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DP incident caused by human factor

Comments from the report:

It is mentioned in the report that DG#4 tripped out for unknown reasons.  Elsewhere in the report the cause of this incident is mentioned as complacency or lack of knowledge with DP redundancy concept.

Considerations of the IMCA Marine DP Committee from the above event:

  • The set-up of the PRS was such that the DGNSS had the majority of the “PRS Weight” calculation in the DP controller, which is not recommendable.
  • When a fuel filter differential pressure alarm is received, ensure that the correct procedures for filter changeover and filter replacement are carried out as soon as reasonably practicable.  Always ensure that standby diesel generator is checked to ensure continuous service.
  • The excursion was 3.1m but it should be noted that this is 10% of the water depth and could have been critical depending on the industrial mission.

There is no mention of the DP watch circle in the report.  It is particularly important that an Activity Specific Operating Guidance (ASOG) document is compiled and utilised for all DP operations, in accordance with IMO Circular 1580, chapter 4, see IMCA M 220 Operational Activity planning.

DP Event

Published: 28 September 2020
Download: IMCA DPE 03/20

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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 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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