This was a simple case of Key DP personnel not being included in the ASOG process, the ASOG should clearly indicate how critical machinery should be treated whilst carrying out the industrial mission of the vessel. If intrusive fault finding is required, then a change of status would/should be required. The engineer did not consider the consequences of taking the thruster into local control.
This event highlights the need for good operational planning and a detailed accurate ASOG. IMCA M 220 Guidance on operational activity planning, contains guidance on this subject.
IMCA M 117 Section 7, Qualification and Knowledge Requirements of Key DP Personnel – gives guidance for Key DP Personnel.
Although not related to the event the number of references seems inadequate. IMO MSC Circ. 645 and IMO MSC.1 Circ. 1580 guidance documents state that for DP 2 or 3 operations:
There is a requirement for 3 independent position references simultaneously available during operation based on two different principles. See IMCA Information Note No.1567 which was published in July 2021.
The following case studies and observations have been compiled from information received by IMCA. All vessel, client, and operational data has been removed from the narrative to ensure anonymity.
Case studies are not intended as guidance on the safe conduct of operations, but rather to assist vessel managers, DP operators and DP technical crew in appropriately determining how to safely conduct their own operations. Any queries should be directed to IMCA at [email protected]. Members and non-members alike are welcome to contact IMCA if they have experienced DP events which can be shared anonymously with the DP industry.
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