7 uscveire. 645
INTERNATIONAL MARITIME ORGANIZATIO! ae
‘eteaoon se 1M.
Ret. 7473.03
UIDELINES FOR VESSELS WITH DYNAMIC POSETIONING SYSTEMS
A Tho Maritime Satety Conmittes at its sixty-third session (16 to
25 May 1994), approved the Guidelines for Vessels with Dynanic Positioning
Systems, set out at annex to the present circuler, as prepared by th
Sub-Committee on Ship Design and Equipment at its thirty seventh session.
2 Member Governments are invited to bring the Guidelines to the attention
of ail bodies concerned, and apply the Guidelines to new vessels with dynanic
positioning systens constructed on or after 1 July 1994, In conjusction cath
Anmplenentation of the provisions of paragraph 4.12 of the 1089 MODU Code ee
amended by resolution HSC.38(63).
3, Member Governments are also invited to use the proposed model form of
flag State verification and acceptance document eet out in the appendin to
the. Gulded ine
w/1s08n/enPMsc/cire.645
ante,
GUIDELINES FOR VESSELS WITH DYNAMIC POSITIONING SYSTEMS
Sontents
Page
Preamble veseeeeeseseseeesevee es 3
1 General
1.1 Purpose and responsibility 4
112 Appiteation 4
113 Definitions 4
Ala Exemptions» 5
AIS eguivalente ..., 5
2 Equipment classes. Soeeeeneeeee see
3 Functional requirements
3:1 Genera a 7
312 Power system 1... 7
313. muster systen s a
314 DP-control systen 8
3.4.1 General ss ®
31412 Computers s1.sclosusiuueee °
3:4:3 Position rotorence aystene » a0
alae 10
3.5 cable a
36 u
4 operational requirements .. n
5 Surveys, testing and the Flag State Verification 2
land Acceptance Document (PSVAD)
5.1 Surveys and testing pee 2
5.2, Flag State Veritication and Acceptance Document (FSVAD) 13
Appendix: Mode2 form of FSVAD
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1 ‘These Guidelines for vessels with dynanic positioning eystens have been
developed to provide an international standard for dynamic positioning systens
fon all types of new vessel.
2 Taking into account thet dynamically positioued vessels are moved and
operated internationally and recognizing that the design and operating
criteria reguire special consideration, the Guidelines have been developed to
facilitate international operation without having to document the dynamic
positioning system in detail for every new area of eperation,
3. The Guidelines are not intended to prohibit the use of eny existing
vessel because its dynanic positioning system does aot comply with these
Guidelines. Mony existing units have operated successfully and safely for
extended periods of tine and their operating history should be considered in
evelusting their suitability to conduct dynamically positioned operations.
4 Compliance with the Guidelines will be documented by a Flag state
Verification and Acceptance Docunent (FSVAD) for the dynamic positioning
system. The purpose of a FSVAD is to ensure that the vessel is operated,
surveyed and tested according to vessel specific procedures and thet the
Feaulte are properly recorded.
5 A coastal State may permit any vessel whose dyaunic positioning system
is designed to a different standard than that of these Guidelines to engage
in operations.
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As Rurpose and responsibility
‘The purpose of these Guideiines is to recommend design criteria,
ry equipment, operating requirenents, and a test and documestation
systen for dynamic pocitioning systens to reduce the risk £0 pereoanel, che
vessel, other vessels or structures, sub-sea installations eat the enviroreent
while performing operations under dyaanic positioning control.
2.1.2 The responsibility for ensuring that the provisions of the Guidelines
ere complied with rests with the owner of the DPuvessel.
1.2 Application
‘The Guldetines apply to dynamically positioned units or vessels, the kee!
of which ie 1eid or which is at a similar stage of construction on or atter
i suny 1994,
2.2 Definitions
In addition to the definitions in the MODU Code 1989 the following definitions
fare necessary for the guide! ines:
2.3.1 Dynamically positioned vesse! (DP-vasse1) means @ unit of a vessel
which automatically mainteins its position (fixed location or predetermined
track) exclusively by means of thruster force.
4.3.2 Dynamic positioning system (DP-eystem) meaas the complete installation
necessary for dynamically positioning a vessel comprising ehe following
sub-ayste
11 power system,
12. thruster eyetem, and
13 pP-control eysten.
4.3.3. Position keeping means maintaining » desired position within the normal
‘excursions of the control systen and the eivizonnentel conditions.
1.3.4 Power system means all components and systene
DP-systen with power The power system includes?
sary to supply the
:1. prine movers with necessary ausiliary systems includiag piping,
[2 generators,
[3 Idtenboarde, and
‘4 istributing system (cabling and cable routeing).
2.3.5 Thruster syston means a2 components and systens necessary to supply
the DP-system with thrust force end direction. The thruster system incred
A thrusters with drive unite and necessary auxiliary systens including
piping,
-2 main propellers and rudders {¢ these axe under the control of the
DP-syster
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+3. thruster control electronics,
‘4 manual thruster controla, and
‘5 associated cabling and cable routelag.
1.3.6 DP-control system moans ail control components and aystens, hardware
and software necessary to dynamically position the vessel. ‘The DP-conteel
systen consists of the following:
sl computer eyston/ joystick system,
[2 sensor system,
+3. display system (operator panels),
4 position reference systen, and
*S. associsted cabling and cable routetng
1.3.7 Computer system moans a system consisting of one of seversi computers
Aneluding softwere and their interfaces,
1.3.6 Redundancy means ability of a component or system to maintain or
Testore its function, when a single failure has occurred. Redundancy can be
achieved for instance by installation of multiple componente, systene or
alternative means of performing @ function
2.3.9 Fing State Verification and Acceptance Document (FSVAD) means the
document issued by the Administration to a DP-vessel complying mith these
Guidelines. (See Appendix for model form.)
14 Exemptions
An Administration may exempt any vessel which embodies features of novel
kind from any provisions of the guidelines the spplication of which might
impede research into the develostent of such features. any such secoeke
should, however, comply with safety requirements which, in the opinion of the
Administration, are adequate for the service intesded and are such as te
ensure the overall safety of the vessel.
The Administration which allows any such exemptions should list the exemptions
on the Fiag State Verification and Acceptance Docunent (FSVAD) and communicate
to the Organisation the particulars, together with the reason therefor, f0,
that the Organisation may circulate the sane to other Goveraments for che
information of their officers.
1.5 Equivalents
2.5.1 Where the Guidelines require that particular fitting, material,
appliance, apparatus, iten of equipeent or type thereof should be fitted or
cerried out in a vessel, or that any particular provision should be made, or
any procedure or arrangement should be complied with, the Admiaictrseion ney
ailow other fitting, material, appliance, apparatus, stem of equipment or type
thereof to be fitted or carried, or any other provision, procedure or
arrangement to be made in that vessel, if it ig satiaficd by trie! thereot or
otherwise that such fitting, material, appliance, appratue teem of equipment
oF type thereof or that any particular provision, procedure or arreagement te
fat lease as effective ae that required by the GuidelineMsc/cize.645
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1.5.2 When an Administration so allovs any fitting, material, ezpliance,
epparatus, item of equipment or type tharsof, or provision, procedure,
arrangenent, novel design or application to be substituted, fe should
Communicate to the Organization the particulars thereof, vogether with a
Feport on the evidence submitted, ¢o that the Organisation may eigevlate the
sene to other Governments for information of their officers,
2 eQUreMeNT CLASSES
2.1 A DP-systen consists of components and systems acting together to achieve
sufficiently reliable position keeping capability. The necessery reliability
is determined by the consequence of a loss of position keeping capability.
‘The larger the consequence, the more reliable the DP-systen shown be
{To achieve this philosophy the requirements have been grouped into three
equipeent classes. For each equipment clase the associated worst case failure
should be defined as in 2.2 below.
‘The equipment class of the vessel required for a particular operation should
be agreed between the owner of the vessel and the customer bared on a risk
anslysis of the consequence of a loee of position. Else, the Administration
oF coastal State may decide the equipment class for the particular operation.
2.2, The equipment classes are defined by thei worst case failure mods
follows
1 For equipeent ci
single fault.
of position may occur in the event of a
For equipment class 2, a loss of position is not to occur in the
event of a single fault in any active componest or systen. Normally
static components will not be considered to fail where adequate
protection fron danage is demonstrated, and reliability ie to the
satisfaction of the Administration. Single failure criteria include
+1 Any active component or system (generators, thrusters,
switehboards, ronote controlled valves, etc.)
+ 2 Any normally static component (cables, pipes, manuel
rel valves, etc.) which ie not properly documented with respect
: to protection ond reliabizity.
, For equipment cl
3, a single failure includes:
{ <2 Teens Listed above for class 2, and any nom
} component is assumed to fail.
aly static
2. ALL components in any one watertight compartnent, from fire or
flooding.
3 ALI components in any one fire sub-division, from fire or
flooding (for cables, sae also 3.5.1)~
2.3. For equipment classes 2 and 3, a single inadvertent act should be
considered as a single fault if such an act is reasonably probable.
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2.4 Based on the single failure definitions in 2.2 the worst case failure
should be determined and used as the criterion for the consequence analysis
(woo 3.4.2.4).
2.5 The Administration should assign the relevant equipment class to @
DP-veuse1 based on the criteria in 2.2 and state it in the Flag state
Verification and Accoptance Document (FSVAD) (see 5:2)
2.6 When a oP-vessel is assigned an equipeent class this means that the
Dp-vessel is suitable for all types of DP-operatious within the eeeigned and
lover equipment clas
2.7 It is a provision of the guidelines that the DP-vessel 1s operated in
such a way that the worst case faliure, as determined in 2.2, can occur at any
ine without causing a significant less of position.
3 FUNCTIONAL REQUIREMENTS
3.1 General
3.1.1 Is so far as Ls practicable all components in a DP-system should be
Gesigued, constructed and tected in accordance with international standards
recoguizea by the Adninistration.
3.1.2 In order to moot the single failure exiteria given in 2.2, redundancy
of Components will normally be necessary as follove
1 for equipment class 2, redundency of all active components:
2 for equipment class 3, redundancy of all components and physical
separation of the componente.
3:1.3 For equipment class 3, full redundancy may aot always be posetbie
(e.gs, there may be a need for a single change-over syaten from the mais
computer system to the back-up computer syaten). Non-redundent connections
between otherwise redundant and separated systens may be accepted provided
that it is docunented to give clear safety sdventages, and thet their
reliabitity can be demonstrated and docunented to the satisfaction of the
Administration. Such connections should be kept to the absolute minimum and
fade to fail to the safest condition. Failure in one ayaten should in no ct
be transferred to the other redundant system.
3-2.4 Redundant componente and systems should be immediately avaliable and
with such capacity that the DP-operation can be continued for such a peciod
that the work in progress can be terminated safely. The tranefer to redundant
component or system should be automatic as far as possible, and opecatar
Antervention should be kept to a minim, The transfer should be sncoth and
within acceptable Limitations of the operation.
3.2 Power system
3.2.1 The power system should have an adequate 1
changes.
sponse time to power demand
3.2.2 For equipment class 1 the power system nead not be redundant.
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3.2.3 For equipment class 2, the power system should be divisible into two or
more eystems such thot in the event of feilure of one systen et least one
other system will remain in operation. ‘The power systen may be run ae one
systen during operation, but should be arranged by bustle breakers to
separate eutomatically upon fafluces which could be transferted from one
system to another, Including overlosding aud shoctachfeuite,
3.2.4 For equipsent class 3, the power system should be divisible into two or
more aystems such that in the event of failure of one system, at least, One
other systen will remain in operation. The divided power system should be
Aocated in different spaces separated by A.60 class division. Where the power
systems are located below the operations! waterline, the sepsretion souls
also be watertight. Bus-tie breakers should be open during equipecat ol
operations unless equivalent integrity of power operation cen be accepted
according to 3.1.3.
3.2.5 For equipment classes 2 and 3, the pover available for position keeping
should be sufficient to maintain the vesgel in position after worst cose
Failure according to 2.2
3.2.6 Tf 9 power management system Is installed, adequate redundancy of
reliability to the satisfaction of the Admiaistration should be denosetrated,
2.3 Thruster syaten
3.3.1 The thruster system should provide adequate thrust in longitudinal and
lateral directions, and provide yawing moment for heading contros.
3.3.2. For equipment classes 2 and 3, the thruster system should be connected
to the power system in such a wey that 3.2.1 can be complied with even after
Esilure of one of the constituent power systens snd the thrusters comected to
that eysten.
3.3.3 The values of thruster force used in the consequence analysis
(soe 3.4.2.4) should be corrected for interference between thrusters and other
effects which would reduce the effective fore
3.3.4 Failure of thruster eystem including pitch, azimuth or speed control,
should not make the thruster rotate or go to uncostrolled full pitch and speed,
3-4 pe-control syaten
3:4.1 Genera
+1 1m general the Dp-control system should be arranged in @ DP-control
station where the operator has a good view of the vessel's exterior
Limits and the surrounding area.
+2 The DP-control station should alspiey information from the power
system, thruster system, and DP-control system to eagure that, these
aystens are functioning correctly. Information necessary to operate
the DP-systen safely should be visible at all tines. Other
information should be available upon operator request
+ Display systens and the DP-control station in particwiar, should
bbe based on sound ergononetric principles. The DP-control system
should provide for easy selection of control mods, i.e. manual,
Joystick, or computer control of thrusters, and the active mode
should be clearly ateplayed.
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“
34.2
For equipment classes 2 and 3, operator controls should be designed
s0 that no singie inadvertent act on the operatere panel san leed: to
a eritical condition.
Alarms ond varnings for failures in systens interfaced to and/or
controlled by the DP-contro) eysten are to bo audible and visuel.
A permanent record of their occurrence and of status changes should
de provided together with ny necessary explanations.
‘Tho DP-control systen should provent failures being transferred
from one systen to another. The redundant components showla be so
arronged thet a failure of one component should be isolated. and the
Other component activated.
Te should be possible to control the thrusters manually, by
Individual joysticks and by a common joystick, in the event of
failure of the DP-control system.
The software should be produced in accordance with an appropriate
international quality standard recognized by the Administration.
Computers
For equipment class 1, the DP-coatrol system need not be redundant.
Yor equipment class 2, the DP-control aystem should consist of at
least two Independent conputer systans. Connon facilities such as
self-checking routines, data tronefer arcangenents, and plant
interfaces should not be capable of cousing the failure of both/all
aystens.
For equipment class 3, the DP-control system should consist of
fat least two independent computer systens vith self-checking aad
alignment facilities. Common facilities euch as self-check ag
routines, data transfer arrangements end plant interfaces ehould not
be capable of causing failure st both/all systene. Ia sddition, one
back-up DP-control system should he arranged, see 3.4.206+ An alarm
should be initiated if any computer fails or is not ready to take
Yor equipment classes 2 and 3, the DP-control system should include
8 software function, normally mows as ‘consequence snaiysis', waich
continuously verifies that the vessel will remain in position even
Sf the worst case failure occurs. ‘Thie analysis should verify that
the thrusters remaining in operation after the worst case failure
ccan generate tho ane resultant thruster force and monest_ as
required before the failure. The consequence analysis should
Provide en alarm if the occurrence of @ worst case failure would
lead to & loss of position due to insufficient theust for the
mntal conditions. For operations which will take
the consequence analysis should
the thrust and pover remaining
after the worse case failure, based on manual input of weather trend.
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Redundant computer systens should be arranged vith automatic
transfer of control after a detected failure in one of the computer
systens. The automatic transfer of control trom one coaputer rysten
ko another should be snooth, and within the acceptable limitations
of the operation.
For equipment class 3, the back-up DP-control system should be in a
Foom seperated by 4.60 clase division from the mais DP-coutrol
station. During DP-operation this back-up coatrol system showlé be
continuously updated by input fron the sensors, position reference
systom, thruster feedback, etc., and be ready to take over control:
‘The switeh-over of control to the back-up systen should bo manuel,
Situated on the back-up computer and ehould not be affected sy
failure of the main DP-control syeten.
An uninterruptable power supply (UPS) should be provided for each
DP-computer system to ensure that any power failuse wil! not affect
more then one computer. UPS battery capacity should provide
minimum of 30 minutes operation folloving a seine supply feilere.
3.4.3 Position reference aystens
3.4.4 Vessel at
Position reference systems should be selected with due consideration
ko operational requirements, both with regard to restrictions caused
by the manner of deployment and expected performance in working
situation.
Yor equipment classes 2 and 3, at least three position reference
systems should be installed and simultaneously eveilable to the
Dr-contrel system during operation”
When two oF more position reference systems are required, they
should not ali be of the eame type, but based on different
Principles and suitable for the operating conditions.
The position reference systens should produce data with adequate
sccuracy for the intended DP-operation,
‘The performance of positios reference systens should be monitored
‘and warnings provided vhen the signals from the position reference
aystens are either incorrect or substantielly degraded,
For equipment class 3, at least one of the position reference
systems should be connected directiy to the back-up contre) ayster
and separated by A.60 class division from the other position
reference systems.
esse sensors should at least measure vessel heading, veesel
motions, and wind speed and direction
When an equipment clase 2 or 3 DP-control eystom is fully dependent
on correct signsis from vessel sangore, then these signals should be
based on three systems serving the same purpose (ie. this will
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-3 Sensors for the sano purpose, connected to redundant systems should
De arranged independently so that failure of one will not affect the
others.
4 For equipment class 3, one of each type of sensors should be
connected directly to the back-up costrol systen and separated
by A.60 class division from the other sensors.
3S Cables end piping avatens
3.5.1 For equipment class 3, cables for redundant equipment or eystens
should aot be routed together through the sane compartments. Where this is
wnavoldable such cables could run together An cable ducts of ACO class, the
termination of the ducts included, which are effectively protected from ll
fire hazards, except that represented by the cables themselves. Cable
connection boxes are not allowed in such duets
3.5.2 For equipment class 2, piping systens for fuel, 1ubrieation, hydraulic
2f1, cooling water and cables should be located with due regard to fire
Records and mechanical damage
3.5.3 For equipsent class 3, redundant piping system (i.e. piping for fuel,
cooling water, lubrication oi1, hydraulic oi1, ete.) should not be routed
Yogetner theough the same compartments. Where this in unavoidable, such pipes
could run together in ducts of A-60 class, the termination of the ducts
included, which are effectively protected from all fire hacards, except thet
represented by the pipes themselves.
3-6 Reguixenents for essential non-pP-systens
For equipment classes 2 and 3, cyctens not directly part of the DP-system but
which in the event of failure could cause failure of the DP-system,
(e.g., conmon fire eupression systems, engine ventilation systems, shut-dowa
systems, etc.), should also comply with relevant requirements of these
4 OPERATIONAL, REQUIREMENTS
4:1 Before every DP-operation, the DP-systen should be checked according to
vessel specific “iocation” check list to make sure that the DP-systen is,
functioning correctly and thet the system has been set up for the appropriate
equipment clase.
2 During DP-operations, the systen shold be checked at regular intervals
according to a vessel specific watenteeping checklist.
.3. DP operations necessitating equipment class 2 or 3 should be terminated
vihen the environmental conditions are such that the DP-vessel will no
longer be able to keep position if the single failure criterion applicable
to the equipment class should occur. In this coutext deterioration of
environmental conditions and the necessary time to safely terminate the
operation should also be taten into consideration, ‘This should be checked
by way of enviromental envelopes If operating im equipment clase 2 snd by way
of an autonatic consequence enslyeis if operating in equipment class 2 or 3+
The necessary operating instructions, ete., should be on board.
H/1408n/ EHP4.4 te following checklists,
usc/cire.6¢5
vest procedures and instructions should he
incorporated into the DP operating mamials for the veseel
Location checklist (see 4.1).
Watehkeoping checklist (see 4.2).
be-operation instructions (see 4.3)
Annual tests and procedures (see 5.1.1.3)
Initial and periodical (5-year) tests and procedures (s
fend 5.1.1.2)-
Salada
Example of tests and procedures after modifications and
snon-conformities (see $1.14)
5 SURVEYS, TESTING AND THE FLAG STATE VERIFICATION AND ACCEPTANCE
DocuMENT (FSvAD)
5-1 Surveys and testing
5.1.1 Each DP-vessel which is required to comply with the Guidelines is
subject to the surveys and teating specified belowt
Initial survey which should Include a complete survey of the
DP-systen to ensure full compliance with the epplicable peres of the
guidelines. Further it includes a complete test of ell syetene and
components and the ability to beep position after siugie failure,
associated with the assigned equipment class. The type of test
carried out and results should be docinented in the Flag state
Verification and Acceptance Docunent (FSVAD), see 5.2
Periodical survey at intervals not excesding five years to ensure
full compliance with the applicable parts of the guidelines,
A complete test shoula be carried out as required in S-lli. The
type of test carried out and the results should be documented ta
the PSVAD, 00 5.2,
Annual survey should be carried out within three months before o
‘efter each anniversary date of the initial survey. ‘The annual
survey should ensure that the DP-systen hi
accordance with applicable parts of the guidelines and is in good
working order. Further an annual test of all important systems and
components should be carried out to decunent the abiiity of the
Dp-vessel to keep position after single failures associated with the
assigned equipment class. Tho type of test carried cut and results
‘thould be documented in the FSVAB, soe 5.2.
A survey either general or partial according to circunstanc
be made every tine a defect ie discovered and corrected oF
accident occurs which affects the safety of the DP-vessel, or
whenever eny significant repairs or alterations are made. After
such a survey, necessary tests should be carried out to desonserate
full compliance with the applicable provisions of the Cuideliues.
The type of tests carried out and results should be recorded and
kept on board,
shout
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5.1.2 These surveys and tests should be witnessed by officers of the
Administration, The Administration may, however, entevst the surveys and
kesting either to surveyors nominated for the purpose or ko organisstions
recognised by it. In every case the Administration concersed should Belly
guarantee the completeness and efficiency of the surveys and testing. The
Administration may entrust the ovner of the vessel to certy out annual and
Minor repair surveys according to's test progranme accepted Sy the
Aamintetration
5.1.3 Agtor any survey end testing has been conplated, no significant change
should be made to the DP-system vithout the sanction of the Admsiserstion,
except the direct replacement of oguipnent and £ittings for the purpose of
reptir or maintenance.
5.2 Hag State Verification and Acceptance Rocument (PSUAD)
5.2.1 A Flag State Verification and Acceptance Docunent (ESVAD) should be
Asoued, etter survey and testing in accordance with these Guldelises, either
by officers of the Aaninistration or by en organizction duly authorized by
At, In every case the Administration assunes full responsibility for the
Povan.
5.2.2 The FSVAD should be drava up in the official tenguage of the issuing
country and be that of the model given in the apgendix to the Guidelines.
If the Language used is neither English sor French, the text shovld include
f@ translation into one of these lenguag
5.2.3 The FSVAD is issued for an unlimited period, er for a period specities
by the Administration,
5.2.4 An FSVAD should cease to he valld if significant alterations have been
made in the DP-syaten equipment, Citeings, arcangements, ete. specifica in
the Guidelines without the sanction of the Administration, except the direct
Fepiacenent of such equipment or fittings for the purpose of repair o:
5.2.5 An FSVAD issued to a DP-vessel should cease to be valid upon tranofer
of such @ vessel to the flag of another country.
5.2.6 The privileges of the FSVAD may not be cla:
DP-vesse1 unless the FSVAD is valid.
2 An favour of any
5.2.7 Control of 9 DP-vessel holding a valid FSVAD should be carried out
according to the principles of 1.7 in the MODU Code 1989.
5.2.8 Results of the FSVAD tests should be readily available on board for
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APPENDIX
Model Form of Flag State Verification and Acceptance Docunent
FLAG STATE VERIFICATION AND ACCEPTANCE DOCUMENT
(oficial seat) (stato)
Issued under the provisions of the
UIDELINES FoR VESSELS WITH
DYNAMIC POSITIONING SYSTEMS
use/cire...)
under the authority of the Governnent of
~(Eull Gesigaation of the State)
by
"(Eutl official designation of the conpeteat person or organization
authorized by the Adninistration)
| Distinctive identification | aype | Port of | official
(tame oF mumbo) registry | INO-nunber
Date on which keel was laid or vessel was at similar stage of construction or
fon which major conversion wae commenced s+r++.-
THIS 18 70 CERTIFY that the above-mentioned vessel has been duly documented,
Surveyed, and tested in sccordauce with the Guidelines for Vestele with
Dynanic Positioning Systems (MSC/Circ.....) and found to comply with tho
Guideiines.
The vessel 1s allowed to operate in DP Equipment Clase ..
fand in lower equipment clas
‘Tis document remaing valld ustils.ceececeeeeeeeeseseeeee
unless terminated by the Administration, provided that the vessel is operated,
tested, end surveyed according to the requirements in the guidelines and the
recults are properly recorded,
Tesued at.
(Place of issue of document)
(bate ot issue) (Signature of authorised official desuing the certigicace)
(Seni or Stamp of the issuing authority, as appropriate)
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MIST OF EXEMPTIONS AND EQUIVALENTS
(sof, Stems 1.4 and 1.5 of the Guidelines)
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Poge 1s
LIST OF MANY SYSTEMS AND COMPONENTS COVERED BY FSVADE
A121 ain systems and components included in the dynamic positioning
system are to be listed ina systematic way. Ag an alternative reference
scan be made to drawings, etc. It is important that it is possible by
this List to identity ail systems and components covered by FSVAD.
Software versions should also be identified. Equipment installed after
@ate of issuing FSVAD should only be included in the list after control
fend testing has been completed and modifications and non-conformitiee
report signed.
w/1s08n/enesc/cire.64s
ore
Page 26
Record of anual eusvey reports, ond special (5 years) aucvey reports
jaReport _|Sign. of
Reterenco [appointed
Datetunber |eurveyor (72)
Sige. of
IMaster/Piattorm
Manager
* AL reports should be filed together with this FSVAD for use during later
Resting end inspections by nominated surveyors, flag State surveyors, ete
IRs if reguicea, rof, item 5.1.2
we1a0en/ene
Ship Magnetism and the Magnetic Compass: The Commonwealth and International Library of Science, Technology, Engineering and Liberal Studies: Navigation and Nautical Courses