NI DP Knowledge for Technical Staff Course A and B
THE NAUTICAL INSTITUTE RECOGNITION STANDARD
Tidewater DPEC Global Training provides commercial DP training to all maritime Officers at the Tidewater and Wärtsilä joint venture Training center in Amelia (New Orleans) and in Manila with the Nautica Maritime Training and Assessment Center in association with Tidewater.
To verify a certificate issued for “NI DP Knowledge for technical staff course A and B” please email us the details on the certificate.
- Name
- Date of Birth
- Certificate number
To: cstuart@tdw.com and we will email you with a confirmation.
Note: The certificate number is the Officers Nautical Institute customer number. The Nautical is planning a website lookup of certificate numbers.
The Nautical Institute course DP Knowledge for Technical Staff – Part A, is a new approach to DP training for onboard Technical Staff.
The course was developed by all stakeholders in the Offshore and wind farm industries to make a global standard for DP Knowledge training for Engineers.
Traditionally, DP Maintenance courses only covered just the Manufacturer’s equipment.
The Nautical Institute course DP Knowledge for Technical staff is a new holistic approach that covers the integration of Ship systems, DP systems, Operating limits, Safe setup of DP, ASOG and associated equipment.
All DP systems are actually the same and made up of the following components.
• Operator stations
• Control processor / Controller
• I/O for analog and digital
• Serial input
• Network system
Just different types of hardware are used to perform the same tasks.
Because of the layout of DP systems, position reference systems, Gyros, etc. are the same for all DP vessels, the NI DP Part A covers general preventive maintenance and logical fault finding
The DP Knowledge for Technical Staff – Part B is the in-depth study of the manufacturer’s equipment and will be needed for ETO’s that are approved to repair the DP system without the support of the Manufacturer.
Note: All work that can affect the redundancy of a DP system must be approved by the Manufacturer.
All Nautical Institute – DP Knowledge for Technical staff courses conducted at the Tidewater DPEC Global Training in Manila is a combined Course of 5 days – Part A and Wartsila DP Platinum Part B
Link to Wartsila – DP Platinum Part B DP systems
The Nautical Institute course DP Knowledge for Technical Staff – Part A, Course contents
Introduction – A………………………………………………………………………………………………………….
Introduction – B………………………………………………………………………………………………………….
Minimum entry qualification requirements…………………………………………………………………………
Course aims………………………………………………………………………………………………………………
Delivery method…………………………………………………………………………………………………………
Course Duration and Setup……………………………………………………………………………………………
General Course Content and Competencies……………………………………………………………………….
Simulator Equipment Required……………………………………………………………………………………….
Course Assessment……………………………………………………………………………………………………..
Instructor Qualifications………………………………………………………………………………………………..
Course Notes and Resources………………………………………………………………………………………….
Annex 1 – Main Technical course details, contents and competencies
Annex 2 – Type Specific Hardware/Ship Specific Training
Introduction to Standard
This standard comprises the following:
(1) Part A Course, which provides training to help meet the continuing professional development needs for technical staff engaged in operations aboard vessels with dynamic positioning equipment.
(2) Part B course which provides training on vessel/manufacturer specific equipment.
Training Centres may run courses which meet the requirements of Part A only or Parts A and B as set out in this standard.
DP technical staff should take either Part A or Parts A and B, according to their identified training needs.
Training Centres should facilitate the training of those who only wish to complete Part A.
Certificates of Training issued on successful completion of a recognized course will record which Part(s) have been completed. A certificate for a Part B course will reflect the specific manufacturer and equipment for which the training was provided.
This course has been developed to help meet the continuing professional development needs of technical staff engaged in operations aboard vessels with dynamic positioning equipment.
Training on vessel-specific equipment is necessary if the equipment is sufficiently unique that training on similar equipment does not provide an adequate level of skill, knowledge and ability. A good understanding of the DPO’s responsibilities by technical DP personnel and onboard familiarisation with the DPO’s task in controlling specific DP operations will aid quick and appropriate response to problems associated with any equipment that affects DP. Effective training should enable key DP technical personnel to respond quickly and appropriately to equipment failures and faults that may result in DP incidents, to identify when the vessel removed from the 500-meter zone and to effectively recover the vessel to a safe DP equipment state1.
Many courses run by manufacturers only cover their equipment and not the interaction of the whole DP system. This course can be run on a standalone basis for all technical staff and for any DPO. It is recommended that a type specific course states that it only covers the manufacturer’s equipment. This course will suit all technical staff and help refresh the DP knowledge of technical staff that has not worked on a DP vessel due to the industry downturn.
Training centers or organizations which have developed a training programme that is compliant with these requirements may submit an application for Recognition by The Nautical Institute (the NI) for the course. When the organization and course are Recognised it will be authorized to issue certificates bearing the logo of the NI and to promote their course as being compliant with the standard of the NI.
The course has been designed to:
• Help ensure Safe Engine Room DP operations via training and assessment
• Provide a foundation for ongoing on-board competency assessment as per IMCA M117, IMCA 002 and IMCA 007
• Compliance with the intent of STCW Section B-V/f* that electro-technical and engineer officers may require additional training.
Minimum entry qualification requirements
Participants should be an Engineer Officer / ETO or shore-based Technical Staff.
Participants should have a knowledge of their employers’ company procedures and vessel safety management system (SMS), particularly relating to DP operations.
The course may also be useful to Deck Officers and Masters who require a greater technical understanding of the operation of DP equipment.
Course aims
To give the student the following:
- Understanding of the theoretical and practical operation of DP systems;
- Technical understanding of the component parts of the DP and associated systems;
- An understanding of the limitations of equipment and the effects of equipment failures;
- An understanding of the limitations and the effects of the incorrect operation of the systems;
- An understanding of work which can safely be undertaken with and without the help of equipment manufacturers, and more importantly, when to stop before affecting the vessels capability to perform DP operations or redundancy;
- The ability to fault find the DP system and its components;
- Familiarisation with FMEAs and the philosophy of system redundancy;
- An improved ability to operate the Engine Room and DP equipment in a safe and competent manner
- This course covers DP knowledge and can be combined with a Type Specific equipment training.
Delivery method
The course will be theory and NI “B” class simulator based and will give the participant an overview of DP operation and the effects of system and component failures. On completion of this course, participants will understand the general arrangements for DP systems and the principles of operation of the equipment. Participants will gain an understanding of the importance of the interaction between the system components and the modes of operation.
The elements of maintenance and operation of a DP system will be covered by the following sections.
- Power System
- Thruster System
- DP Control System
- Documentation
- Manning and Training
- DP Support
- Safety
- Essential Non-DP Systems
- Future Trends including automation and Integrated Bridge Management Systems
- Simulator Exercises
The course is set up to allow developing some of the course contents into computer-based training. The student-to-instructor ratio will be a maximum of eight students to one instructor in order to ensure proper learning.
However, a case may be made for up to 12 students depending on the equipment available and extra support staff.
This unit requires the ability to read and interpret typical product specifications, job sheets, procedures, material labels and safety information as provided to operators. Writing is required to the level of completing workplace forms. The course is delivered in English.
Course Duration and Setup
Part A
• Part A shall be a minimum duration of four days with a minimum of 28 hours instruction, simulator time and assessments.
• Part A is generic training and may be delivered by any training center approved to do so by the NI.
• The required course content for Part A is shown in an outline below and in more detail in Annex 1.
Part B
• Part B shall be of a duration determined by the manufacturers.
• Part B is system specific training and may only be delivered by manufacturers or their approved representatives. The NI will only approve training centers for delivery of Part B training where evidence of manufacturer approval is submitted.
• The required course content for Part B is shown in Annex 2.
• Where Part B is delivered on its own arrangements should be made to ensure sufficient generic background is provided to ensure operational context of the content of Part B.
Participants will be awarded Certificate of Training on successful completion of Part A and/or Part B of the course.
The course can be run as a combined DP Knowledge for Technical staff and a type-specific course over five days. If the course is conducted as a combined course then two certificates may be issued or a single certificate affirming Part A and Part B have been completed.
100% attendance and participation in the course is required.
General Course Content and Competencies
The general course content and competencies comprise of the following outline:
• General Overview of DP
• The Power System
• The Thruster System
• Control Systems and Sensors
• Documentation
• DP Operation and effects on DP system
• Lessons Learned See Annex 1 for more detail.
Simulator Equipment Required
Simulator equipment required to run the standalone course:
• The minimum simulator requirement is an NI Class B simulator in an accredited NI Training Centre.
• Course contents shall have an assortment of photos of real equipment and DP installations. Photos must cover all parts of DP System:
Controller
– I/O units
– Opt isolators
– Switchboard
– UPS
– Different makes of equipment
Photos should preferably be supplemented with a real hardware and associated equipment.
Simulator exercises
• Demonstrate a problem with a command signal
• Demonstrate a problem with the feedback signal
• Demonstrate a thruster failing to full thrust
• Demonstrate a reject problem with Gyro and wind sensor
• Demonstrate a slow spread of position reference system, then deselect one position reference system to show how a vessel can have a drive off with all equipment working correctly
• Demonstrate a slow spread of position reference sensors until one position reference system is rejected by median test
• Demonstrate the high loads caused if the setpoint speed is set too high.
• Demonstrate the high load caused when changing heading when a center of rotation is set away from the center of the vessel
• Demonstrate having the bow into high wind and current, then turn the vessel 90 degrees and show high load and loss of position
• Demonstrate if the DP is unstable
• Demonstrate if a NEMA string of data is being received by the DP controller and information contained
• Monitor input serial strings into the DP system if the string is simulated’ or use the computer program to generate a serial string.
Course Assessment
An online assessment using multiple-choice questions will be completed by each student at the end of the course. The NI will administer an online assessment. Participants successfully completing the assessment will be issued with a course certificate.
The following are to be part of a practice exam on the Class “B” simulator. Using the DP system display:
• Identify a thruster pitch feedback/rpm error
• Identify a thruster command error
• Identify a position reference system fault, failure or degradation.
• Identify a sensor fault or failure.
• Identify a power plant configuration where the redundancy concept could be defeated.
• Identify a scenario where the vessel is being operated beyond its redundant limits so the WCFDI is defeated.
• Identify an alternative thruster or power configuration (thruster or generator not available) and determine whether or not the redundancy concept is intact or defeated. Can operations be conducted?
• Describe actions with reference to ASOG/CAMO/TAM in response to an equipment status change
Instructor Qualifications
The Part A course shall be conducted by an NI DP instructor (Induction and Simulator Course). The instructor should have completed a manufacturer’s Type Specific equipment training course within the last 5 years.
The course may be delivered by one or two instructors.
The course shall have a suitably qualified ETO, Chief Engineer or DP Service Engineer support training for a minimum of one day of the four days. This engineer is available to provide technical input and need not necessarily provide the formal instruction. If the NI Instructor is an Engineer, then extra support is not required
Course Notes and Resources
The notes and backup information will be a major part of this course and will be supplied to each participant on a USB drive/ DVD.
All course PowerPoints will be in pdf form or there will be online access to training notes.
Each student is to be supplied with a copy of “NI DP Operator Handbook” and have access to other learning resources identified in Annex 1 Section 5 – Resources.
Annex 1 – Main Technical course details contents and competencies
The following minimum specification identifies the required content for the course.
Training centres may also use this course for a refresher and updating training of technical staff and further indicative content advice is provided in Annex 3.
1. General Overview of DP.
The brief history of DP system development.
• Development of DP Systems and what is needed for offshore drilling.
• A brief discussion on the way DP is used.
Reasons why DP is used extensively; Client requirements; Safety etc.
• DP can be used when water is too deep for Anchors.
• Hold Control of vessel.
• Removes the need to make fast to offshore installation and improves the safety of crews.
• Quick deployment of any type of vessels.
• Increasingly difficult to manually operate multi-thruster vessels.
• Provides a stable platform for crane ops, gangway ops, ROV ops etc.
Types of DP vessels.
• Course to discuss brief type of vessels using DP. OSV, drilling units, constructions vessels, dive vessels, pipelay vessels, wind farm vessel, passenger’s vessels.
Theory of DP control; Explanation of how the system positions the vessel; Heading; Feedback; Wind; Modelling, Kalman filter, controllers and DP current etc.
• To be able to discuss briefly the main elements of a DP System, DP Computer/Controller, Thruster and propulsion, Power systems, position reference and environmental sensors.
• Describe why the DP system requires a wind input.
• Describe why the DP system requires a heading input.
• Describe why the DP system requires an input for roll, pitch and possibly heave.
• Describe full Joystick mode.
• Describe joystick auto heading mode.
• Describe 2 axis control.
• Describe full auto DP mode.
• Describe the difference between DP Joystick, remote joystick and independent Joystick.
• Describe modeling.
• Describe the function of filters.
• Describe how DP current is calculated.
DP equipment classes as defined in IMO guidelines and Classification Society rules.
• Describe Class 1, Class 2 and Class 3 DP vessels.
• Describe enhanced notation.
• Review DP system generic one line drawing for Class 1, 2 and 3 vessels.
• Describe redundancy.
• Describe Worst Case Failure (WCF) in terms of redundancy.
• Loss of redundancy effecting class of the vessel.
• Describe the overuse of powers and the effect on WCF redundancy.
• Describe what class of vessel is best suited for each industry mission.
• Describe consequence analysis alarm and requirement for the use during class 2 operation.
• Describe what would trigger a consequence analysis alarm.
Typical elements of a generic DP system
2. The Power System
All components and systems necessary to supply the DP system with power. The power system includes:
Auxiliary Systems and Redundancy Concepts Fuel Systems.
• Describe a generic redundancy fuel system.
• Describe potential failures and associated impact on DP Class.
Cooling systems, Fresh and Sea Water.
• Describe a generic redundant cooling system for fresh and seawater.
• Describe the impact of system failures on DP Class.
Compressed Air System
• Describe the layout of a typical redundant compressed air system.
• Describe the possible effects of compressed air failure on DP operations.
Ventilation system
• Describe the layout of a redundant ventilation system.
• Describe the possible effects of the inadvertent closure of ventilation dampers during DP operation.
HVAC
• Describe the layout of HVAC systems for redundant equipment operation.
• Describe the effect of loss of HVAC to Equipment rooms, switchboard rooms, control rooms and bridge could have on the DP system.
Lubrication system
• Describe a typical layout of a redundant lubrication system for an engine.
• Describe a typical layout of a redundant lubrication system for a propulsion system
Generators and Main Engines Main generators
• Describe typical generation plant layout redundant power generation arrangements.
Main Switchboard
• Describe a typical layout and functionality of a redundant switchboard for a diesel-electric power plant
• Describe potential failures and the impact on DP Class
• Describe the term “designed to test”
• Discuss the precautions to be taken before re-closing a bus tie or main breaker after a trip
Generators
• Describe typical arrangements on a DP2 vessel.
• Discuss the arrangements required to ensure redundancy remains in place and what factors influence redundancy.
• Describe spinning reserve and power available.
• Describe how the use of more than 45% utilization can affect redundancy.
Bus-tie requirements
IMO, Class and FMEA requirements
• Describe open and closed bus tie as per IMO 645.
• Describe traditional concepts for bus tie operation.
• Describe how open bus tie can ensure a fault on one switchboard will not affect other switchboards.
• Describe with an example how the main bus-tie breaker and all other breaker is set up as per FMEA.
• Describe benefit of closed bus tie systems.
• Describe that after WCF on a closed bus tie system the bus tie is to remain open if trip during WCF until a fault is found.
Electrical Systems and Cabling Communications UPS
• Describe a typical UPS arrangement for DP2 operations.
• Describe the function of an Uninterrupted Power Supply.
• Describe how to operate the bypass of a UPS.
• Describe test requirements for a UPS.
• Describe typical alarms from a UPS.
• Describe maintenance and life of UPS batteries.
AC supplies
• Identify on a one line drawing the redundancy setup and ensure there is no cross connections.
• Identify what is connected to the AC circuits and possible loads.
• Describe a typical one line diagram for distribution and supply of AC circuits on a DP vessel.
• Identify what is connected to the AC circuits and which are critical to DP operations.
• Describe all sub tie breakers need to stay open regardless if the main tie breaker is open or closed.
• Discuss circuit protection and fuses.
• Discuss testing of auto standby circuits for pumps, steering etc.
DC supplies
• Describe a typical 24v DC Redundant supply one line diagram.
• Describe the various arrangements for backup supplies to engine control systems and switchboards.
• Describe the risk of cross connections 24v supplies.
• Describe the problem of earth faults on two redundant systems and the use of DC/DC isolated supplies.
• Discuss the importance of clearing DC earth faults promptly for safe operation.
• Describe procedures for testing and maintenance of battery backup systems.
• Describe what could happen if there is a loss of charging power.
• Describe typical alarms from 24v DC systems.
Digital interface
• Describe a typical digital interface arrangement to a DP controller.
• Describe why a digital input is required by a DP controller and what system inputs normally use this type of input.
• Describe where a digital output may be used in a DP controller.
• Describe how a digital signal may be transmitted over a network from a remote I/O station.
• Discuss fail safe modes for digital signals and networks.
• Describe the loss of redundancy upon failure of one multi-channel interface unit (I/O) with input connected signal from two different redundancy groups.
• Discuss testing of digital signals.
Analogue interface
• Describe the different analogue signals associated with DP control systems and their use.
• Describe the benefit of 4 to 20 mA signals for control and feedback of thrusters and main drives.
• Discuss testing of analogue signals.
• Describe the purpose and use of optical isolator units.
Serial interface
• Describe the concept of serial data transmission and its use in DP control systems.
• Describe the various types of serial connections, RS232 & RS422.
• Discuss baud rates, parity, data bits, stop bits, handshake and their importance in serial data transmission.
• Describe the different types of NMEA protocol sentence formats and how to read them.
• Discuss the terms “talkers” and “listeners” as used in NMEA.
• Describe how to monitor NMEA string using the DP display, laptop OR meters.
• Describe a simple check for NMEA string data errors.
• Describe the benefit of using RS422 serial connections over RS232.
• Discuss serial isolators and serial signal convertors.
• Discuss cable requirements for interconnection of serial units.
• Discuss/show examples on different NMEA strings (i.e. GNSS, wind, gyro etc).
Power Management System custom systems and IMO DP equipment class 2/3 requirements.
• Maintaining continuity of electrical power under all defined load and failure conditions.
General system functions
• Describe typical power management systems for a DP vessel.
• Describe why a breaker selective study is required and the importance.
• Describe the difference between DP power limiting and Generator power management.
• Describe the reason to disable load dependant stop while in DP mode.
• Describe a generator monitoring system and the important information supplied.
Extra loads on switchboard with different operation, Drilling, ROV etc.
• Describe the need for a new load balance study when connect extra equipment. i.e. ROV.
• Describe the possible reduced power to thrusters.
• Describe the possible effect on the vessels Capability plot.
• Describe the problem of only supply from one switchboard and the loss of the switchboard.
• Describe the possible of transferring fault and completes after a failure of a piece of industrial equipment.
Extra redundancy required for working “drift on”.
• Describe allow more spinning reserve when working drift on.
3. The Thruster System
All components and systems necessary to supply the DP system with thrust force and direction. The thruster system includes:
Thruster Drive and Auxiliary Systems.
Azimuth thrusters, Tunnel thrusters, Propellers and other systems.
Thruster Control Concepts
• Describe how a DP system typically is connected to a thruster control system, including normal control and backup control (on thruster control system).
• How will emergency operation of thrusters affect the DP control of the thrusters?
Thruster redundancy Thruster supply change over
• Describe how changing over a thruster that has failed could transfer the fault to a second redundancy group
Thruster failure modes
• Describe “Fail as set”
• Describe “Fail to zero”
• Describe “Fail to full”
• Describe why you would lose the ready signal.
• Describe that emergency stops will still work when a vessel is in DP control.
• Effect on the DP system of a failed thruster.
• Describe the counter balance effect of other thrusters when a thruster fails and the vessel is left in full auto DP mode.
4. Control Systems and Sensors
All control components and systems, hardware and software necessary to dynamically position the vessel.
The DP control system consists of the following:
DP Computer System/Joystick System DP operator workstation.
• Describe a typical operator workstation and the various hardware components.
• Describe the management for change for software.
• Describe the DP system must be fully tested to check operation after software upgrade.
• Describe typical maintenance and testing that should be carried out on a workstation.
• Describe a typical procedure for total shut down and re-starting of a DP control system.
• Discuss ability to download log files for analysis.
Control processor(s)
• Describe the function of the control processor in the DP control system.
• Describe the redundant design incorporated into the control system.
• Describe the redundant interconnections between the control processor and the I/O units.
• Describe how a failure on a DP controller is typically handled to maintain position- keeping.
• Describe how some DP systems use a PLC as part of the control system.
Independent joystick system (IJS)
• Describe why IJS is needed.
• Describe the difference between IJS and portable / wing joysticks.
• Describe the class requirement for IJS.
• Describe that some older vessel the IJS can use the same controllers.
• Describe how an IJS is powered.
• Describe which DP sensors and references are also typically used for the IJS.
Peripherals Printer.
• Describe the DP printer and requirements for it to be online during DP operations.
• Discuss DP Data Loggers as independent to the DP system.
• Discuss ability to download log files for analysis.
Change-over switch, manual controls/DP/joystick.
• Describe the design of a typical changeover switch as a multi-gang switch on a single operating spindle and are not electrically connected.
• Describe that a common changeover switch removes the ready signal from the thruster to DP system.
• Describe the changeover switch in a Network thruster control system.
• Describe emergency to manual on a network control system.
• Describe wire break monitoring on emergency change over DP to manual and on a DP to Manual network control system.
• Describe that the emergency stop and backup/emergency controls will still work with changeover switch set to manual or DP mode or IJS Mode.
DP Software
• Describe the six degrees of freedom and which of these the DP system controls.
• Describe hydrodynamic model.
• Describe aeronautical model.
• Describe DP mathematical model.
• Describe DP current.
• Describe error affecting the DP current.
• Describe the problem caused by entering a speed that is too fast for the vessel to move.
• Describe reason for the mathematical model to become unstable.
• Describe auto swap on the operator station and controllers.
• Describe DP modes.
• Describe backup copy and reloading program under instructions for manufactures.
Alarms
• Describe the need to set alarms to activate to warn at an early stage
• Describe that the DPO and engineer must understand what the alarm is and what caused the alarm
• Describe how to find information about an alarm in vessels documents and on-screen help
Position Reference Systems; Hardware Software and Sensors
• Describe why position reference systems are used by the DP program.
• Describe the minimum number of position reference systems required to meet class 1, 2 and 3.
• Describe position reference system voting.
• Describe the difference between “Fixed” and “Mobile” relative position reference systems.
• Describe what happens when all position reference systems are lost from the DP system.
DGPS/DGNSS
• Describe the principle of GNSS systems.
• Describe DGNSS and the use of correction to improve the quality of position fix.
• Describe the different way DGNSS corrections are received.
• Describe the disadvantages of DGNSS system.
• Describe the advantages.
• Describe the use of INS to improve the reliability of position.
• Describe how to identify an antenna problem.
• Describe the blocking of the correction signal.
• Describe the Azimuth and elevation of a corrections satellite.
• Describe failure modes.
• Describe maintenance and logical fault finding.
Acoustic
• Describe principle of an acoustic system.
• Describe why the speed of sound through the water is required.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
• Discuss transponder types and use, charging of transponders.
Taut wire
• Describe the principle of a Taut wire system.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
Laser – CyScan
• Describe the principle of a CyScan system.
• Describe advantages.
• Describe CyScan AS targets.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
• Describe the different types of Fanbeam targets, use, and maintenance.
Laser – Fanbeam
• Describe principle of a Fanbeam system.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
Laser – SpotTrack
• Describe principle of a Spot track system.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
Microwave – Radius
• Describe the principle of a Radius system.
• Describe the positioning of Interrogator units.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
• Describe transponders and battery maintenance requirements.
Microwave – RadaScan
• Describe principle of a RadaScan system.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe maintenance and logical fault finding.
Microwave – Artemis
• Describe the principle of an Artemis system.
• Describe advantages.
• Describe disadvantages.
• Describe failure modes.
• Describe interface from other vessel radars.
• Describe maintenance and logical fault finding.
Inertial Navigation Systems
• Describe the principle of INS Inertial Navigation system.
• Describe advantages.
• Describe disadvantages.
• Describe how INS is used with DGNSS and hydroacoustic systems.
• Describe failure modes.
• Describe maintenance and logical fault finding.
DP Sensor Systems Gyro
• Describe the principle of a standard gyro compass.
• Describe the principle of a fibre optic Gyro compass.
• Describe failure modes.
• Describe why a Gyro might need to be set to manual speed and latitude.
• Describe maintenance and logical fault finding.
Environment Sensors – MRU/VRU
• Describe the principle of a VRS/VRU.
• Describe why a DP system needs a MRU/VRS input.
• Describe failure modes.
• Describe maintenance logical fault finding and calibration required.
• Describe that some MRU/VRS have internal batteries.
Environment Sensors – Wind Sensor
• Describe principle of propeller and ultrasonic wind sensors.
• Describe wind feed forward.
• Describe the effect on DP from wind sensor outputting a too high speed and effect on Model.
• Describe the effect on DP from wind sensor outputting a too low speed and effects on DP model.
• Describe advantages and disadvantages of sensor types.
• Describe maintenance and logical fault finding.
• Describe simple checks, flags,
• Describe problem with the poor positioning of wind sensors.
5. Documentation
DP Manual
• Describe every DP vessel must have DP Manual which outline DP Operations, Company DP policy, onboard documents, training and vessel hardware. Some Classifications require the DP Manual to be class approved.
FMEA
• Describe what FMEA stand for.
• Describe why an FMEA is required and the legislation associated with FMEA.
• Describe what is contained in the two main section of an FMEA.
• Describe the content of the vessel study.
• Describe the process of developing an FMEA and the international guidelines that are recommended.
• Describe the overall contents of the proving trials section.
• Describe the meaning of A, B and C findings.
• Describe the requirement for FMEA to be Class approved.
• Describe what WCFDI worst case failure is and why is it important.
• Describe how to conduct FMEA trials safely.
• Describe why a copy of the FMEA must be in the engine room and control room.
• Study of an actual Vessel FMEA to illustrate the process of redundant system review.
• Describe action to take if errors are found in FMEA.
• Describe the use of FMEA functional description and block diagrams for fault finding and tracing of faults.
DP Annual Trials
• Describe annual trials are made up of 25% of the test on the FMEA.
• Describe CPP and thruster wire breaks need to be tested every year.
• Describe that the redundancy group is to be tested each year.
Capability Plots
• Describe what a capability plot is.
• Describe what is meant by WCF and WCFDI.
• Describe the difference between a capability plot and a footprint plot.
• Describe why a foot print plot cannot be used to check capability plots.
• Describe the errors that can occur within Capability plots.
• Describe how to use max thruster limit of 45% utilization to safeguard against error in Capability plots.
• Describe online capability plot.
• Describe why reducing the number of generator and power available will affect the Capability plot.
Management of Change Procedures
• Describe what is meant by Management of change.
• Describe why Management of change is important.
• Describe what management of change is required for changes of Hardware, software, FMEA.
System and Equipment Manuals
• Discuss the importance of having a full set operating and maintenance manuals for all DP related systems.
• Discuss the importance of having a full set of up to date “as built” technical drawings for the vessel.
• Discuss the use and development of bridge and engine room DP checklists.
Hazards
• Describe the importance of not carrying out unauthorised maintenance during any DP operation and permit to work.
• Describe Managing risk during reinstatement of equipment.
Incident Reporting – IMCA and MTS schemes
• Discuss incident reporting forms for IMCA and MTS.
• Discuss recent and relevant incident reports.
Planned Maintenance System
• Discuss the importance of an effective planned preventative maintenance system for all machinery and equipment related to DP.
• Discuss the importance of maintaining good record keeping and equipment histories.
• Discuss the importance of record keeping of service reports and technical bulletins relating to the DP equipment.
• Describe the process and responsibilities of planning maintenance activities which may affect DP operations.
• Discuss the requirements to carry critical spares for all DP equipment.
IMO Documents
• Describe IMO 645
• Describe IMO 738 and links to IMCA 117
Use of IMO 645 by Class, IMCA and MTS
• Discuss the Class use of IMO 645 and IMCA/MTS documents to formulate Class rules.
MTS Documents available and what they contain
• MTS Design Philosophy
Offshore Tech. Guidance DP- classed vessels with closed bus-tie(s) DP Vessel Design Philosophy Guidance Part 1
DP Vessel Design Philosophy Guidance Part 2
• MTS DP Operation Guidance DP_Guidance_Part2_Appendix3_Logistics_July 2012 DP_Guidelines on Testing of DP Systems DP_Tech_Committee_DP Operations Guidance_part1
• MTS tech ops
Techop Annual DP Trials and Gap Analysis_Dec. 2013 Techop FMEA Gap Analysis_Sept. 2012
Techop FMEA Testing_Sept. 2012 All other The ops
IMCA Documents available and what they contain
• IMCA M103-The design & Operation of DP vessels-rev.2_April 2016
• IMCA M117-Guidelines for the training & experienced of key DP personnel _September 2016
• IMCA M125-Safety Interface Document for a DP vessel working near an Offshore Platform
• IMCA M140-Specification for DP Capability Plot-Rev.1-June 2000
• IMCA M151-Basic principles & use of Hydro acoustic PRS system in the Offshore Environment_April 1999
• IMCA M163-Guidelines for Quality Assurance & quality control of software _September 2016
• IMCA M166-Guidance on Failure Modes and Effects Analysis (FMEA)-rev.1_April 2016
• IMCA M182-MSF International Guidelines for the Safe Operation of DP OSV-Rev.2-April 2015
• IMCA M190-Guidance for Developing and Conducting Annual DP Trails Program for DP vessels-June 2011
• IMCA M191-Guidelines for Annual DP trials for DP mobile offshore drilling unit’s _February 2008
• IMCA M196-The Design Selection Ins. and Use of Uninterruptible power supp. onboard vess- rev.1_Sep. 2016
• IMCA M206-A guide to DP electrical power and control systems-rev.1_September 2016
• IMCA M220-Guidance on Operational Activity Planning _November 2012
• IMCAM109-DP Related Documentation for DP vessels-rev.2_June 2016
• IMCA 04- 04 Methods of Establishing the Safety and Reliability of Dynamic Positioning Systems
Manning and Training
• Describe engine room manning and watch-keeping principals for DP operations.
• Describe requirements for good communication between the bridge and engine room at all times.
• Describe the use of checklists and need to promptly report to Bridge of any changes in operational status.
• Describe the need to keep the Chief Engineer updated with any operational problems.
• Describe the operation of the status alert system.
• Describe the requirement for comprehensive engine room standing orders.
• Describe the requirement for a comprehensive handover during a change of watchkeepers.
• Describe the Planning of on-board drills, real and desktop.
• Describe the use of “Mobilisation” and “start of a project” DP trials to ensure system operational readiness.
• Describe the development of standard engine room DP procedures for a vessel.
• Describe the need for performing DP drills and their different types.
6. DP Operation and effects on DP system
ASOG – Principle, layout and use of Activity Specific Operational Guidelines.
• Describe IMCA 220 and MTS Tech Ops documents outline ASOG in detail.
• Describe ASOG list how the vessel equipment is setup for the current industry mission.
• Describe ASOG should match the FMEA.
• Describe ASOG will state what action to take after a failure.
• Describe ASOG needs to be approved Charterer, shore management and vessel.
• Describe how the ASOG will be used as a decision-making tool after a failure.
• Describe the use of an ASOG as a decision-making tool for action to take after a failure.
• Describe the ASOG is used for the safe setup of DP vessel.
• Describe the ASOG is the bridging document between the vessel and charterer and layout how the DPO must have their vessel setup and operational limits.
• Describe the alignment of an alert light system and ASOG.
• Describe how the ASOG/CAM is used to reduce risk.
• Describe the origin and development of the ASOG, CAMO and TAM documents.
• Describe the CAMO must match class approved FMEA.
• Describe the use of ‘status light’ system on DP vessels.
• Describe the ASOG/CAMO is a standalone document.
• Describe the ASOG/CAMO is a bridge document between vessel documentation and charterer working limits and equipment setup requirements.
• Describe ASOG/CAMO needs to be approved by Charterer.
• Describe ASOG/CAMO list actions required after a failure.
CAMO – Principle and layout of Critical Activity Mode of operation
• Describe IMCA 220 and MTS Tech Ops documents outline CAMO in detail
• Describe that CAMO mode set is setup as redundancy mode of operation
• Describe how the CAMO must match the vessel FMEA
TAM – Principle and layout of Task Appropriate Mode
• Describe IMCA 220 and MTS Tech Ops documents outline TAM in detail
• Describe that TAM requirement could be less than required by the FMEA and after a failure the vessel could have a loss of position
• Describe TAM can be used to reduce fuel when the loss of position would not affect safety of vessel
TAGOS – Principle and layout of Thruster and Generator Operating Strategy
• Describe how the TAGOS can be used to list what combination of generators can be online, setting of all tie breakers and maximum percentage of load used
• Describe the TAGOS arrangements
Limitations of different type of DP operations
• Describe the mode of operation will depend on the modes supplied with DP system
• Describe the reason DP vessel cannot be used for anchor handling with tension meter is feed into DP and the problem if tension meter fails
SIMOPS
• Describe Limitations and extra redundancy required when vessel is in Close proximity and drift on
• Describe that extra redundancy and generators may be requested by DPO in a high- risk drift on
• Describe at times the main watch-keeping engineer might need to stay in the control room
• Describe how vessel can be affected by thruster wash from other vessels
• Describe how working in close proximity to other vessels might limit the options for manoeuvring the vessel in event of a failure
Operating in open water
• Describe how in open water the vessel might be drift on to a subsea asset.
• Describe which position reference system will not work
Possible effects of subsea operation on DP vessels.
• Underwater current on drilling risers, Lars, tether and ROV leading force on DP
• Launch and recovery high risk operation
• Danger of tether becoming entangled in thrusters
Possible effects of remote access
• Describe using Remote diagnostics and the danger of use during DP
7. Lessons Learned
Common causes of DP incidents (past incident case studies)
• Review IMCA DP incident flowcharts
• Review of various published Incident report. (IMCA, MTS, Coastguard)
Information required when reporting system problems
Remote diagnostics – what information is required, where to find and how to communicate.
• Describe common methods of copying system log files from operator station computer for fault analysis by equipment maker.
• Describe the use of screen shots and photos of the equipment to aid fault finding. Also copies of the alarm printouts of both DP and machinery alarms when fault occurred.
• Discuss the importance of maintaining records of correspondence of any fault with the equipment maker’s service department and including in all relevant company technical and operations departments.
• Discuss the trend in remote access via satellite link of some equipment makers. Highlight the security risks of this type of arrangement.
Annex 2 – Type Specific Hardware/Ship Specific Training
Minimum Entry Qualification Requirements.
Participants should be an Engineer Officer / ETO / DPO or shore based Technical Staff.
Type Specific hardware / Ship specific training – Recommend Course outline.
The NI recommends Type Specific training should be at two levels:
• Able to carry out repairs with the support of phone support by manufactures
• Full technician, allowed to complete repairs without the need of Manufacturer’s support.
The NI recommends Type Specific DP Hardware Training content to be setup by the equipment manufacturer. The following should be used as a guide for setting up Type Specific training:
• Overview of DP hardware layout (DP console, DP computer, DP controller, remote joystick panel, UPS, sensors, PRS, printer… etc.).
• Identify every element of DP hardware (equipment, component and sub-component), installation location and specific PRS blind spots or shadow.
• Understand basic function of each DP hardware and component.
• Arrangement for the types of thrusters and rudder system on board, interface type and their possible failures on electrical, control, mechanical and hydraulic and how different failures can result in drive-off or drift-off.
• Arrangements for shaft generator, aux generator and switchboard arrangement on board for DP operation.
• Identify and understand manufacturer instruction manual for hardware and component.
• Interpret and proper use of cable layout, cable details, IO specification, and identify types of power input and power redundancy.
• Identify types of interface in use for sensors, PRS, thrusters, switchboard etc. (serial, NMEA, digital, Analog and Ethernet).
• Alarms, shut-downs and interlock arrangements.
• Identify worst case failure and understand failure effect and corrective measures.
• Use of proper tools, safe and non-intrusive troubleshooting on failure of equipment, component and interface, and when you should not go further.
• Fault identification.
• Reporting of failure and troubleshooting result or finding.
• Maintenance measures – Preventive, Predictive, periodic and Corrective.
• Basic spare parts inventory, inspection, storage and maintenance.
• Use of spare parts and components.
• Start up, shut down and rebooting computer and system.
• Communication arrangements for technical support – remote diagnostics/email address.
• Engineer’s role in annual survey – to know all information of vessel prior to survey.
Course Assessment
A Type Specific Course shall have an assessment at the end of the type specific training to ensure the training is fully understood. The type of assessment shall be determined by the manufacturer.
Simulator Equipment Required
To run Type Specific equipment the equipment manufacturer shall specify the equipment required for training – which could be a simulator or equipment on board the actual Ship on which the Engineers will be working.
Instructor Qualifications for Type Specific Course
The instructor shall be trained by the equipment manufacturer to a “manufacturer service technician level” OR to the satisfaction of the equipment manufacturer.
When appropriate shipboard instruction from manufacturers/suppliers can be replaced by instruction from experienced ship’s personnel, that is, for example, personnel who are certified by their company [and the manufacturer] to conduct such training on the relevant equipment2.
Course Notes and Resources
Type Specific Course reference material to be supplied as recommended by manufacturer.
2 Extract from IMCA M117
Annex 3 – Supplementary Technical Content options
In addition to the content specified in Annex 1, Centres may wish to include elements of refresher or additional training. This section provides a source of reference for additional content and may be presented as additional notes, pre-course reading or other solution that meets the particular need of the learner.
Fuel Systems
• Describe the importance of using fuel purifiers at all times.
• Describe how contaminated fuel can affect redundancy.
• Describe how the cross connection of a fuel system will defeat redundancy.
• Describe the need to drain fuel day tanks.
• Describe the effects of inadvertent operation of fuel tank Quick Closing Valves.
• Describe alarm and monitoring of fuel systems.
Cooling systems, Fresh and Sea Water
• Describe cooling pipework separation required for redundancy
• Describe the effect of a hose failure in a cooling system
• Describe maintenance on non-redundant cooling systems for Class 1 and 2 vessels.
• Describe the requirement to keep plate coolers clean and the effects of overheating leading to a reduction of power available and effect on redundancy.
• Describe the use of two sea suction valves in a system.
• Describe the effect of weed and jelly fish blocking sea suctions.
• Describe the effect of ballast pump if connected to the same sea water system suction as the cooling system.
• Describe the use of antifouling system requirements in sea water systems.
• Describe alarm and monitoring of cooling systems.
Compressed Air System
• Describe alarm and monitoring of compressed air systems.
Ventilation system
• Describe layout of a redundant ventilation system.
• Describe the possible effects of inadvertent closure of ventilation dampers during DP operation.
• Describe possible effects of gas detection and fire detection equipment could have on ventilation systems.
HVAC
• Describe issues which could arise from the operation of fire protection systems.
Lubrication system
• Describe the important of a pre lubrication system on a standby generator engine to allow quick start up.
• Describe the consequence of loss of lubrication system for thrusters, CPPs and gearboxes.
• Describe planned maintenance requirements for lubrication systems.
• Describe the use of lubrication oil purifiers on engine systems and problems which can arise from system failure or operating errors.
• Describe the importance of Oil sampling and testing as part of the maintenance routines.
• Describe alarm and monitoring of lubrication systems.
Generators and Main Engines Main generators.
• Describe the typical plant layout for a diesel electric DP vessel, compare the layout.
to a conventional vessel with twin CPP propellers. Discuss the advantages and disadvantages of both systems.
• Describe Engine shutdown and protection systems.
Main Switchboard
• Discuss the generated voltage options and limitations with regard to main switchboard short circuit design.
• Describe interlocks on main switchboards.
• Describe switchboard protection systems.
• Describe problem with main switchboard, under and over voltage, under and over cycles, short circuits.
• Describe why you would have thermal imaging conducted on switchboard on DP vessels.
• Describe cooling systems options for main switchboards.
• Describe the function of automatic change-over systems.
• Discuss the problems with connecting mission equipment to a redundant main switchboard.
• Discuss DC main switchboard concepts.
• Discuss the precautions to be taken before re-closing a bus tie or main breaker after a trip.
• Discuss monitoring equipment on main switchboard.
Generators
• Describe generator protection systems.
• Describe Spinning reserve and power available.
• Describe the use of standby generators and at what load should generator auto start.
• Describe the reason to disable auto stop on low load when on DP.
• Describe how the use of more than 45% utilization can affect redundancy.
• Describe how the electrical power available will affect thruster output.
• Describe how the electrical power available will affect the vessel capability plot.
• Describe load shedding.
• Be able to discuss a one line electrical drawing.
• Describe how generator monitoring systems are different to power management systems
• Describe AVR control principal and result of AVR failure
• Describe Governor Control and failure
Bus-tie requirements
IMO, Class and FMEA requirements.
• Describe examples of how the main bus-tie breaker and all other breaker must be setup as per FMEA.
• Describe breaker selective study, fault ride through and that the main bus tie is to open before the generator breakers.
• Discuss new requirements for testing of bus tie breakers on high voltage systems.
Electrical Systems and Cabling Communications UPS.
• Describe how a UPS can be 220 v AC or 24 volts DC.
Cable routing
• Describe the need to keep cables away from heat, exhaust flow.
• Describe the physical cable routing for Class 2 and 3 vessels as per IMO 645 and Classification Society requirements.
• Describe the importance of separation between power cables and control and data cables. Discuss use of separate cable trays and physical routing to maintain redundancy.
• Describe the use and grounding arrangements for screened signal cables.
• Describe the problem of replacing cable with the wrong type, not twist pairs.
• Describe the problem of network cable near radio transmitters.
• Discuss the use of fibre optic cable and its advantages over conventional types.
Analogue interface
• Describe the use of + and – 10v DC and the disadvantages for control and feedback of thruster in older vessels.
• Describe other analogue input used, UPS voltage.
Power Management System custom systems and IMO DP equipment class 2/3 requirements.
General system functions
• Describe what a load balance study is.
• Describe what the term “designed to test” means.
• Describe auto blackout recovery.
• Describe load dependant start and the fact that the vessel could be passed the WCF load before extra generator start.
• Discuss why there may be different parameters in the PMS for DP operation and Sea Mode.
• Discuss system failures that can affect the operation of the PMS and backup operating modes that are available.
• Discuss advanced generator supervisory systems and their independent operation from the PMS.
Extra redundancy required for working “drift on”.
• Describe allow more spinning reserve when working drift on.
3. The Thruster System
All components and systems necessary to supply the DP system with thrust force and direction. The thruster system includes:
Thruster Drive and Auxiliary Systems
Azimuth thrusters, Tunnel thrusters, Propellers and other systems
• Describe standard fixed pitch propeller advantages and disadvantages
• Describe standard CPP advantages and disadvantages
• Describe tunnel thruster advantages and disadvantages
• Describe Drop down and fixed in position azimuth thruster
• Describe Fixed pitch thrusters advantages and disadvantages
• Describe CPP Az thruster advantages and disadvantages
• Describe flap / becker rudders and advantages and disadvantages
• Describe fishtail rudders and their advantages and disadvantages
• Describe propeller nozzles advantages and disadvantages
• Describe Variable frequency drives and advantages and disadvantages
• Describe Direct drive and advantages and disadvantages
• Describe constant speed RPM motors for CPP thrusters and advantages and disadvantages
• Describe Az thruster biasing and when biasing is used
Thruster Control Concepts
• Describe the thruster ready signal and what parameters are required for it to be present.
• Describe auto start-up of thrusters and auto selection into the DP system if a full blackout auto recovery system is programmed into the power management system.
• Describe command and feedback signals (mA and V).
• Describe emergency stop on thruster.
• Describe wire break monitoring.
• Describe remote I/O concepts used in thruster control network or canbus systems.
• Describe backup redundancy on control systems.
• Describe typical alarms on thruster controls and DP systems.
• Describe testing of thruster signals for DP trials.
Thruster redundancy
• Describe typical thruster main power supply systems for redundancy.
• Describe typical backup hydraulic pumps, steering motors, cooling pumps, filters, cooling systems and fans fitted to rudder and thruster systems.
Thruster failure modes
• Describe what would indicate the following on a DP system – Fail as set, fail to zero, fail to full, loss of ready signal.
• Describe at hydraulic problem with CPP thrusters.
• Describe a thruster could always have a mechanical problem.
4. Control Systems and Sensors
All control components and systems, hardware and software necessary to dynamically position the vessel.
The DP control system information may be supplemented by specific content related to recent incidents.
5. Documentation and procedures
• Describe how to conduct a Partial blackout drill.
• Describe how to conduct Outline a full blackout drill.
• Describe how to conduct Outline a drill for a broken fuel line.
• Describe how to conduct a drill for a broken cooling pipe.
• Describe how to conduct a fire drill when on DP.
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