Machine translation from English source
Electronic warning limits and course deviation alarms
The electronic yaw warning limit must be set to a value that does not cause any part of the vessel to move beyond the allowable yaw limit.
The electronic yaw alarm limit must be set to a value that does not cause any part of the vessel to move above the critical yaw limit (Chief Mate required).
However, where possible, the off-course warning and alarm limits should be set to lower values. When establishing yaw limits, consideration should be given to the centering of the vessel and the installation and turning point of the vessel. Based on your risk assessment, enter the parameters for an acceptable excursion and ensure that all operators adhere to the established restrictions and required actions, and that they are clearly displayed next to the DP console.
Position and direction of change
Changes in vessel position and course are often necessary during supply operations when supply vessels are close to fixed installations, usually due to changes in wind and/or current or for operational reasons. Such changes should be made in small steps. Operators should be aware of the potential for a number of cumulative changes, such as the fact that they can affect the line of sight for some position reference systems, such as optical systems. Make sure the center of rotation is set correctly for the type of operation.
Energy consumption and engine power limits (chief mate required)
Consideration should be given to using the guidelines for offshore offshore operations (GOMO) as good practice in relation to operational restrictions. Power and thruster limits will depend on the nature of the vessel/installation interface. Vessels numbered 2 and 3 DP Classes may, subject to agreement reached with the installation mine and/or charterer, as applicable, be operated to DP Class 1 standards where a DP 1 Class vessel is accepted on board. See CAMO, TAM and ASOG as appropriate. For ships operated to DP Class 2 or 3 standards, limits must be set so that the ship remains with sufficient power and engines to maintain position after a worst-case failure - on an operating equipment basis. Thus, the guidelines provide two possible limits. For offshore supply vessels DP capabilities 2 and 3, the vessel operates to worst case failure under given environmental conditions. For DP offshore supply Vessel capabil-ity 1, the vessel operates at full capacity under given environmental conditions. Techniques for controlling energy consumption and limiting engine power include the use of a DP computer system impact analyzer and effective DPO watchkeeping.
After a failure, the main goal will be to make the situation safe. That
The way to get back to work is to carry out a risk assessment, taking all possibilities into account. A risk assessment must determine how safe it is.
Regional and or charter recommendations may take precedence
DP Alert Status(Chief Mate Required)
The operational condition of the vessel under the control of the DP must be constantly monitored. Ves-sel operators should consider the monitoring system already in use in the industry to ensure consistency of understanding with operators and charterers. The generally accepted system used internationally in the offshore industry uses the concept of red, blue, yellow and green status levels. This system does not necessarily require a lighting or alarm system, although it is useful to have an appropriate method on board to notify the appropriate crew of changes in status levels.
