possible whilst engaged in these critical operations,
generator numbers 4 and 5 must be on in engine room 1 (aft ER) and any two of the other
three on in engine room 2 (fwd.ER). Routine maintenance of the engines in number 1 engine
room should be arranged with the Master and Chief Engineer in advance. Essential
maintenance can be carried out but the Chief/1st. Officer on watch should ensure the vessel is
in a safe location and if the vessel is diving the Master should be called.
Ensure all instructions and requests come through the proper channels and personnel.
Damage control, fire procedures, man overboard etc are to be commenced if required.
Permit to work system to be adhered to.
The field arrival trials to be completed on first arrival in the field on the current contract. The
field re-entry trials will be performed following an extended period of manual operation
resulting from:

1. Time spent in port.

2. Mechanical breakdown of the ships propulsion system.
3. Failure of the DP system resulting in a temporary reduction of the DP capability.
4. Any red alert.
5. Waiting on weather.

Pre-dive status checklists

To be completed prior to diving operations. Should a DP status checklist have been
completed within a reasonable period of time prior to the dive then the Permission to Dive
sheet may refer to this.

Permission to Dive.
To be completed before a dive commences and the green light is given.

Periodical DP watch-keeping
Checklist is to be completed by each DP operator when coming on duty.
All DP status checklists are to be completed with the vessel in a safe location after the vessel
has been out of computer control for any reason.
No fixed part of the vessel is to come any closer to an installation than twice the maximum
excursion. A minimum distance of 10m is to be maintained unless directed by the Master.
When this 10 meter limit is reduced an observer with radio contact to the DP room must be
placed to advise the DPO of distances to the nearest point of contact with the structure.
Unless specifically placed on one of its parts, every effort should be made to keep all subsea
devices at least 10m clear of a subsea structure.
The DP personnel should keep in mind the principal of establishing escape routes and
revising them as circumstances change. It is important to check footprints and note any
variances from expected position keeping performance.
When X-raying is being conducted such that the DP room has to be vacated, the vessel shall
be moved to a safe location where the structure is visible from the bridge. The vessel when in
a safe location will be controlled by Joystick from the Bridge. The engineer shall remain as
close as is safe to the control room and be in contact with the welding people so that should
any ER or DP alarm sound in the control room the X-ray can be stopped while the situation is
investigated. Transfer back to DP will be done at a safe location and a periodical checklist
completed.

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Sudden changes of current or winds are common in this area and care must be taken to
ensure early warning. Thunderstorms are to be monitored by radar as well as visually and if it
becomes evident they will reach the vessel-
1. An extra generator is to be started if applicable.
2. Extra thrusters are to be started if not air diving.
3. Thought should be given to opening the distance between vessel and platform if
applicable.
4. Gain settings may have to be increased.
5. Dive control is to be advised.
Supply vessels are to be informed of any restrictions of working with the Uncle John. I.e. taut
wires, cranes, pontoon depths and extent, minimum thrust etc.

Diving

Thrusters 1 and 7 are to be isolated prior to air dive.

The limit of 50% thrust on one of the stern thrusters should not be exceeded at any time
except for brief and isolated periods. The worst case failure of loss of one half of the
switchboard is to be borne in mind at all times specially when engaged in air diving.

The vessel is to have a 30-minute settling down period before diving can take place if she
has been off DP. In cases where large changes of position, heading or thruster configuration
have been made suitable settling time should be allowed prior to commencement of the dive.
When operating within anchor patterns all procedures as laid down in the Guidelines must be
followed.
Updating of taut-wires and beacons will only take place after informing dive control. If in the
vicinity of pipelines etc and where possible their initial deployment will be monitored by the
ROV.
Taut-wires and beacon wires are to be kept clear of the divers and bell.

Dive control to be informed of

1. Supply vessel movements and their permission sought.
2. Weather and current changes which may affect the DP.
3. Any DP problems that will affect the vessels ability to maintain position.
4. Starting any thruster.
5. Repositioning of reference systems.

Engine room to be informed of the vessels diving status at all times.

When working with divers due regard shall be given to platform sea intakes,
scaffolding and overside working especially tubulars. Supply boats working the platform to be
informed of our operation.

Vessel Movement Limitations

Movements when the divers are in the water are only to be done with clearance from the dive
supervisor.

Movements should:-
1. Not exceed the limitations of the position reference systems.
2. Heading changes should not exceed 15 degrees at a time.
3. Combined heading and position changes are not to be made.
4. Limited movements of the vessel greater than the above should only be made
with the divers in a safe location.
The following have read and understood the Crane standing orders: -

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Signed

Etc.

UNCLE JOHN MASTERS STANDING ORDERS

GENERAL

The Cal Dive Uncle John is to be navigated in accordance with all Statutory Regulations and
Guidelines. All Officers shall acquaint themselves with all recent issues of M. Notices and
navigational publications. Particular attention is to be paid to the Merchant Shipping (Distress
Signals and Prevention of Collisions) Regulations SI 1989 No. 1798 and the ICS Bridge
Procedures Guide, these are to be strictly complied with at all times, except when these
regulations are superseded by any local rules.

All Deck Officers must be aware that the safety of the vessel, all persons onboard, its cargo,
and Offshore Installations that they are navigating to, is their prime consideration when
conducting their navigational duties.
All navigational equipment shall be operated in accordance with the manufactures
instructions.

NAVIGATIONAL WATCH
Navigational watches shall be carried out in accordance with the IMO Recommendations on
Basic Principles and Operational Guidance relating to Navigational watch keeping
supplemented by the ICS. Bridge Procedures Guide.
The Cal Dive Uncle John Standing Orders should be signed by all Deck Officers to indicate
that they have read and understood the orders.

VOYAGE PLANNING
The intended voyage must be planned and courses laid off taking into consideration all
pertinent information, this shall be checked prior to the commencement of the voyage.

In planning the voyage the navigation officer shall initially discuss an outline route with the
master to enable a more detailed plan to be formulated. During this process relevant
information will be collected from the vessel publications.

The voyage plan shall include contingency for possible deviation from the route, which should
include ensuring that sufficient large-scale charts are available for such deviations including
entry to ports of refuge.

In preparing the plan full account shall be taken of maintaining adequate underkeel clearance
including allowances for trim, heel, squat, tidal conditions and adverse weather, Safe
distances shall be maintained from danger making allowances for weather tidal streams,
anticipated traffic, chart reliability and navigational systems in use. The vessel is to use all
U.S. publications.

MASTERS STANDING INSTRUCTIONS

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All Officers should call the Master when they are unsure of anything or when they
require additional assistance. The Master should be called:-
a) If the movements of other vessels are causing concern.
b) If difficulty is experienced in maintaining course or position for any reason.
c) If meteorological or sea conditions cause problems.
d) If in doubt about the possibility of weather damage.
e) If there is a breakdown of the engines or steering gear
f) In any other situation which causes doubt.

On Departure from Port

Pontoons are to be visually checked for debris or damaged items prior to departure and the
inspection to be noted in the logbook.
Prior to departure all bridge gear is to be tested.
This should include but not be limited to
Whistle
Steering controls both main and auxiliary.
Radar
Propeller and thruster controls.
Lights
Changeover from DP control to Bridge and vice versa to be tested.
In the DP room control and thruster functions to be tested.

At Sea
When at sea the following Masters Standing Orders shall apply: -

1. Watchkeeping Officers are to maintain a Navigational Watch strictly in accordance

with IMO. Recommendations supplemented by the ICS Bridge Procedures Guide.
2. The safety of the vessel, crew and cargo is to be the prime consideration at all times
and the Masters general standing orders are to be read and signed by all Deck
Officers.
3. On sea passages the bridge is to be manned at all times by a Deck Officer and during
the hours of darkness and/or restricted visibility a lookout is to be posted. Special
regard is to be paid to the safe speed rule in the Collision Regulations 1989 No. 1798.
When visibility drops below 2 nautical miles the Master is to be informed lookouts
posted and a decision may be made to increase the Bridge and Engine Room
manning.
4. Officers should not hesitate to reduce speed or take any other action which will aid `
the situation.
5. During watch changeovers the relieving Officer must satisfy himself that the vessel is
in a safe position and the ships course and speed are conducive to navigational
safety, before he takes the watch. If he finds that this is not the case, he should take
immediate corrective action, and call the Master at the earliest opportunity, informing
him of the situation.
6. All Deck Officers are to familiarise themselves with M. Notice No. 1102. On coastal
passages all regulations governing traffic separation schemes and routing are to be
observed at all times.
7. During the hours of darkness and when practical the vessel will navigate within the
safety fairways only. If not feasible and when leaving location the possibility of unlit
structures is to be considered at all times especially unlit mooring buoys and partially
completed structures.
8. The navigation of the vessel is a shared task between all deck officers as is the task

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Of up dating nautical publications and the initial preparation of passage plans. All
courses and positions should be checked, particularly when taking over the watch.
Due regard shall be had for Navtex messages as the best form of recent local
navigational warnings.
9. On ocean passages a compass error shall be taken at least once a day and regular
steering changeover drills shall be established utilising the time taken to train the
Crew in ship steering.
10. The Engine Control Room is to be manned at all times by an engineer officer , for the
following conditions:-
a. When the vessel is in DP mode.
b. When divers or ROVs are deployed.
c. When the vessel is within 500 metres of a platform.
d. For port arrivals and departures.
e. For shifting berth in port areas.
f. During periods of poor visibility.
g. When divers are in saturation.
11. Good communication shall be maintained between Bridge and Engine Control. Any
change in status, or occurrences, which may affect each others area of control, shall
be notified. Machinery shall be maintained in a state of readiness. Should any item
become unserviceable, thus downgrading the vessels condition, the Master is to be
informed immediately.
12. Adequate reserve power supplies are to be available at all times and the Master is to
be immediately informed if any deficiencies occur.

On Arrival at Port.
Steering gear to be tested prior to arrival in port and an annotation to be made in the log book
to this effect. Thrusters to be run up and tested in advance of being required.

Standing orders Cranes

1. No people other than the vessel crane drivers are to drive any of the vessels cranes at
any time.
2. The Control room is to be informed prior to starting the cranes. Cranes are not to be used
during ballasting, helicopter operations or when the vessel is in transit without the Masters
or duty Chief/1st. Officers permission.
3. It is the crane drivers responsibility to ensure that the loads are correctly slung prior to
the lift and he should not continue with any lift if he is in any doubt.
4. It is the crane drivers responsibility to ensure there are a correct number of personnel
on deck when moving loads.
5. When crane loads are left suspended the crane controls must never be left unattended.
6. Crane drivers are not to use the ford whip line for lowering when the 40% load capacity is
selected.
7. All crane operators will enter the tower and make a visual inspection prior to
commencing any crane operations.
8. Crane operators are responsible for ensuring that all controls and instrumentation are
correctly set prior to any work. All wires and rigging should be checked prior to operation.
9. Crane drivers are responsible for lubrication and planned maintenance on cranes as
dictated by PM sheets which are distributed by the Chief Officer.
10. Crane drivers should report all defects to the Chief Engineer and the Chief/1st. Officer on
watch.
11. The Chief Engineer is responsible for the conduct of any mechanical repairs to the cranes
and the crane driver will assist if required.
12. Only prescribed lubricants to be used on wire ropes.

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13. Haglunds oil levels to be between max and min.
14. Record all oils added. If gear oil, note which gearbox and quantity.
15. Crane torches are to be regularly checked and given to Electrician if faulty.
16. Please sign attached sheet once these notes have been read.

BRIDGE DP LOCATION CHECKLIST

TO BE FILLED IN PRIOR TO DP OPERATION
Item Function Yes/No Comments
No.
1 Collision Regulations In use or available Yes/No
Equipment & Signals Check lights working
2 Weather Has latest weather report Yes/No
been received
3 DP Positioning Has vessel been in DP for at Yes/No
least 30mins
Deselect one bow thruster to Yes/No
check positioning
Deselect one stern thruster Yes/No
to check positioning
Deselect one main engine Yes/No
prop. To check positioning
4 Main engines Both engines running Yes/No
Bridge control Yes/No
Check indicators & controls Yes/No
5 Power supply Main & emergency supplies Yes/No
available
6 Thrusters Indicators Yes/No
Hand controls Yes/No
All thrusters available on-line Yes/No
Check no alarms on thruster Yes/No

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 DP Operator Manual
panel
6cont Check setpoints and Yes/No
feedback on each thruster
Compare thruster panel Yes/No
indications against ADP 702
No. Item Function Yes/No Comments

7 DP Computers Running and available Yes/No

Heading alarm set? Yes/No
Position alarm set? Yes/No
Average power Yes/No
consumption?
Peak power consumption? Yes/No
Position keeping on half Yes/No
power?
All alarms working? Yes/No
Mimic displays working? Yes/No
Lamp test? Yes/No
Software alarms Yes/No
Hardware alarms Yes/No
Computer A B on-line Yes/No
Check off-line data Yes/No
Change computers to check Yes/No
positioning
Check time correct Yes/No
Check all display pages are Yes/No
operational and working
8 UPS & Working UPS 1 UPS 2
Check readings: Yes/No Yes/No
Charger Voltage Yes/No Yes/No
Output Current Yes/No Yes/No
Voltage to load Yes/No Yes/No
Load current Yes/No Yes/No
Check no alarms Yes/No Yes/No

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 DP Operator Manual
9 Printer Function test Yes/No
10 Monitor Function test Yes/No
No. Item Function Yes/No Comments
11 Joystick Control Function check Yes/No

12 Gyro Compass Which gyro 1 2 Yes/No

Check heading Yes/No
Check speed and latitude Yes/No
Check difference Yes/No
13 Wind Sensors Which sensor 1 2 Yes/No
Check difference Yes/No
Change sensors to check Yes/No
positioning
14 VRS Which VRS 1 2 Yes/No
Check difference Yes/No
15 HPR Which transducers Yes/No
Which transponders Yes/No
Transponder where Yes/No
Test mode check lamp test Yes/No
16 Artemis Locked Yes/No
AGC / tuning check Yes/No
Selective Yes/No
address/dynamic/static
Range and bearing Yes/No
Verify operation Yes/No
17 TW Pumps running Yes/No
Pressure reading Yes/No

DATE:
NAME:
SIGNATURE:

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 DP Operator Manual

ENGINE DP LOCATION CHECKLIST

TO BE FILLED IN PRIOR TO DP OPERATION

Project..................................................... Client ........................................... Date ..................................

TEST DESCRIPTION Yes/No COMMENTS

Are temperature and pressure on seawater system Yes/No
normal?
Are temperature and pressure on fresh water Yes/No
systems normal?
Are the temperature and pressure on fresh water Yes/No
systems normal?
Are the fire doors and watertight doors in engine Yes/No
and thruster rooms closed?
Are breakers in power distribution panels reset? Yes/No
Are all diesel engines in operation and in auto Yes/No
position?
Are breakers set according to requirements for Yes/No
Class II Operation.
Are all earth fault meters controlled? Yes/No
Are there any alarms not in operation? If yes, Yes/No
which?

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 DP Operator Manual
Are lamps and buzzer test done? Yes/No
Have all emergency power required voltage? Yes/No
Standby start functioning on DG selected 1 2. Yes/No
Check no alarms on thruster panel. Yes/No
Thruster spaces checked? Yes/No
Generators load sharing? Yes/No
Communications checked? Yes/No
Start air compressors on-line and one on standby? Yes/No
Air pressure on control air normal? Yes/No
Are all header gravity tanks at normal levels? Yes/No
Generators on-line and available? Yes/No
Shaft generator No.1 & No.2 set to switchboard Yes/No
1 2
Emergency generator on autostart? Yes/No
Are all pumps on-line? Yes/No
Air compressors on-line? Yes/No
Start air pressure ................bar Yes/No

DATE:

NAME:

14 Check & orders.doc Page 18 of 18