Xing Wei Pte. Ltd.

TH ALAM MANAGEMENT

SDN BHD

2018 ANNUAL DP TRIALS

TAHA ASSALAM
DP2 OFFSHORE SUPPLY VESSEL
HULL NO: SK 108

COMMERCIAL-IN-CONFIDENCE
Report Number: XWS 01327
Distributed to
Owner / Operator: TH Alam Management Sdn Bhd
Addressee / Date: Mr. Mahyuddin Bin Masriman / 09th Nov 2018
TAHA ASSALAM ANNUAL DP TRIALS

Revision History
Rev. Author Checked Approved Details Date
0 CLA TYH LSW For vessel preparation 31st Oct 2018
1 CLA TYH LSW Primal DP Annual Trial Result 09th Nov 2018

This report (including any enclosures and attachments) has been prepared for the exclusive use and benefit of the
addressee(s) and solely for the purpose for which it is provided. Save to the extent provided for in the Company’s Terms
and Conditions or such other contract between the Company (or its affiliate) and the Client (or its affiliate) governing the
issuance of this report, the Company assumes no liability to the addressee(s) for any claims, loss or damage
whatsoever suffered by the addressee(s) as a result of any act, omission or default on the part of the Company or any
of its servants, whether due to negligence or otherwise. No part of this report shall be reproduced, distributed or
communicated to any third party without the prior written consent of the Company. The Company does not assume any
liability or owe any duty of care if this report is used for a purpose other than that for which it is intended or where it is
disclosed to or used by a third party.

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Summary

Overview: The annual DP Trials for “TAHA ASSALAM” were carried out on 31st October 2018 and
witnessed by Mr. Chung Li Ann from Xing Wei Pte Ltd. The environmental conditions varied over the course
of the trials. The information as follows:

Wind: 5 -10 knots, varies

Sea currents: 0.5 - 1.0 knots

Sea State: 1, Calm

The annual DP trials demonstrated the vessel’s ability to maintain position under normal circumstances and
following major and minor equipment failures.

Testing: During the trials, relevant shipboard equipment, propulsion units with their controls, power
generation machinery and the DP computers with the associated position/environment reference sensors
were tested to confirm compliance with the IMCA Guidelines and Recommendations and classification rules
and regulation.

Trials Findings: They are placed in three levels A, B and C; with any

‘A’ level findings – for immediate actions,

‘B’ level findings – for action when reasonable convenient

‘C’ level findings – for future attention / consideration.

There is no findings noted during the trials.

On the basis of the trials results, the vessel is considered to comply with the classification society as well as
standard industrial requirements when operated within its defined operating limits and the DP system is
configured as noted in section 2.4 of this report

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ABBREVIATIONS & DEFINITIONS

The following typical abbreviations are used in this report:

AC Alternating Current DPC Dynamic Positioning Controller

A/C Air Condition DPO Dynamic Positioning Operator
ACB Air Circuit Breaker DPU Distributed Processing Unit
AFE Active Front End ECR Engine Control Room
AG Auxiliary Generator ECC Engine Control Console
AHU Air Handling Unit EG Emergency Generator
AMS Alarm monitoring system EGNOS European Geostationary Navigation
Overlay Service
APC Acoustic Positioning Computer E/R Engine Room
APOS Acoustic Positioning Operator Station ERN Environmental regularly number
Aux Auxiliary EMC Electro Magnetic Compatibility
AVR Automatic Voltage Regulator EMI Electro Magnetic Interference
BOP Black-Out Prevention ESB Emergency Switchboard
BLS Bow Loading System ESD Emergency Shut Down
CAN Controller Area Network Ex Explosion proof
CAT Customers Acceptance Test FAT Factory Acceptance Test
CCC Cargo Control console FCV Flow Control Valve
CCR Cargo Control Room FMEA Failure Mode Effects and Criticality
Analysis
CP Controllable Pitch FO Fuel oil
CPP Controllable Pitch Propeller FP Fixed Pitch
CPU Central Processor Unit FPSO Floating Production, Storage and
Off-loading vessel
CRP Contra Rotating Propellers FSO Floating Storage and Offtake vessel
CT Current Transformer FS Field Station
DARPS Differential Absolute and Relative FW Fresh Water
Positioning System
DC Direct Current Fwd Forward
DG Diesel Generator FW HT Fresh Water High Temperature
DGPS Differential Global Positioning System FW LT Fresh Water Low Temperature
DGNPS Differential Global Navigation GLONASS Globalnaja Navigatsionnaja
Positioning System Sputnikovaja Sisteme (Russian
Global Navigation Satellite System)
DGU Generator Protection Unit GNSS Global Navigation Satellite System
DNV Det Norske Veritas GPS Global Positioning System
DP Dynamic Positioning GPU Generator Protection Unit
DPS Differential Positioning Sensor GS Group Starter
DO Diesel Oil HAIN Hydroacoustic Aided Inertial
Navigation
DOL Direct On Line HC Heavy Consumer

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HFO Heavy Fuel Oil OLS Offshore Loading System

HiPAP High Precision Acoustic Positioning OS Operator Station
HO Hydraulic Oil PASD Position Automatic Shut Down
HRP Hydro Acoustic Reference PMS Power Management System
HT High Temperature PPU Paralleling and Protection Unit
HV High Voltage PRS Position Reference System
HVAC Heated Ventilation and Air Conditioning PROM Programmable Read Only Memory
IAS Integrated Automation System PS Port Side
IALA International Association of Lighthouse QCV Quick Closing Valve
Authorities
ICMS Integrated Control and Monitoring RAM Random Access Memory
System
IGBT Insulated Gate Bipolar Transistor RBUS Remote serial data BUS
IMCA International Marine Contractors RCS Remote Control System
Association
IMO International Maritime Organisation RCU Remote Controller Unit
IMU Inertial Measurement Unit RFI Radio Frequency Interference
INS Inertial Navigation System RIO Remote Input Output Unit
I/O Input / Output RMS Root Means Square
kW Kilo Watt ROM Read Only Memory
kVA Kilovolt-ampere ROS Remote Operator Station
kVAr Kilovolt-amperes reactive ROV Remotely Operated Vehicle
LAN Local Area Network RPM Revolution Per Minute
LO Lubrication Oil RSER Remote Serial I/O module
LT Low Temperature S seconds
LV Low Voltage SB Starboard
MCB Mini Circuit Breaker SBAS Satellite-based augmentation system
MCC Motor Control Centre SCR Selective Catalytic Reduction
MCCB Moulded Case Circuit Breaker SCR Silicone Controlled Rectifier
ME Main Engine SDP Simrad DP System
MMI Man-Machine Interface SFI SFI Group system
MMS Manoeuvre Mode Switch SG (x) Shaft Generator (No.)
MP Main Propulsion SMS Switchboard Management System
MRU Motion Reference Unit SVC Simrad Vessel Control System
MSB Main Switchboard SSBL Super Short Base Line
MSAS Multi-functional Satellite Augmentation SW Sea water
System
MV Medium Voltage TC Thruster Control
NC Normally Closed TCV Temperature Control Valve
NMEA National Marine Electronics TDMA Time Division Multiple Access
Association
NO Normally Open THD Total Harmonic Distortion

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Trafo / Tx. Transformer VRU Vertical Reference Unit

UPS Uninterruptible Power Supply VSD Variable Speed Drive
UVT Under Voltage Trip WAAS Wide Area Augmentation System
VFD Variable Frequency Drive WCSF Worst Case Single Failure
VOC Volatile Organic Compounds WCF Worst Case Failure
VRS Vertical Reference Sensor W/H Wheelhouse

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Table of Contents
Introduction...................................................................................................................................................8
1.1 Instructions ............................................................................................................................................... 8
1.2 Scope of Work .......................................................................................................................................... 8
1.3 Key Personnel in Attendance at the Trials ................................................................................................ 8
1.4 Order of Trials .......................................................................................................................................... 9
1.5 Requirements During Testing ................................................................................................................. 10
Vessel Particulars ...................................................................................................................................... 12
2.1 General ................................................................................................................................................... 12
2.2 Worst Case Failure Design Intent (WCFDI) ........................................................................................... 12
2.3 Vessel Overview ..................................................................................................................................... 12
2.4 Machinery Configuration for Trials ........................................................................................................ 20
Conclusions ............................................................................................................................................... 21
3.1 Trials Conclusions .................................................................................................................................. 21
3.2 Documentations ...................................................................................................................................... 21
3.3 Machinery Maintenance ......................................................................................................................... 21
3.4 DP System Maintenance ......................................................................................................................... 21
3.5 Incidents ................................................................................................................................................. 21
3.6 Power Generation ................................................................................................................................... 22
3.7 Power Distribution.................................................................................................................................. 22
3.8 Power Management ................................................................................................................................ 22
3.9 DP Control .............................................................................................................................................. 22
Findings ..................................................................................................................................................... 23
4.1 Findings from Trials ............................................................................................................................... 23
4.2 A - Findings ............................................................................................................................................ 23
4.3 B - Findings ............................................................................................................................................ 23
4.4 C – Findings ........................................................................................................................................... 23
4.5 Items Open from Previous Annual Trial ................................................................................................. 23
Appendix A ....................................................................................................................................................... 24
I. Thrusters ................................................................................................................................................. 25
II. Engines ................................................................................................................................................... 25
III. Switchboard ............................................................................................................................................ 26
IV. DP Sensors .............................................................................................................................................. 27
V. DP and Other Vessel Control Systems .................................................................................................... 27
VI. Hardware Modifications ......................................................................................................................... 27
VII. Capability and Footprint Plots ................................................................................................................ 28
VIII. Incidents ................................................................................................................................................. 28
IX. Key DP Personnel ................................................................................................................................... 28
X. FMEA and Trials .................................................................................................................................... 29
XI. Other Documentation ............................................................................................................................. 29
Appendix B ...................................................................................................................................................... 31
Appendix C ...................................................................................................................................................... 97

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Introduction

1.1 Instructions

Xing Wei Pte. Ltd, was requested to witness the 2018 Annual DP Trials on TAHA ASSALAM, at the field off
Labuan Terminal Jetty. The request was made by Mr. Mahyuddin Bin Marisan from TH Alam Management
Sdn Bhd.

The tests are intended to investigate hardware redundancy, DP capability, software control and dynamic
response after failures.

The trials were witnessed by Mr. Chung Li Ann from Xing Wei Pte Ltd and class surveyor Mr. David Wong
from BV.

1.2 Scope of Work

The annual trial program has been developed from the FMEA of the vessel’s DP system and all related
equipment. The trials are intended to show that the vessel meets the following requirements

 BV – Part E Chapter 6 Section 10 Dynamic Positioning (DYNAPOS)

 IMCA M103 – Guidelines for the design and operation of dynamically positioned vessel
 IMO 113 – Guidelines for vessels with dynamic positioning systems 1994 (MSC 645)
 IMCA M212 – Example of an Annual DP Trials Report
 IMCA M190 – Developing and Conducting Annual DP Trials Programmes for DP Vessel

IMO MSC Circ. 645 states that “The annual survey should ensure that the DP system has been maintained
in accordance with the 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 document the ability of the DP vessel
to keep position after single failures associated with the assigned equipment class”

1.3 Key Personnel in Attendance at the Trials

The following personnel attended the verification trials

Name Position Representing

Mohd Zamray Bin Zakaria Master TH Alam

Mohd Khairul Bin Mohd Radzi Chief Officer TH Alam

Mohd Fadzly Bin Nurdin 2nd Officer TH Alam

Rahmat Bin MD Yusof Chief Engineer TH Alam

Mohd Mustakim Bin Madla 2nd Engineer TH Alam

Mahyuddin Bin Marisan Superintendent TH Alam

David Wong Class Surveyor BV

Chung Li Ann DP Auditor XW Pte. Ltd.

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1.4 Order of Trials

Mr. Chung Li Ann representing Xing Wei Marine, witness the 2018 annual DP trials, which are shown in the
appendix B and noted the relevant results, alarms and printouts of various tests and disconnections as
required.

Trials commenced from 14:00 hrs on 31st Oct 2018 to 20:00 hrs on 31st Oct 2018.

The trials were carried out at off Labuan Terminal Jetty. The water depth at the area was around 20 - 25 m.

The weather varied throughout the trial with wind speed of approx. 5 - 10 knots. Sea conditions calm
accordingly to the tides but were generally state 1 and there was a variable surface current of 0.5 - 1.0
knots.

During the trials, all important DP equipment was available to be tested.

Trial Location and Environmental Conditions

Trial Location Labuan Terminal Jetty

Trial Dates 31st Oct 2018

Water Depth Approx 20 - 25 m

Wind Speed
Approx 5 - 10 knots
Wind Direction
Varies
Sea State 1, Calm
Environmental Force 0.5 - 1.0 knots

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1.5 Requirements During Testing

The client will appoint a trial coordinator to schedule the necessary resources and organize the conduct of
the trials program. This person must not be Xing Wei Marine Surveyor.

The trial coordinator (not Xing Wei Marine Surveyor) will satisfy themselves by whatever means necessary
that a test can be conducted safely and any test that cannot be conducted safely will be cancelled. A
suitable and sufficient risk assessment should also be carried out by the vessel’s staff for any tests where
there is a risk of equipment damage even if that test can be conducted safely. An unsatisfactory outcome
will be assumed for any test cancelled on the grounds of safety or equipment damage until proven
otherwise.

The tests will not only prove hardware redundancy and DP capability after failures but also that the
operators have the necessary training and experience to use the system and deal successfully with such
failures.

Master's Authority

The Master is ultimately responsible for the safety of the vessel and all personnel on board. All tests are to
be coordinated by the Captain with full regards to safety navigation of the vessel and the Master's authority
shall be respected at all times.

Trial Condition
Unless otherwise stated all tests will be carried out on full DP in realistic environmental conditions or with
some varying loads on the system induced by the movements of the vessel.

Communication
Tests will proceed only when all those involved have been informed and (where necessary) suitable
communications have been set up, e.g. DP console to thruster room.

Equipment Status
During the trials, all relevant shipboard equipment is required to be fully operational. In particular, all
propulsion units and their controls, both manual and automatic, all power generation equipment, all
computer systems and all position reference systems must be fully functional, including their alarms,
standby units, battery backups, shutdowns, trips, etc.

Crew Responsibilities
During the trials, the vessel’s staff will assist as required in recording alarms and failures locally. Locally
means not only at the DP console but also at the engine control room (ECR), the thruster rooms, etc.

Reinstatement of Equipment
Following failure tests, the system must not be reinstated until the DP operators, ECR staff and witnesses
are satisfied that they understand the full effects of the failure and all information or indicators that show
what has occurred have been noted.

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When reinstating systems after failure simulations, it must be ensured that all equipment has been configured
correctly, breakers reset, power supplies re-established and cables re-connected. Only when everyone is
satisfied that the system has been reset and has stabilized will the trials continue.

Anomalous Results
If there are any doubts about a test, it will be repeated. If test results are unexpected, then the test will also be
repeated. It should be noted that seemingly small or spurious faults in DP control systems may be the first
manifestations of a more serious problem.

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Vessel Particulars

2.1 General

The TAHA ASSALAM is a DP2 Anchor Handling Tug Supply (ATHS) vessel built by Fujian Mawei
Shipbuilding Ltd., China and delivered in 2010. Vessel is classified under BV Classification Society Rules
for the construction of the vessel. (DP Class 2)

Key particulars of the vessel are as follows:

Table 2-1: Ship Particulars
Length Overall 70.70m IMO Number 9565845
Breadth 16.00m Classification BV
Design Draft 6.00m Place Built Fujian Mawei Shipbuilding Ltd.
Gross Tonnage 2534mt Year Built 2010
Net Tonnage 760mt Port of Registry Port Kelang
Call Sign 9MLK4 Owner TH Alam Management Sdn Bhd

2.2 Worst Case Failure Design Intent (WCFDI)

The designed worst case failure is failure of the

I. Port main engine will result in loss of bow tunnel thruster and Port CPP. Vessel maintains position
with remaining thrusters

or

II. Stbd main engine will result in loss of stern tunnel thruster and Stbd CPP. Vessel maintains position
with remaining thrusters.

2.3 Vessel Overview

The ship has a Converteam ADP21 Duplex Dynamic Position control system and an Independent Joystick.
She is equipped with two main propulsion diesel engines, two auxiliary engines and the Cummins Azimuth
thruster engine. BT motor power supply is derived from 440Vac Bus Bar AA while ST motor power supply is
derived from 440Vac Bus Bar BB.

The vessel’s thruster systems consist of two main propellers in Kort Nozzles with Rolls Royce hi-lift rudders,
one bow tunnel thruster and one stern tunnel thruster and a direct driven azimuth thruster behind the bow
thruster. The details are written in below section. The layout of the thrusters and generators can be referred
at the Figure 2-1.

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Bow Tunnel Thruster

Bow Azimuth Thruster

DG No.1

DG No.2

EG
440Vac interlock 440Vac interlock
Bus Bar A Bus Bar B 440Vac ESB

220Vac interlock 220Vac interlock

Bus Bar A Bus Bar B 220Vac ESB

440Vac Bus Bar AA 440Vac Bus Bar BB

Shaft Gen No.2
Shaft Gen No.1

Main Engine
(Stbd)
Main Engine
(Port)

Stern Tunnel Thruster

PORT CPP STBD CPP

PORT Rudder STBD Rudder

Figure 2-1: Overview of Power System

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a) Machinery Details

Main Engines 2 x Rolls Royce – Berger type B32:40L8P, 4000kW

Shaft Generators 2 x 1730kW driven by ME

Diesel Engine 2 x Caterpillar 3412, 590kW

Emergency Generator 1 x Caterpillar 3304 DIT, 99kW

Bow tunnel thruster 1 x CPP Rolls Royce TT1650 DPN electric motor driven,
735kW

Stern tunnel thruster 1 x CPP Rolls Royce TT1650 DPN electric motor driven,
735kW

Propulsion Thrusters 2 x CPP Kamewa Ulstein 86XFS/4T with Tenfjord SR722FCP

Bow Azimuth Thruster 1 x FPP Rolls-Royce “Aquamaster” with Cummnis KTA38M1

1000 BHP

b) Dynamic Positioning

Equipment Make / Model

DP Control System Converteam ADP21 Control System

IJS Control System Converteam Portable Joystick System

DP Workstation 1 Converteam

DP Workstation 2 Converteam

DP UPS 1 & 2 Converteam

DP Printer 1 OKI Microline 260

Sensors / Position Reference System Make / Model

Gyro 1, 2, 3 Anschutz Standard 22

MRU 1, 2 TSS DMS RP30

Wind 1, 2, 3 Radio Holland

DGPS 1 Veripos LD6 integrated mobile unit

DGPS 2 Veripos LD6 integrated mobile unit

Cyscan Cyscan MK2

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c) Power Generation

1730KW 1730KW
SG1 SG2

N/O
440Vac Bus-Bar 'AA' 440Vac Bus-Bar 'BB'
SSBT
BT11 ACB-5
interlock

BT
SDBT1 SDBT2
N/O N/O
735KW
ACB-4 ST12
interlock

590KW 590KW 99KW

DG1 ST DG2 EG

735KW
DGB1 DGB1

440Vac Bus-Bar 'A' DDBT 440Vac Bus-Bar 'B' 440Vac ESB

N/O

TR1 TR2 ETF

75KVA 75KVA 30KVA

Interlock

220Vac Bus-Bar 'A' 220Vac Bus-Bar 'B' 220Vac ESB

N/O
N/C N/C N/C

24Vdc IDB 1 IDB 3 IDB 2 No.1 UPS No.2 UPS 24Vdc

No.1 Battery No.2 Battery
Charger Charger

Figure 2-2: Overview of Power System

Two 1730kW Shaft generator sets supply 440Vac Bus Bar AA and 440Vac Bus Bar BB. Port shaft generator
supplies 440Vac Bus Bar AA and Stbd shaft generator supplies 440Vac Bus Bar BB. The two sections of bus
bar are divided by bus tie breaker "SSBT”. Auxiliary generator 1 supplies 440Vac Bus Bar A and Auxiliary
generator 2 supplies 440Vac Bus Bar B. The two sections are separated by bus tie breaker “DDBT”. Bow
Thruster is powered from shaft generator no.1 and Stern Thruster is powered from shaft generator No.2.

The vessel has a crash synchronizing which is arrange by a Siemens S7-200CN PLC. This PLC is located in
the main switch board and is capable of synchronizing bus frequencies by controlling the engines governors.
The crash synchronizing should only be used to transfer of power supply. It should be prevented to use crash
synchronizing using manoeuvring or DP operations. During the DP operation, the circuit breaker between
220Vac Bus Bar A and 220Vac Bus Bar B, bus tie breaker SSBT, SDBT1, SDBT2 and DDBT are all normally
OPEN.

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Normally Close - N/C

Normally Open - N/O DC1
Stern Thruster Control Unit (Backup)
Bow Thruster Control Unit (Backup)
220Vac Battery Charger 1 No.1 CPP Electronic Control Unit (Backup)
Bus Bar A
Battery No.1
DC3
24Vdc No.2 CPP Electronic Control Unit (Backup)
Bus Bar E Azimuth Thruster Control Unit (Backup)
PA Central Unit
DC5
General Alarm Panel
Main Switch Board

N/O
DC2
24Vdc CPP Panel PC Unit ECR
Bus Bar F

220Vac Battery Charger 2 DC4

ESB Alarm Monitor Cabinet in ECR
Battery No.2

Figure 2-3: Overview of 24Vdc Power System

The above figure shows the layout of the 24Vdc system

The main 24Vdc systems consist of two independent switchboard with the following:
 24Vdc Bus Bar E
 24Vdc Bus Bar F

During the DP operation, the circuit breaker between 24Vdc Bus Bar E and 24Vdc Bus Bar F is normally
OPEN. Both 24Vdc switchboard panel are arranged with a battery charger, a battery and a common alarm
respectively.

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d) Power Distribution
Essential power supplies can be found in the below table:

Thrusters and Engine Control Power Supplies

S/No. Equipment Primary Power Supply Secondary Power Supply
1 BT Hydraulic Pump 440Vac Bus Bar AA -
2 ST Hydraulic Pump 440Vac Bus Bar BB -
3 Azimuth Thruster Hydr Pump 440Vac Bus Bar A 440Vac Bus Bar B
4 Bow Thruster Electronic Control Unit 220Vac Bus Bar A 24Vdc Bus Bar E DC1
5 Stern Thruster Electronic Control 220Vac Bus Bar B 24Vdc Bus Bar E DC1
Unit
6 Azimuth Thruster Electronic Control 220Vac Bus Bar B 24Vdc Bus Bar F DC2
Unit
7 No.1 CPP Electronic Control Unit 220Vac Bus Bar A 24Vdc Bus Bar E DC1
8 No.2 CPP Electronic Control Unit 220Vac Bus Bar B 24Vdc Bus Bar F DC2
9 PA Central Unit Wheelhouse 220Vac ESB – EL4 -
10 No.1 M/E FO Feed Pump 440Vac Bus Bar A -
11 No.2 M/E FO Feed Pump 440Vac Bus Bar B -
12 M/E LO Priming/Stby Pump No.1 440Vac Bus Bar A -
13 M/E LO Priming/Stby Pump No.2 440Vac Bus Bar B -
14 M/E SW Pump No.1 440Vac Bus Bar A -
15 M/E SW Pump No.2 440Vac Bus Bar B -
16 M/E SW Stby Pump 440Vac Bus Bar A -
17 M/E SWC STBY Pump 440Vac Bus Bar A -
18 No.1 M/E FW Stby Pump (LT) 440Vac Bus Bar A -
19 No.2 M/E FW Stby Pump (LT) 440Vac Bus Bar B -
20 No.1 M/E Gear Box LO Stby Pump 440Vac Bus Bar A -
21 No.2 M/E Gear Box LO Stby Pump 440Vac Bus Bar B -
22 FO Transfer Pump 440Vac Bus Bar A -
23 FO Purifier 440Vac Bus Bar A -
24 No.1 LO Purifier 440Vac Bus Bar A -
25 No.2 LO Purifier 440Vac Bus Bar B -
26 SW Pressure Pump 440Vac Bus Bar B -
27 SW Cooling Pump No.1 440Vac Bus Bar A -
28 No.1 FW LT Cool Water Pump 440Vac Bus Bar A -
30 No.2 FW LT Cool Water Pump 440Vac Bus Bar B -
31 M/E FW Stby Pump (LT) 440Vac Bus Bar A -
32 FW Pressure Pump 440Vac Bus Bar A -
33 FW-SW Pressure Stby Pump 440Vac Bus Bar A -
34 Air Compressor No.1 440Vac Bus Bar B -
35 Air Compressor No.2 440Vac Bus Bar A -

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DP Power Supplies
S/No. Equipment Primary Power Supply Secondary Power Supply
1 DP UPS 1 220Vac ESB EL4 -
2 DP UPS 2 220Vac ESB EL4 -
3 Controller Cabinet 01 DP UPS 1 DP UPS 2
4 Controller Cabinet 02 DP UPS 1 DP UPS 2
5 Workstation 01 DP UPS 1 -
6 Workstation 02 DP UPS 2 -
7 Cyscan DP UPS 1 -
8 DP Printer DP UPS 1 -
9 Docking Station 01 (FW) DP UPS 1 -
10 Docking Station 02 (PS Aft) DP UPS 2 -
11 Docking Station 03 (SB Aft) DP UPS 2 -
12 Cyscan Laptop DP UPS 2 -
13 DGNSS 1 DP UPS 1
14 DGNSS 2 DP UPS 2
15 No.1 Gyro 220Vac Bus Bar A L5 24Vdc DC2
16 No.2 Gyro 220Vac Bus Bar B L8 24Vdc DC1
17 No.3 Gyro 220Vac Bus Bar B L8 24Vdc DC1
18 IJS 220Vac ESB EL4 -

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UPS Power Supplies DP Loads

S/No. UPS 1 UPS 2

1 Controller Cabinet 01 Workstation 02

2 Controller Cabinet 02 Docking Station 02 (PS Aft)
3 Workstation 01 Docking Station 03 (SB Aft)
4 Cyscan Cyscan Laptop
5 DP Printer DGNSS 2
6 Docking Station 01 (FW)
7 DGNSS 1
8

Ventilation and Air-con Power Supplies

S/No. Equipment Primary Power Supply Secondary Power Supply
1 Engine Room Supply Fan No.1 440Vac Bus Bar A -
2 Engine Room Supply Fan No.2 440Vac Bus Bar B -
3 Emergency Generator Room Fan 440Vac ESB -
4 Wheelhouse Air Cond. Unit 440Vac Bus Bar B -
5 ECR Package Air Cond. Unit 440Vac Bus Bar A -
6 Supply Fan Steering Gear Room 440Vac Bus Bar B -
7 No.1 E/R Exhaust Fan 440Vac Bus Bar A -
8 No.2 E/R Exhaust Fan 440Vac Bus Bar B -

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2.4 Machinery Configuration for Trials

The vessel will be configured as below for DP2 operations / FMEA Trials / Annual DP Trials:

System Configuration

Fuel Oil System  FO Isolation valve for main engines – Closed

 FO Isolation valve for diesel generators – Closed
Lube Oil Systen  No.1 and No.2 M/E LO Priming/Stby Pump – Standby (Auto start)
 No.1 and No.2 M/E Gear Box LO Stby Pump – Standby (Auto
start)
Fresh Water Cooling System  No.1 and No.2 FW LT Cool Water Pump – Online
 No.1 and No.2 FW LT Stby Pump – Standby (Auto start)
Sea Water Cooling System  No.1 and No.2 SW Cooling pump – Online
 No.3 SW Cooling pump – Standby (Manual start)
Diesel Generator  No.1 Diesel Generator is supplying power to 440Vac Bus Bar A
 No.2 Diesel Generator is supplying power to 440Vac Bus Bar B
Shaft Generator  Shaft Generators No.1 is powered by Port Main Engine
 Shaft Generators No.2 is powered by Stbd Main Engine
 Shaft Generator No.1 and No.2 – Online
440Vac System  Bus tie between 440Vac Bus Bar AA and 440Vac Bus Bar BB –
OPEN
 Bus tie between 440Vac Bus Bar A and 440Vac Bus Bar B – OPEN
 440Vac ESB to be supplied from 440Vac Bus Bar B
220Vac System  220Vac Bus Bar A to be supplied from TR1 and 220Vac Bus Bar B
to be supplied from TR2
 Bus tie between 220Vac Bus Bar A and 220Vac Bus Bar B – OPEN
 220Vac Distribution board A (IDB-A) power supply from 220Vac Bus
Bar A or 220Vac ESB
 220Vac Distribution board B (IDB-B) power supply from 220Vac Bus
Bar B or 220Vac ESB
 220Vac Distribution board B (L8) power supply from 220Vac Bua
Bar B or 220Vac ESB
 Auto changeover for IDB-A, IDB-B and L8 to be enabled
 220Vac Distribution board EL4 power supply from 220Vac ESB
24Vdc System  Bus Tie between 24Vdc Bus Bar E and 24Vdc Bus Bar F – OPEN
Azimuth Thruster  Azimuth Thruster hydraulic pump primary power supply from
440Vac Bus Bar A
 Azimuth Thruster hydraulic pump secondary power supply from
440Vac Bus Bar B
Tunnel Thruster  BT is powered from Shaft Generator 1
 ST is powered from Shaft Generator 2

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Conclusions

3.1 Trials Conclusions

The Annual DP trials for the DP system were carried out on TAHA ASSALAM on 31st Oct 2018.
The vessel was subjected to a full set of tests in accordance with the vessel’s annual trials checklist.

The trials mainly demonstrated the vessel’s compliance with current DP rules and guidelines, ie.:

 BV – Part E Chapter 6 Section 10 Dynamic Positioning (DYNAPOS)

 IMCA M103 – Guidelines for the design and operation of dynamically positioned vessel
 IMO 113 – Guidelines for vessels with dynamic positioning systems 1994 (MSC 645)
 IMCA M212 – Example of an Annual DP Trials Report
 IMCA M190 – Developing and Conducting Annual DP Trials Programmes for DP Vessel

On the basis of the trials results, the vessel is considered fit to carry out DP operations equivalent to IMO DP
Equipment Class 2 within its defined limits when the DP system is configured as tested during the trials as
noted in section 2.4 of this report once the category A finding(s) described in section 4 of this report are
satisfactorily closed out.

3.2 Documentations

The annual trial checklist normally begins with a review of documentation related to the maintenance history
of the vessel. This provides evidence that all DP systems are adequately maintained. It also demonstrates
that the vessel is maintained by competent staff, backed up by shore-based management experienced in the
operation of DP vessels.

3.3 Machinery Maintenance

Onboard the vessel, the machinery maintenance records can be found in the maintenance records and the
DP related equipment is also included in the PMS. This will ensure that DP related equipment are maintained
and kept in good working conditions.

3.4 DP System Maintenance

As demonstrated in the Annual DP trial, the DP system is functioning well. All sensors such as positioning
reference sensor and other important sensors for DP is well maintained and functioning well during trial.

3.5 Incidents

There is no reportable incident since vessel was delivered in 2010.

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3.6 Power Generation

Each generator was demonstrated as being able to deliver full power to the thrusters.

3.7 Power Distribution

The tests successfully demonstrated the power distribution redundancy for DP Class 2.

3.8 Power Management

The available functions of Power Management System, load sharing, preferential trip and black out
prevention. Power Management System will monitor the changes of the online load and take appropriate
action to ensure that the generation matches with load demand.

3.9 DP Control

Results of the DP control system were satisfactory. DP Joystick was also tested and results were also
satisfactory.

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Findings

4.1 Findings from Trials

Findings are grouped under three headings

 A - For immediate attention
 B - For action when reasonably convenient
 C - For future attention/considerations

Findings from previous annual trials which have not been closed out at the conclusion of these trials are to be
included with the original date of the Findings.

4.2 A - Findings

There is no ‘A’ level finding from this trial.

4.3 B - Findings

There is no ‘B’ level finding from this trial.

4.4 C – Findings

There is no ‘C’ level finding from this trial.

4.5 Items Open from Previous Annual Trial

There is no open finding from previous trial.

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Appendix A

STATUS REPORT

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I. Thrusters

Bow Port Main Stbd Main

ITEM BT ST
Azimuth Propulsion Propulsion

MAINTENANCE RECORDS CHECKED Available in Available in Available in Available in Available in

PMS PMS PMS PMS PMS
OUTSTANDING MAINTENANCE No No No No No

LAST OIL ANALYSIS (DATE) 18th Sep 18th Sep 18th Sep 18th Sep 18th Sep
2018 2018 2018 2018 2018
LAST OIL ANALYSIS Normal Normal Normal Normal Normal

RUNNING HOURS:
3848 hrs 3552 hrs 7052 hrs 17191 hrs 17217 hrs
AT PRESENT

Last Major Overhaul - - - - -

Remarks: Satisfactory

II. Engines

Bow Azimuth
Equipment Port Main Engine Stbd Main Engine
Thruster Engine

MAINTENANCE RECORDS CHECKED Available in PMS Available in PMS Available in PMS

OUTSTANDING MAINTENANCE No No No

LAST OIL ANALYSIS (DATE) 18th Sep 2018 18th Sep 2018 18th Sep 2018

LAST OIL ANALYSIS Normal Normal Normal

RUNNING HOURS:
17191 hrs 17217 hrs 7052 hrs
AT PRESENT

Last Major Overhaul - - -

Remarks: Satisfactory

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Equipment No.1 DG No.2 DG

MAINTENANCE RECORDS CHECKED Available in PMS Available in PMS

OUTSTANDING MAINTENANCE No No

LAST OIL ANALYSIS (DATE) 18th Sep 2018 18th Sep 2018

LAST OIL ANALYSIS Normal Normal

RUNNING HOURS:
12819 hrs 11582 hrs
AT PRESENT

Remarks: Satisfactory

III. Switchboard

MAINTENANCE CHECKED
Nil

CONTRACTOR NAME
-

DATE
-

REPORT NO:
-

ANY MODIFICATIONS SINCE LAST TRIAL

-

Remarks:-

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IV. DP Sensors

Sensor Records Checked Remarks

DGNSS 1 Record available in PMS Satisfactory performance during trial

DGNSS 2 Record available in PMS Satisfactory performance during trial
Cyscan Record available in PMS Satisfactory performance during trial
VRU 1 Record available in PMS Satisfactory performance during trial
VRU 2 Record available in PMS Satisfactory performance during trial
GYRO 1 Record available in PMS Satisfactory performance during trial
GYRO 2 Record available in PMS Satisfactory performance during trial
GYRO 3 Record available in PMS Satisfactory performance during trial
Wind Sensor 1 Record available in PMS Satisfactory performance during trial
Wind Sensor 2 Record available in PMS Satisfactory performance during trial
Wind Sensor 3 Record available in PMS Satisfactory performance during trial
Other- DP Comm. - -
Network
Remarks: Satisfactory

V. DP and Other Vessel Control Systems

MAINTENANCE CHECKED Yes

LAST SOFTWARE REVISION: DP Software: Version 4.35.

DPS Base System: Version 2.4.14
DP SYSTEM

Remarks: Satisfactory

VI. Hardware Modifications

HAVE THERE BEEN ANY MODIFICATIONS TO DP SYSTEM SINCE LAST

No modification carry out
ANNUAL TRIAL

HAVE MODIFICATIONS BEEN TESTED N/A

HAVE TRIALS PROCEDURES BEEN UPDATED N/A

Remarks: -

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VII. Capability and Footprint Plots

ARE THE CORRECT CAPABILITY PLOTS ONBOARD?

Yes
PLOTS SHOULD INCLUDE INTACT STATE AND POST WORST CASE
FAILURE STATE AS A MINIMUM

ARE THERE VERIFYING FOOTPRINTS ONBOARD? Yes

Remarks: Satisfactory

VIII. Incidents

HAVE ANY INCIDENTS BEEN RECORDED? INCIDENTS MAY BE RECORDED

USING IMCA REPORTING FORMAT OR THE COMPANY’S OWN REPORTING No incident since delivery
FORMAT

IF YES – NUMBER OF INCIDENTS AND DATE OF OCCURRENCE N/A

IS THERE A DOCUMENTED SATISFACTORY EXPLANATION? GIVE BRIEF N/A

DETAILS AS APPROPRIATE

Remarks: Satisfactory

IX. Key DP Personnel

‘Training’ should include DPO certificates, relevant courses attended such as DP system maintenance, high
voltage training, integrated control system training, etc. Experience should include total DP operations
experience and time on the subject vessel.

In addition, every DP operator will have a published DP operator logbook. These are to be held by all
personnel on board who have a responsibility for DP equipment and systems.

Name Position Certificate No Experience

Mohd Zamray Zakaria Master 30787 1 year and 7 months since full fledge DPO

Mohamad Fadzly Bin Nurdin 2nd Officer 31352 1 year and 3 months since full fledge DPO

8 months since attended DP Technical &

Ahmad Faiz Bin Jamil ETO GMTC/E/03-03/2018
Maintenance course

Remarks: Satisfactory

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X. FMEA and Trials

FMEA – LAST REVISION AND DATE FMEA created by London Offshore

Consultant Ltd.
Doc No:
DP0379/LOCS/DC/RPT/001rev.1

Date: 10th Aug 2015

HAVE ALL FINDINGS BEEN CLOSED OUT? Yes

ANY FINDINGS ARISING FROM THE FMEA WHICH ARE NOT DOCUMENTED AS No
BEING CLOSED OUT SHOULD BE IN THE REMARKS COLUMN

ARE THE DP OPERATORS FAMILIAR WITH THE FMEA? Yes

LAST ANNUAL DP TRIALS (DATE) 2017 Annual DP Trial carried out by

Dynamic Positioning Tech Sdn Bhd
Doc No: AT-19-17-0000
Date: 25th Jul 2017

HAVE ALL FINDINGS BEEN CLOSED OUT? Yes

HAVE ANY OPEN FINDINGS BEEN INCLUDED IN THE RELEVANT SECTION OF THIS No
REPORT?

Remarks: Satisfactory

XI. Other Documentation

Document Remarks

Is there a vessel specific DP Operation Manual as described in IMCA Yes. DP Operation Manual available
M103 section 1.5? onboard, (Not approved by class)

Vessel Specific DP Operation Manual, not Manufacturer’s DP Manual Doc No: 003
Date: 21st Aug 2015, Rev: 3

Are DP Setup procedures clearly defined in the ECR and all key Yes
personnel understand the DP Setup.

Is the DP logbook kept up to date? Yes

Do the key DP personnel have access to appropriate IMCA guidance Yes, softcopy available in the
documents either via internet or hardcopy? computer

Are records available for vendor’s visit for repair or service of DP system Yes
components?

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Document Remarks

Vessel’s Class Notation and Copy of Certificate Yes

Power System discrimination and selectivity study, protective device No

calibration/testing documentation and bus-tie philosophy

Results of Capability Proving Tests Yes

Results of Tests that show generators and thrusters can produce full Yes
thrust upon worst case failure

Philosophy for carrying out critical DP operations Yes

To include methodology, risk assessments and contingency planning

Service Reports concerning the DP systems Yes

Last 3 years

Details of any acoustic noise tests conducted on the vessel N/A

Audit Results of Vessel and DP inspection 2017 Annual DP Trial carried out by
Dynamic Positioning Tech Sdn Bhd
Last 3 years
Doc No: AT-19-17-0000
Date: 25th Jul 2017
Details of spare capacity and interface for additional position reference No
sensors

Details of Logging / Data Capture Capability No

Examples of ASOG/ FSOG / WSOG that vessel has used in the past Yes

Maintenance Schedule covering operational period of equipment such as Yes

diesels generators, auxiliaries and thrusters

DP/ECR Manning and Operator Shift pattern Yes

Clear description of roles and responsibilities and task to be carried out by

DP operators

DP related drills conducted onboard the vessel Yes

Drills conducted should be documented and auditable

Examples of lesson learned workshop or toolbox talks pertaining to DP Yes

operations
Alternative means maybe used to disseminate information and provide
on-going training

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Appendix B

DP TRIALS CHECKLIST

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DP Annual Trial Test

Vessel: TAHA ASSALAM Date: 31st Oct 2018

Test results Remarks

Test No. Test Description Not
Accepted
Accepted
1. Software Audit √
2. Gyrocompass Failure Test √
3. Wind Sensors Failure Test √
4. VRS Failures Test √
5. DGNSS 1 Failure Test √
6. DGNSS 2 Failure Test √
7. Cyscan Failure test √
8. Position Dropout Alarm and Mathematical Model √
Tests
9. DP Performance (Movement and Rotation) √
10. Position and Heading Limit Alarm √
11. Failures of DP Network Test √
12. IJS Performance test √
13. Simulate Consequences Alarm Test √
14. Failure of DP UPS 1 and Battery Endurance Test √
15. Failure of DP UPS 2 and Battery Endurance Test √
16. Failures of DP Controller √
17. Failure of DP Operator Station √
18. Main Engine Full Power Test √
19. Thruster Full Power Tests √
20. Failure of 24Vdc System √
21. Failure of 220Vac Bus Bar A √
22. Failure of 220Vac Bus Bar B √
23. 220Vac / 440Vac Emergency Switchboard Failure √
24. Failure of 440Vac Bus Bar A √
25. Failure of 440Vac Bus Bar B √
26. Simulate Main Engine Failure (WCFDI) Not Carried Out
27. Failure of Power Management System Not Carried Out
28. Tunnel Thruster Aux. System Failure Not Carried Out
29. Tunnel Thruster Control System Failure Not Carried Out
30. Azimuth Thruster Control System Failure Not Carried Out
31. Main Propulsion & Rudder Control System Failure Not Carried Out
32. Thrusters Control System Failure √
33. Main Engine Control System Failure √
34. Thrusters Emergency Stop Not Carried Out

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The list below shows the test objectives with the number that is to be carried out during the FMEA Proving Trials.

Test No: 1 Software Audit .................................................................................................... 35

Test No: 2 Gyrocompass Failures Test ............................................................................... 36
Test No: 3 Wind Sensors Failures Test ............................................................................... 38
Test No: 4 VRS Failures Test ............................................................................................... 39
Test No: 5 Failures of DGNSS 1........................................................................................... 40
Test No: 6 Failures of DGNSS 2........................................................................................... 41
Test No: 7 Cyscan Failure Test ............................................................................................ 42
Test No: 8 Position Dropout Alarm and Mathematical Model Tests .................................. 43
Test No: 9 DP Performance (Movement and Rotation) ...................................................... 44
Test No: 10 Position and Heading Limit Alarm ................................................................... 47
Test No: 11 Failures of DP Network Test ............................................................................. 48
Test No: 12 IJS Performance test ........................................................................................ 50
Test No: 13 Simulate Consequences Alarm Test ............................................................... 51
Test No: 14 Failure of DP UPS 1 and Battery Endurance Test........................................... 52
Test No: 15 Failure of DP UPS 2 and Battery Endurance Test........................................... 53
Test No: 16 Failures of DP Controller ................................................................................. 54
Test No: 17 Failure of DP Operator Station ........................................................................ 55
Test No: 18 Main Engine Full Power Test ........................................................................... 56
Test No: 19 Thruster Full Power Tests ................................................................................ 57
Test No: 20 Failure of 24Vdc System .................................................................................. 58
Test No: 21 Failure of 220Vac Bus Bar A ............................................................................ 61
Test No: 22 Failure of 220Vac Bus Bar B ............................................................................ 62
Test No: 23 220Vac / 440Vac Emergency Switchboard Failure ......................................... 63
Test No: 24 Failure of 440Vac Bus Bar A ............................................................................ 66
Test No: 25 Failure of 440Vac Bus Bar B ............................................................................ 69
Test No: 26 Simulate Main Engine Failure .......................................................................... 71
Test No: 27 Failure of Power Management System ........................................................... 72
Test No: 28 Tunnel Thruster Aux. System Failure .............................................................. 73
Test No: 29 Tunnel Thruster Control System Failure ......................................................... 74
Test No: 30 Azimuth Thruster Control System Failure ...................................................... 76
Test No: 31 Main Propulsion & Rudder Control System Failure ....................................... 78
Test No: 32 Thrusters Control System Failure ................................................................... 82
Test No: 33 Main Engine Control System Failure............................................................... 84
Test No: 34 Thrusters Emergency Stop .............................................................................. 85
Test No: 35 FW Cooling System .......................................................................................... 87
Test No: 36 Compressed Air System .................................................................................. 88
Test No: 37 Fuel Oil System ................................................................................................ 89
Test No: 38 Lube Oil System ............................................................................................... 90
Test No: 39 Sea Water Cooling System .............................................................................. 91
Test No: 40 Ventilation / HVAC / WT Doors ......................................................................... 92
Test No: 41 Diesel Generators & Main Engine Protection, Alarms and Trips ................... 93
Test No: 42 Voice Communications .................................................................................... 94
Test No: 43 Blackout Prevention ......................................................................................... 95
Test No: 44 DP Endurance Test ........................................................................................... 96

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Test No: 1 Software Audit

Equipment Control System
Objective To check the software version of the consoles and equipment
Assumption All software updates complete prior to trials.
Method Record the software version from the following systems:
1. DP Control System
2. IJS
3. DGNSS 1 (Veripos LD6 integrated mobile unit)
4. DGNSS 2 (Veripos LD6 integrated mobile unit)
5. Cyscan
6. Auxiliary Diesel Engine Control System
7. Main Engine Control system (EXTER T150)

Observation: 1. DP:
GE DP Release 4
DP Version: 4.45
Configuration Files: 1.08
Marine HMI Version: 2.3.2 Build 8

2. ISJ:
Main Version: 4.45

3. DGNSS 1:
Main Version: 8.2.03
User Code: 45809
Serial No: 21124
Firmware 1 1 1-vrps1

4. DGNSS 2:
Main Version: 8.3.03
User Code: 47522
Serail No: 20569
Firmware: 1 1 1-vrps 1

5. Cyscan:
Cyscan User Console Version: 4.71
Licence: 1250m standard range
Rotor Code: 5B 00 00 00 2D 6B 24 42

6. Auxiliary Diesel Engine Control System:

EBOOT version: v1.10 build 136
IMAGE version: v4.20 build 136
Power Card version 1.0

7. Main Engine Control System:

Firmware: V1.31 B122
Driver: WAGO Modbus TCP

Comments

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Test No: 2 Gyrocompass Failures Test
Equipment Gyrocompass
Objective To demonstrate the failure effects of gyro
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.

1. Select Gyro 1 as preference in DP. Disconnect the Gyro 1 serial link at the cabinet.
Observe results and reinstate.
2. Fail the main power supply to Gyro 1. Observe results and reinstate
3. Fail the backup power supply to Gyro 1. Observe results and reinstate.
4. Repeat the step 1 to step 4 for Gyro 2 and 3.

Results Gyro 1
Expected 1. Alarms initiated on DP, Gyro 1 rejected from DP and auto switch to next gyro. No effect
on the vessel heading.
2. Alarms initiated on DP, Gyro 1 rejected from DP and auto switch to next gyro. No effect
on the vessel heading.
3. No alarm and no effect on DP, alarm initiated on local gyro panel. No loss of Gyro.
4. No alarm and no effect on DP, alarm initiated on local gyro panel. No loss of Gyro.
5. Same results from step 1 to step 4 for Gyro 2 and 3.
Actual Gyro 1
Results 1. Alarms initiated on DP “Gyrocompass 1 failed”/”Gyrocompass 1 comm failed”, Gyro 1
rejected from DP and auto switch to Gyro 2. No effect on the vessel heading.
2. Alarm initiated on DP “Gyrocompass 1 failed”/”Gyrocompass 1 comm failed”, Gyro 1
rejected from DP and auto switch to Gyro 2. No effect on the vessel heading.
3. Test not carried out.
4. Test not carried out.

Gyro 2
1. Alarms initiated on DP “Gyrocompass 2 failed”/”Gyrocompass 2 comm failed”, Gyro 2
rejected from DP and auto switch to Gyro 1. No effect on the vessel heading.
2. Alarm initiated on DP “Gyrocompass 2 failed”/”Gyrocompass 2 comm failed”, Gyro 2
rejected from DP and auto switch to Gyro 1. No effect on the vessel heading.
3. Test not carried out.
4. Test not carried out.

Gyro 3
1. Alarms initiated on DP “Gyrocompass 3 failed”/”Gyrocompass 3 comm failed”, Gyro 3
rejected from DP and auto switch to Gyro 1. No effect on the vessel heading.
2. Alarm initiated on DP “Gyrocompass 3 failed”/”Gyrocompass 3 comm failed”, Gyro 3
rejected from DP and auto switch to Gyro 1. No effect on the vessel heading.
3. Test not carried out.
4. Test not carried out.

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Comments Note:
Items Terminal Connection / Breaker No.
Gyro Serial Line Gyro 1: CC01 SIAa A1 – 4,5
Gyro 2: CC02 SIAb A9 – 4,5
Gyro 3: CC02 SIAb A15 – 4,5
Gyro Ready Signal Gyro 1: CC01 SIAa A1 – 6,7
Gyro 2: CC02 SIAb A9 – 6,7
Gyro 3: CC02 SIAb A15 – 6,7
Gyro Main Power Supply Gyro 1: 220Vac Bus A L5
Gyro 2: 220Vac Bus B L8
Gyro 3: 220Vac Bus B L8
Gyro Backup Power Supply Gyro 1: 24Vdc DC2
Gyro 2: 24Vdc DC1
Gyro 3: 24Vdc DC1

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 3 Wind Sensors Failures Test

Equipment Wind Sensors
Objective To demonstrate the failure effects of wind sensors
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.

1. Select wind sensor 1 as preference. Disconnect the serial links to wind sensor 1 at the
DPC-2 cabinet. Observe results and reinstate.
2. Fail the power supply to Wind 1. Observe results and reinstate.
3. Repeat the step 1 and 2 for Wind 2 and Wind 3.

Results Wind 1
Expected 1. Alarms initiated on DP, Wind 1 rejected from DP and auto switch to next available wind
sensor. No effect on DP system.
2. Alarms initiated on DP, Wind 1 rejected from DP and auto switch to next available wind
sensor. No effect on DP system.
3. Same results from step 1 for Wind 2 and Wind 3.
Actual Wind 1
Results 1. Alarms initiated on DP “Anemometer 1 invalid data”, Wind 1 rejected from DP and auto
switch to wind sensor No.2. No effect on DP system.
2. Alarms initiated on DP “Anemometer 1 invalid data”, Wind 1 rejected from DP and auto
switch to wind sensor No.2. No effect on DP system.

Wind 2
1. Alarms initiated on “Anemometer 2 invalid data”, Wind 2 rejected from DP and auto
switch to wind sensor No.1. No effect on DP system.
2. Alarms initiated on DP “Anemometer 2 invalid data”, Wind 2 rejected from DP and auto
switch to wind sensor No.1. No effect on DP system.

Wind 3
1. Alarms initiated on DP “Anemometer 3 invalid data”, Wind 3 rejected from DP and auto
switch to wind sensor No.1. No effect on DP system.
2. Alarms initiated on DP “Anemometer 3 invalid data”, Wind 3 rejected from DP and auto
switch to wind sensor No.1. No effect on DP system.
Comments Note:

Items Terminal Connection / Breaker No.

Wind Sensor Serial Line Wind 1: CC01 SIAa A3 – 4,5
Wind 2: CC02 SIAb A11 – 9,10
Wind 3: CC02 SIAa A8 – 4,5
Wind Sensor Power Supply Wind 1: CC02 TB 13 f4
Wind 2: CC01 TB 13 f3
Wind 3: CC02 TB 13 f11

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 4 VRS Failures Test

Equipment VRS Sensors
Objective To demonstrate failure effects of VRS sensor
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.

1. Disconnect the VRS 1 serial link at the DP cabinet. Observe results and reinstate.
2. Fail the power supply to VRS 1. Observe results and reinstate.
3. Repeat the step 1 to step 2 for VRS 2.
Results VRS 1
Expected 1. Alarms initiated on DP, VRS 1 rejected from DP and auto switch to next available VRU.
No effect on DP system.
2. Alarms initiated on DP, VRS 1 rejected from DP and auto switch to next available VRU.
No effect on DP system.
3. Repeat the step 1 to step 2 for VRS 2.

Actual VRS 1
Results 1. Alarms initiated on DP “VRU1 failed” and “VRU1 comms failed”, VRS 1 rejected from
DP and auto switch to VRS 2. No effect on DP system.
2. Alarms initiated on DP “VRU1 failed” and “VRU1 comms failed”, VRS 1 rejected from
DP and auto switch to VRS 2. No effect on DP system.

VRS 2
1. Alarms initiated on DP “VRU2 failed” and “VRU2 comms failed”, VRS 2 rejected from
DP and auto switch to VRS 1. No effect on DP system.
2. Alarms initiated on DP “VRU2 failed” and “VRU2 comms failed”, VRS 2 rejected from
DP and auto switch to VRS 1. No effect on DP system.

Comments Note:

Items Terminal Connection / Breaker No.

VRS Serial Line VRS 1: CC01 SIAa A2 – 4,5
VRS 2: CC02 SIAb A10 – 4,5

VRS power supply VRS 1: Control Cabinet 01 TB13 f1

VRS 2: Control Cabinet 02 TB13 f1

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 5 Failures of DGNSS 1
Equipment DGNSS 1
Objective To demonstrate failure effects of DGNSS 1
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP.

1. Disconnect GPS antenna from DGNSS receiver– Reinstate.

2. Disconnect power supply to DGNSS 1. - Reinstate.
3. Disconnect serial signal to DPC Cabinet. - Reinstate.

Results 1. Alarms initiated on DP, DGNSS 1 rejected from DP. DP system continues to operate
Expected with remaining PRS.
2. Alarms initiated on DP, DGNSS 1 rejected from DP. DP system continues to operate
with remaining PRS.
3. Alarms initiated on DP for failure of DGNSS 1, DGNSS 1 rejected from DP. DP system
continues to operate with remaining PRS.

Actual 1. Alarms initiated on DP “DGPS1 PME failed”, DGNSS 1 rejected from DP. DP system
Results continues to operate with remaining PRS.
2. Alarm initiated on DP “DGPS1 PME failed”, DGNSS 1 rejected from DP. DP system
continues to operate with remaining PRS.
3. Alarm initiated on DP “DGPS1 PME failed”, DGNSS 1 rejected from DP. DP system
continues to operate with remaining PRS.

Comments
Items Terminal Connection / Breaker No.
DGNSS 1 Serial Line DGNSS 1: CC01 SIAa A4 – 4,5
DGNSS 1 power supply DGNSS 1: DP UPS 1

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 6 Failures of DGNSS 2

Equipment DGNSS 2
Objective To demonstrate failure effects of DGNSS 2
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP.

1. Disconnect GPS antenna from DGNSS receiver– Reinstate.

2. Disconnect power supply to DGNSS. - Reinstate.
3. Disconnect serial signal to DPC Cabinet. - Reinstate.

Results 1. Alarms initiated on DP, DGNSS 2 rejected from DP. DP system continues to operate
Expected with remaining PRS.
2. Alarms initiated on DP.
DGNSS 2 rejected from DP. DP system continues to operate with remaining PRS.
3. Alarms initiated on DP.
DGNSS 2 rejected from DP. DP system continues to operate with remaining PRS.

Actual 1. Alarms initiated on DP “DGPS2 PME failed”, DGNSS 2 rejected from DP. DP system
Results continues to operate with remaining PRS.
2. Alarm initiated on DP “DGPS2 PME failed”, DGNSS 2 rejected from DP. DP system
continues to operate with remaining PRS.
3. Alarm initiated on DP “DGPS2 PME failed”, DGNSS 2 rejected from DP. DP system
continues to operate with remaining PRS.

Comments
Items Terminal Connection / Breaker No.
DGNSS 2 Serial Line DGNSS 2: CC02 SIAb A12 – 4,9
DGNSS 2 power supply DGNSS 2: DP UPS 2

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 7 Cyscan Failure Test

Equipment Cyscan
Objective To demonstrate failure effects of Cyscan
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP.

1. Disconnect power supply to Cyscan. – Reinstate.

2. Disconnect serial link from Cyscan to DP. – Reinstate.

Results 1. Alarm initiated on DP, Cyscan rejected. DP system continues to operate with
Expected remaining PRS.
2. Alarm initiated on DP, Cyscan rejected. DP system continues to operate with
remaining PRS.

Actual 1. Alarm initiated on DP: “CYSCAN PME Failed”. Cyscan rejected from DP. DP system
Results continues to operate with remaining PRS.
2. Alarm initiated on DP: “CYSCAN PME Failed”. Cyscan rejected from DP. DP system
continues to operate with remaining PRS.

Comments

Items Terminal Connection / Breaker No.

Cyscan Serial Line Cyscan: CC01 SIAa A7 – 4,5
Cyscan power supply Cyscan: DP UPS 1

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 8 Position Dropout Alarm and Mathematical Model Tests

Equipment DP Performance
Objective To demonstrate the DP system’s ability to maintain position using only the mathematical
model with gyros, wind sensors and VRUs available
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP. All thrusters running and selected in DP

Allow Mathematical model to build until the integral component has stabilised with no
thruster commands at least for 30-minute period. Deselect all Position Reference
Systems (PRSs) and monitor position using an independent PRS over a 5-minute period.
If possible, select a waypoint at original position on DGNSS and note range and bearing.
Alternatively, use UTM coordinates and note heading, northings and eastings at
one-minute intervals.
1. Note environmental conditions, deselect all PRSs and note position below.

Results 1. Alarm initiated on DP for position drop out.

Expected
Actual
Results Model Built up: 30 mins
Vessel Heading: 130°
Environmental Force: 1.9 T
Wind: 9.2 knots @ 180°
Rate of Turn: 15°/min
Gain: Medium
Centre of Rotation: Midship
Thruster Biased: -

Alarm on DP: “Model Control Changed from Duplex to Simplex Mode”, “No Standby
Controller Available”.

DGNSS 1 as reference
Time Location
Starting Position: 05° 13’ 35.0908N 115° 15’ 57.8221E
1st min 05° 13’ 35.1034N 115° 15’ 57.8250E
2nd min 05° 13’ 35.2149N 115° 15’ 57.8998E
3rd min 05° 13’ 35.3726N 115° 15’ 57.0417E
4th min 05° 13’ 35.5288N 115° 15’ 57.2017E
5th min 05° 13’ 35.7067N 115° 15’ 57.4275E
Total Drift: 5.4m

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 9 DP Performance (Movement and Rotation)

Equipment DP Performance
Objective To compare performance and accuracy of using each Position Reference System.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP. All thrusters running and selected in DP

1. Box Movement: Use each position reference in turn as the sole source of position
information to the DP system. Perform a box movement and record the distance
moved and overshoot from PME not connected to DP. Record the gain and speed
settings used and the environmental conditions at the time of the test.
2. Change of Gain Test: Use both position reference as the source of position
information to the DP system. Change the gain mode to high gain. Perform a box
movement and record the distance moved and overshoot from PME not connected
to DP. Record the gain and speed settings used and the environmental conditions at
the time of the test. Change the gain mode to low gain and repeat the test using low
gain.
3. Rotation: With all reference systems selected to DP, rotate the vessel through 360°
and note the maximum divergence and confirm there are no dead zones.

Results 1. Vessel moves in box shape with each side 20m with acceptable accuracy and stops
Expected at the set point with minimal overshoot. Each position reference used for DP
compares well with the designated independent reference.
2. Vessel moves in box shape with each side 10m with acceptable accuracy and stops
at the set gain mode with minimal overshoot.
3. Minimal divergence, no dead zones.

Actual
Results 1. Box Movement
Vessel Heading: 131° Rate of Turn: 15°/min
Environmental Force: 1.9 T Speed: 0.4 knots
Wind: 10 knots @ 183° Gain: Medium
Draft: 6m Centre of Rotation: Midship
Thruster Biased: -

DGNSS 1 Selected: ( DGNSS 2 as reference)

Heading: 131°
DP Location Over/Under Shoot (m)
Starting 05° 13’ 35.1931N 115° 15’ 57.5746E

20m Astern 05° 13’ 35.6945N 115° 15’ 57.0523E 2.0m

20m Port 05° 13’ 35.0524N 115° 15’ 57.5268E 1.7m
20m Ahead 05° 13’ 35.6731N 115° 15’ 57.0579E 1.7m
20m Stbd 05° 13’ 35.2131N 115° 15’ 57.5819E 1.0m

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DGNSS 2 Selected: (DGNSS 1 as reference)

Heading: 130.8°
DP Location Over/Under Shoot (m)
Starting 05° 13’ 35.1363N 115° 15’ 57.5472E

10m Astern 05° 13’ 35.5514N 115° 15’ 57.0525E 0.3m

10m Port 05° 13’ 35.0325N 115° 15’ 57.4632E 0.8m
10m Ahead 05° 13’ 35.5757N 115° 15’ 57.0334E 2.0m
10m Stbd 05° 13’ 35.1377N 115° 15’ 57.5013E 0.5m

Cyscan Selected: Test not carried out.

DP Location Over/Under Shoot (m)
Starting
10m Astern
10m Port
10m Ahead
10m Stbd

2. Box Movement (High gain and low gain)

Vessel Heading: 131° Rate of Turn: 15°/min
Environmental Force: 1.7 T Speed: 0.4 knots
Wind: 9.3 kts @ 180° Centre of Rotation: Midship
Draft: 6m Thruster Biased: -

DGNSS 1 & DGNSS 2 Selected: (High Gain)

Heading: 131°
DP Location Over/Under Shoot (m)
Starting 05° 13’ 35.59663N 115° 15’ 57.94677E

10m Astern 05° 13’ 35.59839N 115° 15’ 57.94454E 0.3m

10m Port 05° 13’ 35.60589N 115° 15’ 57.95111E 1.4m
10m Ahead 05° 13’ 35.59906N 115° 15’ 57.96108E 2.0m
10m Stbd 05° 13’ 35.59165N 115° 15’ 57.95253E 1.3m

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DGNSS 1 & DGNSS 2 Selected: (Low Gain)

Heading: 130.0°
DP Location Over/Under Shoot (m)
Starting 05° 13’ 35.59165N 115° 15’ 57.95253E

10m Astern 05° 13’ 35.59844N 115° 15’ 57.94470E 0.7m

10m Port 05° 13’ 35.60677N 115° 15’ 57.95139E 0.8m
10m Ahead 05° 13’ 35.59958N 115° 15’ 57.96118E 2.3m
10m Stbd 05° 13’ 35.59233N 115° 15’ 57.95257E 1.3m

3. Rotation
Initial Heading 130.0°
PMEs Selected DGNSS 1 & 2
Divergence between the PMEs 0.8m
Gain Medium
Rotation Midship
Max. Position offset 0.7m
Max. Heading Overshoot 1.0°
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 10 Position and Heading Limit Alarm

Equipment DP Performance
Objective To demonstrate the DP system’s ability to maintain position or heading and to
demonstrate the alarms when position or heading out of limits.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP. All thrusters running and selected in DP

Position
1. Set Position Limit Warning to one meter.
2. Set Position Limit Alarm to two meters.
3. Observe that Position limit warning and alarm appear (Deselect one bow thruster
or/and one main propeller if necessary).

Heading
4. Set Heading Limit Warning to one degree.
5. Set Heading Limit Alarm to two degrees.
6. Observe that Heading limit warning and alarm appear (Deselect one bow thruster if
necessary)

Results 1-3: Position alarms limit are set and warning & critical alarms are initiated on DP when
Expected position out of limit.
4-6: Heading alarms limit are set and warning & critical alarms are initiated on DP when
heading out of limit

Actual 1-3: Position warning and alarm limits were set 1m and 3m. During the testing, alarms
Results were initiated in DP operator station as follow:
Warning:- Off position warning
Alarm:- Off position.

4-6: Heading warning and alarm limits were set 1.5° and 3°. During the testing, alarms
were initiated in DP operator station as follow:
Warning:- Off heading warning
Alarm:- Off heading.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 11 Failures of DP Network Test

Equipment DP Network
Objective To demonstrate the redundant of the DP networks
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP.

1. Disconnect ECM A to WS01 – reinstate.

2. Disconnect ECM B to WS01 – reinstate.
3. Disconnect both ECM A and B to WS01. Transfer the control to WS02. Observe and
restore.
4. Disconnect ECM A to WS02 – reinstate.
5. Disconnect ECM B to WS02 – reinstate.
6. Disconnect both ECM A and B to WS02. Transfer the control to WS01. Observe and
restore.
7. DP vendor to provide a procedure for netstorm test. Alternatively, carry out loopback
test on each network switch, one at a time.
8. Simulate total failure of both ECM A and B from CC01 and CC02. Transfer control of
thrusters to IJS.

Results 1. No effect on DP. Alarm for loss of network A. Continued operation on other healthy
Expected net.
2. No effect on DP. Alarm for loss of network B. Continued operation on other healthy
net.
3. Loss of both networks from WS01. Alarms initiated on DP. WS01 unable to control
and control transfer smoothly to WS02.
4. No effect on DP. Alarm for loss of network A. Continued operation on other healthy
net.
5. No effect on DP. Alarm for loss of network B. Continued operation on other healthy
net.
6. Loss of both networks from WS02. Alarms initiated on DP. WS02 unable to control
and control transfer smoothly to WS01.
7. No effect on DP. Alarm for network storm detection. Continued operation on other
healthy net.
8. Alarm on DP for loss of both network A and B from DP controller (CC01 and CC02),
thrusters under IJS’s control

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Actual 1. No effect on DP. Alarm for loss of network A
Results “Aft Bridge DP WS01: Redundant Network Media A failed.”
Continue operation on network B.
2. No effect on DP. Alarm for loss of network B
“Aft Bridge DP WS01: Redundant Network Media B failed.”
Continue operation on network A.
3. Loss of both networks to WS01. Alarms initiated on DP
“Ethernet comms to Aft Bridge DP WS01 failed”
“No connection to DP CC01”
WS01 unable to control and control transfer smoothly to WS02.
4. No effect on DP. Alarm for loss of network A
“Aft Bridge DP WS02: Redundant Network Media A failed.”
Continue operation on network B.
5. No effect on DP. Alarm for loss of network B
“Aft Bridge DP WS02: Redundant Network Media B failed.”
Continue operation on network A.
6. Loss of both networks to WS02. Alarm initiated on DP
“Ethernet comms to Aft Bridge DP WS02 failed”
“No connection to DP CC02”
WS01 unable to control and control transfer smoothly to WS01.
7. The test is not carried out.
8. The test is not carried out.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 12 IJS Performance test

Equipment Independent Joystick
Objective To demonstrate the independency of the IJS system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP. Gyro and wind sensor interfaced to IJS fully operational.

1. Switch to IJS.
2. Manoeuvre vessel in the surge, sway and yaw axis through the IJS joystick.
3. Select full thrust mode, manoeuvre vessel
4. Activate auto-heading function on the IJS, record initial heading of the vessel.
5. Rotate vessel 15 degrees to Port through auto heading function.
6. Rotate vessel 30 degrees to Stbd through auto heading function.

Results 1. Thrusters fall under IJS control.

Expected 2. Vessel manoeuvre in accordance to the IJS in the surge, sway and yaw axis.
3. Vessel manoeuvre in accordance to the IJS with full thrust power without blacking
out the vessel.
4. Vessel maintains heading within 3 degrees if operating within her specific
environmental conditions.
5. Vessel manoeuvres heading 15 degrees to Port with an overshoot of less than 3
degrees
6. Vessel manoeuvres heading 30 degrees to Stbd with an overshoot of less than 3
degrees.

Actual 1. Control transfers over to IJS control.

Results
2. Vessel manoeuvre in accordance to the IJS in the surge, sway and yaw axis.
3. Vessel manoeuvre in accordance to the IJS with full thrust power without blacking out
the vessel.
4. Vessel maintains heading within 3 degrees in auto heading mode.
5. Vessel manoeuvres heading 15 degrees to Port with an overshoot of less than 3
degrees.
6. Vessel manoeuvres heading 30 degrees to Stbd with an overshoot of less than 3
degrees.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 13 Simulate Consequences Alarm Test

Equipment Consequences Alarm Test
Objective To demonstrate the function of the consequence alarm test
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS are selected to DP. Ensure consequence analysis running in Class 2 mode.
Orient vessel beam onto the environment.

1. Deselect the bow thruster until the alarm ‘Consequence Analysis Drift off Warning’ is
issued by the DP system – reinstate thrusters and stabilise DP position and heading.
2. Deselect Port Propulsion thruster until the alarm ‘Consequence Analysis Drift off
Warning’ is issued by the DP system – reinstate thrusters and stabilise DP position
and heading.

Results 1. “Consequence Analysis Drift off Warning” issued by the DP system.

Expected 2. “Consequence Analysis Drift off Warning” issued by the DP system.

Actual 1. “Con. Analysis: Thruster Failure Critical” issued by DP system.

Results 2. “Con. Analysis: Thruster Failure Critical” issued by DP system.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 14 Failure of DP UPS 1 and Battery Endurance Test

Equipment DP UPS 1
Objective To demonstrate the failure effects on the DP UPS 1
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.
1. Fail the 220Vac power supply to DP UPS 1. Do not reinstate.
2. Run on batteries for 30minutes, observe the results and restore. Record current and
battery voltage at start and end of test before restoring power. - Reinstate.
3. Fail each distribution breaker one at a time until all MCBs are off and compare
against DP UPS distribution panel list. Observe and reinstate breakers between
steps and recover consumers so effects of next breaker trip can be observed.
Results 1. Alarm initiated on DP operator station and the UPS operates on batteries.
Expected
2. DP operates on batteries for 30 minutes.
3. Loss of power to the equipment as stated in comments. No effect on position or
heading.
Actual 1. Alarm on DP “UPS1 Input Supply Failure”.
Results 2. DP operated on batteries for 30 minutes and information as follows:
Parameter Results Remaining run Time
time
V out before 24V
- 16:00 hrs
Current out before 1.8A
V out after 24V
- 16:30 hrs
Current out after 2.0A

3.
CB Equipment Alarms Effects
F1 Work Station 01 Ethernet comms to Aft Loss of redundancy. Work
Bridge DP WS01 failed station 02 still operational.
F2 Controller Cabinet 01 CC01 PSU1 Volts Controller Cabinet 01 still
Missing operational.
F3 Controller Cabinet 02 CC02 PSU2 Volts Controller Cabinet 02 still
Missing operational.
F4 DP Printer No alarm Loss of DP Printer
F5 Cyscan Cyscan PME Failed” Loss of Cyscan
F6 DGNSS 1 “DGPS1 PME failed”, Loss of DNGSS 1. Loss of
redundancy. DP system
continue operate with
remaining PRS.
F7 Docking Station 01 No alarm Docking Station 02 and 03
(FW) still operational
Comments Items Power Supply
DP UPS 1 220Vac ESB – EL4

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 15 Failure of DP UPS 2 and Battery Endurance Test
Equipment DP UPS 2
Objective To demonstrate the failure effects on the DP UPS 2
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail the 220Vac power supply to DP UPS 2. Do not reinstate.

2. Run on batteries for 30minutes, observe the results and restore. Record current and
battery voltage at start and end of test before restoring power. - Reinstate.
3. Fail each distribution breaker one at a time until all MCBs are off and compare
against DP UPS distribution panel list. Observe and reinstate breakers between
steps and recover consumers so effects of next breaker trip can be observed.
Results 1. Alarm initiated on DP operator station and the UPS operates on batteries.
Expected
2. DP operates on batteries for 30 minutes.
3. Loss of power to the equipment as stated in comments. No effect on position or
heading.
Actual 1. Alarm on DP “UPS2 Input Supply Failure”.
Results 2. DP operated on batteries for 30 minutes and information as follows:
Parameter Results Remaining run Time
time
V out before
-
Current out before
V out after
-
Current out after

3.
CB Equipment Alarms Effects
F1 Work Station 02 Ethernet comms to AftLoss of redundancy. Work
Bridge DP WS02 failedStation 01 still operational
F2 Controller Cabinet 01 CC01 PSU1 Volts Controller Cabinet 01 still
Missing operational.
F3 Controller Cabinet 02 CC02 PSU2 Volts Controller Cabinet 02 still
Missing operational
F4 Docking Station 02 No alarm Docking Station 01 and 03
(Ps Aft) still operational
F5 Docking Station 03 No alarm Docking Station 01 and 02
(SB Aft) still operational
F6 Cyscan Laptop No alarm Loss of Cyscan charging.
F7 DGNSS 2 “DGPS2 PME failed” Loss of DGNSS2. Loss of
redundancy. DP system
continue to operate with
remaining PRS.
Comments Items Power Supply
DP UPS 2 220Vac ESB – EL4

Test for UPS battery redundancy is not carried out.

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 16 Failures of DP Controller

Equipment DP Controller
Objective To demonstrate the redundancy of the DP system and the bumpless transfer of the
controller and other modules.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. With CC01 as master, fail CC01 by disconnecting both power supplies to it. –
Observe results and reinstate.
2. With CC02 as master, fail CC02 by disconnecting both power supplies to it. –
Observe results and reinstate.

Results 1. Alarm for loss of CC01, continued operation on CC02.

Expected 2. Alarm for loss of CC02, continued operation on CC01.

Actual 1. Alarm initiated on DP

Results “No Connection to DP CC01”
“Timeout Receiving Messages from DP CC01”
“Ethernet Comms to DP CC01 Failed”
“Changed from Duplex to Simplex Mode”
“No Standby Controller Available”
No effect on DP. DP system continue operate on CC02.

2. Alarm initiated on DP
“No Connection to DP CC02”
“Timeout Receiving Messages from DP CC02”
“Ethernet Comms to DP CC02 Failed”
“Changed from Duplex to Simplex Mode”
“No Standby Controller Available”
No effect on DP. DP system continue operate on CC01.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 17 Failure of DP Workstation

Equipment DP Workstation
Objective To demonstrate the redundancy of the DP WS and bumpless transfer of the DP WS upon
failure.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Confirm operation of ‘Give’ and ‘Take’ command transfer functions between each DP
WS. After each successful transfer between WS, test button presses for (display,
controls, ref sys and thruster) and manual joystick function on respective WS panel.
2. Check the function of the WS01 and 02 respectively – inclusive of DP-JS function.
3. Disconnect power supply to WS in command. Take command between WS01, and
02.

Results 1. Successful command transfer between DP WS1 and 2.

Expected 2. All the buttons and mimic pages are functioning well. Vessel responds accurately to
DP joystick command.
3. For either, transfer of control from failed “Master” DP WS to surviving one. Alarm for
loss of respective DP WS.

Actual 1. Successful command transfer between DP WS1 and 2.

Results 2. All the buttons and mimic pages are functioning well.
Vessel responds accurately to DP joystick command.
3. For either, transfer of control from failed “Master” DP WS to surviving one.
Alarm for loss of respective DP WS: “Comms to Aft Bridge DP WS01/WS02 failed”.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 18 Main Engine Full Power Test

Equipment Main Engine and Generator
Objective To demonstrate the main engine / generator to operate at rated power
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP. Note: Turn off the tunnel thrusters and azimuth
before testing starts. This test can be carried out in manual mode.

1. Required main propulsion to be operated according to demand in opposing thrust

force vectors to sustain 100% load on specified main engines for at least ten
minutes.

Results 1. Each main engine is capable of 100% power for at least ten minutes with no alarms
Expected or trips active.

Actual 1.
Results Temp Temp Temp Temp RPM / Pitch
LTFW inlet HTFW LO intlet Exh. Gas Reading
C/A Cooler Outlet(°C) (°C) (°C)
(°C)
ME1 0 min 44.60 62.35 - - 100% pitch
10 mins 48.90 80.00 - - 100% pitch
ME2 0 min 45.20 65.05 - - 100% pitch
10 mins 54.10 81.00 - - 100% pitch

Main propulsion for Port and Stbd operate on 100% pitch for 10 mins.
Satisfactory performance.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 19 Thruster Full Power Tests
Equipment Thrusters and PMS
Objective To demonstrate the ability of the thrusters to operate at rated power.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method This test item can be carried out in manual mode
1. For each thruster, test to 100% in both force directions. Thruster can be operated in
pairs, to achieve opposing thrust force vectors to sustain 100% load with limited
vessel movement for at least five minutes
a) Note key thruster parameters with thruster at idle including motor winding
temperature, cooling water temperature. Increase thrust to maximum and hold for
5 minutes.
b) Note indicated power and torque.

Results 1. Each thruster is capable of 100% power for at least five minutes with no alarms or
Expected trips active.

Actual
Results

Parameters BT ST Bow Azimuth

T=0 Temp- Motor 55°C 55°C -
On DP
Temp- 46°C 50°C 52°C
Hydraulic
T = Temp- Motor 59°C 57°C -
+5min
Temp- 50°C 51°C 54°C
Full Hydraulic
Power
Pitch 100% 100% 100%

All tunnel thrusters (BT/ST/Bow azimuth) are capable of providing 100% pitch in DP for 5
mins with no alarms or trips active.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 20 Failure of 24Vdc System

Equipment 24Vdc Battery System
Objective To prove the battery endurance and failure effects of 24Vdc battery system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail charger rectifier to 24Vdc No.1 battery charger

2. Test battery endurance for 30 minutes.
3. Simulate short circuit on 24Vdc Bus Bar E by open output breaker to confirm
customers.
4. Repeat test 1-3 for 24Vdc No.2 battery charger. Observe results and reinstate.
Results 1. Alarm initiated on alarm monitoring system and the 24Vdc system operates on
Expected batteries.
2. 24Vdc System battery charger 1 operates on batteries for 30 minutes.
3. Loss of power to the equipment as stated in comments. No effect on position or
heading.
4. Same results as above.
Actual 24Vdc Battery Charger No.1
Results 1. Audible and visual alarm on battery charger panel “No.1 Charger Failure”. 24Vdc
continued operations with battery supply.

2. 24Vdc system able to operate under batteries at least 30 minutes.

Parameter Result Time
V out before 27V
17:30 hrs
Current out before 10A
V out after 27V
18:00 hrs
Current out after 9A

3. Loss of 24Vdc Bus Bar E leading to loss of following equipment and the alarms are
CB Equipment Alarms Effects
1 DC 1 See below results
2 DC 3 See below results
3 DC 5 No alarm No effect on DP
4 General Alarm No alarm No effect on DP
Panel
5 MSB Visual and audible Backup DC supply available
alarm on MSB

Loss of DC1 leading to loss of:

CB Equipment Alarms Effects
1 Battery Less No alarm Loss of Battery Less Telephone
Telephone Wheelhouse
Wheelhouse
2 Gyro No.2 Test not carried out.
3 Gyro No.3 Test not carried out.
4 Stern Thruster “Stern Thruster Loss of redundancy. Stern Thruster
Control Unit Backup Control Fail continues to operate on main
(Backup) Alarm” supply

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5 Bow Thruster “Bow Thruster Loss of redundancy. Bow Thruster
Control Unit Backup Control Fail continues to operate on main
(Backup) Alarm” supply
6 No.1 CPP “DI5 P.CPP Backup Loss of redundancy. No.1 CPP
Electronic Control Fail Alarm” continues to operate on main
control Unit supply
(Backup)
7 No.1 Steering No alarm Loss of redundancy. Both rudders
Gear Alarm are still operational
Panel
8 FWD Steering “Power Failure Ctrl” Loss of redundancy. Both rudders
Gear Main are still operational
Control Panel

Loss of DC3 leading to loss of:

CB Equipment Alarms Effects
1 No.1 Main “P.ME Control Fail Loss of redundancy. No.1 Main
Engine Control Alarm” Engine Control Cabinet continues
Cabinet to operate on backup supply.
2 No.2 Main “S.ME Control Fail Loss of redundancy. No.2 Main
Engine Control Alarm” Engine Control Cabinet continues
Cabinet to operate on main supply.
3 CPP Panel PC No alarm Loss of CPP Panel PC unit ECR
Unit ECR

Loss of redundancy. Vessel maintain position with all thrusters.

24Vdc Battery Charger No.2

1. Audible and visual alarm on battery charger panel “No.2 Charger Failure”. 24Vdc
continued operations with battery supply.

2. 24Vdc system able to operate under batteries at least 30 minutes.

Parameter Result Time
V out before 24V
18:00 hrs
Current out before 10A
V out after 24V
18:30 hrs
Current out after 9A

3. Loss of 24Vdc Bus Bar F leading to loss of following equipment and the alarms are
CB Equipment Alarms Effects
1 DC 2 See below results
2 DC 4 See below results

Loss of DC 2 leading to loss of:

CB Equipment Alarms Effects
1 CPP Panel PC “Aft CPP Power Loss of redundancy. CPP Panel PC
Unit Aft Supply Failure” Unit Aft Wheelhouse continues to
Wheelhouse operate on main supply
2 CPP Panel PC “Fwd CPP Power Loss of redundancy. CPP Panel PC
Unit Fwd Supply Failure” Unit Fwd Wheelhouse continues to
Wheelhouse operate on main supply
3 Gyro No.1 Test not carried out.
4 No.2 CPP “DI7 S.CPP Backup Loss of redundancy. No.2 CPP
Electronic Control Fail Alarm” Electronic Control Unit (Main)

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Control Unit continues to operate on main
(Backup) supply
5 Azimuth Thruster “Azimuth Thruster Loss of redundancy. Azimuth
Control Unit Backup Control Fail Thruster Control Unit (Main)
(Backup) Alarm” continues to operate on main
supply
6 PA Central Unit No alarm No effect on DP
7 No.2 Steering No alarm Loss of redundancy. Both rudder
Gear Control are still operational
Panel
8 Aft Wheelhouse “Power Failure Ctrl” Loss of redundancy. Both rudder
Steering Gear are still operational
Control Panel

Loss of DC 4 leading to loss of:

CB Equipment Alarms Effects
1 No.2 Main “S.ME Control Fail Loss of redundancy. No.2 Main
Engine Control Alarm” Engine Control Cabinet continues
Cabinet to operate on backup supply
2 No.1 Main “P.ME Control Fail Loss of redundancy. No.1 Main
Engine Control Alarm” Engine Control Cabinet continues
Cabinet to operate on main supply
3 Alarm Monitor No alarm Loss of Alarm Monitor Cabinet in
Cabinet in ECR ECR

Loss of redundancy.
Vessel maintains position with all thrusters.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 21 Failure of 220Vac Bus Bar A

Equipment 220Vac Distribution System
Objective To demonstrate the failure effects of electrical faults at 220Vac Bus Bar A Distribution
system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail 220Vac Bus Bar A by disconnecting the breaker from TR1. Observe the results
and reinstate.

Results 1. Loss of 220Vac Bus Bar A leading to loss of consumers as table below.
Expected
Continue to operate on 24Vdc backup supply.
Auto changeover of IDB-A.
Actual
Results Loss of 220Vac Bus Bar A leading to loss of:
CB Equipment Alarms Effects
1 Bow Thruster Alarm on AMS Loss of redundancy. Bow
Electronic Control “DI3 Bow Thruster Thruster Electronic
Unit Normal Control Fail Control Unit continues to
Alarm” operate on backup
supply.
2 24Vdc Charging Visual and audible alarm 24Vdc Bus Bar E on
and Discharging on battery panel “No.1 battery supply for at least
Panel Charger Failure” 30mins
3 ESB No alarm Main supply from
Emergency Transformer
4 No.1 CPP Alarm on AMS Loss of redundancy. No.1
Electronic Control “DI5 P.CPP Normal CPP Electronic Control
Unit (Port) Control Fail Alarm” Unit (Port) continues to
operate on backup power
supply.
5 Distribution board A No alarm Auto changeover of
(IDB-A) IDB-A to 220Vac ESB

6 DB L5: No alarm Loss of main power

No.1 Gyro supply to gyro, backup
power supply still
available.

Auto changeover of IDB-A.

Loss of redundancy. No immediate effect on DP.
Vessel maintains position with all thrusters
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 22 Failure of 220Vac Bus Bar B

Equipment 220Vac Distribution System
Objective To demonstrate the failure effects of electrical faults at 220Vac Bus Bar B Distribution
system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.
1. Fail 220Vac Bus Bar B by disconnecting the breaker from TR2. Observe the results
and reinstate.
Results 1. Loss of 220Vac Bus Bar B leading to loss of consumers as the table below.
Expected
Equipment loss:
 E-gen battery charger
 No.2 CPP Electronic Control Unit (Stbd)
 Stern Thruster Electronic Control Unit
 Azimuth Thruster Electronic Control Unit
 DB IDB-B
 DB L8:
- No.2 Gyro
- No.3 Gyro
No effect on DP. Vessel maintains position with all thrusters.
Actual Loss of 220Vac Bus Bar B leading to loss of:
Results CB Equipment Alarms Effects on DP
1 E-Gen battery No alarm on AMS. No effect on DP.
charger
2 No.2 CPP Alarm on AMS Loss of redundancy. No.2
Electronic Control “DI7 S.CPP Normal CPP Electronic Control
Unit (Stbd) Control Fail Alarm” Unit (Stbd) continues to
operate on backup power
supply.
3 Stern Thruster Alarm on AMS Loss of redundancy. Stern
Electronic Control “DI1 Stern Thruster Thruster Electronic
Unit Normal Control Fail Control Unit continues to
Alarm” operate on backup power
supply.
4 Azimuth Thruster Alarm on AMS Loss of redundancy.
Electronic Control “D15 Azimuth Thruster Azimuth Thruster
Unit Normal Control Fail Electronic Control Unit
Alarm” continue to operate on
backup power supply
5 Distribution Board B No alarm Auto Changeover of IDB-B
(IDB-B) to 220Vac ESB
6 DB L8: No alarm Loss of main power supply
-No.2 Gyro to gyro, backup power
-No.3 Gyro supply still available.
Loss of redundancy. Vessel maintains position with all thrusters.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 23 220Vac / 440Vac Emergency Switchboard Failure

Equipment Emergency Switchboard
Objective To demonstrate the E-Gen auto started within 45 seconds and the failure effects of the
emergency switchboard
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.
1. Fail the power supply to 440Vac/220Vac emergency transformers. Observe the
results and reinstate.
2. Fail the power supply to emergency switchboard from Main 440Vac Bus Bar B. If
E-gen auto started, trip the breaker E-Gen breaker to simulate total blackout of
440Vac ESB. Observe the results and reinstate.

Results 1. Blackout of 220Vac ESB and no effect to DP station keeping.

Expected Loss of 220Vac ESB leading to loss of
- Distribution Board EL4
- Supply to 24Vdc Switch Board
- Backup Power for IDB-B
- Backup Power for IDB-A
- Backup Power for Distribution Board L8

2. Blackout of 440Vac ESB, and no effect with DP station keeping.

Loss of 440Vac ESB leading to loss of:
- Emergency Generator room vent. fan
- No.2 Steering Gear
- No.4 Steering gear

Alarms on DP and AMS. Vessel maintains position with all thrusters.

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Actual 1. Loss of 220Vac ESB leading to loss of:
Results
CB Equipment Alarms Effects on DP
1 Distribution Board See Below
EL4
2 Supply to 24Vdc Alarm on Panel Loss of charger supply to
Switch Board “No.1 Charger Fault” 24Vdc. Loss of
redundancy. No
immediate effect on DP.
3 Backup Power for No alarm Loss of backup power.
IDB-B Loss of redundancy. Main
power still available.
4 Backup Power for No alarm Loss of backup power.
IDB-A Loss of redundancy. Main
power still available.
5 Backup Power for No alarm Loss of backup power.
Distribution Board L8 Loss of redundancy. Main
power still available.

Loss of DB EL4 leading to loss of equipment below:

CB Equipment Alarms Effects on DP
1 IJS No alarm Loss of IJS. Loss of
redundancy. DP continue
operate at workstation.
2 No.1 DP UPS Alarm on DP Loss of power supply to
“UPS1 Input Supply UPS. Loss of redundancy.
Failure” UPS continue operate at
least 30mins with
remaining battery.
3 No.2 DP UPS Alarm on DP Loss of power supply to
“UPS2 Input Supply UPS. Loss of redundancy.
Failure” UPS continue operate at
least 30mins with
remaining battery.

2. Loss of 440Vac ESB leading to loss of:

CB Equipment Alarms Effects on DP
1 Emergency No alarm No effect on DP.
Generator room vent.
fan
2 No.2 Steering Gear Alarm on Panel Loss of No.2 Steering
“Power Freq. Failure” Gear. Loss of
redundancy. No effect on
equipment and DP.
3 No.4 Steering Gear Alarm on Panel Loss of No.4 Steering
“Power Freq. Failure” Gear. Loss of
redundancy. No effect on
equipment and DP.
4 Emergency Loss of Emergency Transformer leading to loss of
Transformer 220Vac ESB.
Refer to Result above for loss of 220Vac ESB.

Loss of redundancy. No effect on DP. Vessel maintain position with all thrusters.

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Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 24 Failure of 440Vac Bus Bar A
Equipment 440Vac Main Switchboards
Objective To demonstrate the failure effects of the 440Vac Bus Bar A
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.
1. Open circuit breaker from DG1 to 440Vac Bus Bar A. Observe results and restore.

Results 1. Alarms on AMS for loss of 440Vac Bus Bar A.

Expected Vessel maintains position with remaining thrusters.
Actual 1. Alarms on AMS for loss of 440Vac Bus Bar A “D17 AMS Main Power Source Failure
Results Alarm”. Vessel maintains position with remaining thrusters.

Loss of 440Vac Bus Bar A leading to loss of

CB Equipment Alarms Effects

1 Bilge/Ballast Pump No alarm No effect on DP.
2 FO Transfer Pump No alarm No effect on DP.
3 Air Compressor Alarm on AMS No immediate effect on DP.
No.1 “No.1 Air Cond.
Compressor
Alarm”
4 Engine Room No alarm No effect on DP. Other ventilation
Supply Fan No.1 available.
5 M/E LO No alarm Loss of standby pump. Loss of
Priming/Stby Pump redundancy. Main pump still
functioning.
6 FW LT Stby Pump No alarm Loss of standby pump. Loss of
redundancy. No.2 FW LT Cooling
pump still functioning.
7 No.3 Steering Gear Alarm on Panel Loss of No.3 Steering Gear. Loss
“Power of redundancy. No.4 steering gear
Freq.Failure” available. No effect on DP.
8 No.1 Steering Gear Alarm on Panel Loss of No.1 Steering Gear. Loss
“Power of redundancy. No.2 steering gear
Freq.Failure” available. No effect on DP.
9 HVAC Control No alarm No effect on DP.
Panel
10 Azimuth Thruster No alarm Loss of redundancy. Backup
Hyd. Pump power supply still available. No
effect on running equipment.
11 Supply fan cement No alarm No effect on DP.
compartment
12 No.1 M/E FO Feed No alarm Loss of No.1 M/E FO Feed Pump.
Pump Loss of redundancy. No effect on
DP.
13 No.1 LO Purifier Alarm on AMS Loss of No.1 LO Purifier. Loss of
“ No.1 Lub Oil redundancy. No effect on DP.
Purifier Common
Alarm”
14 FW Pressure Pump No alarm No effect on running equipment.
15 M/E SWC Stby No alarm Loss of standby pump. Loss of
Pump redundancy. No effect on running
equipment.

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16 FW-SW Pressure No alarm Loss of standby pump. Loss of
Stby Pump redundancy. No effect on running
equipment.
17 No.1 M/E Gear Box No alarm Loss of standby pump. Loss of
LO Stby Pump redundancy. No effect on running
equipment.
18 M/E SW Pump No.1 Alarm on AMS Loss of Main pump. Loss of
“ D17 Port ME redundancy. Standby pump still
S.W Pump Low available and start manually.
Pressure Alarm”
19 No.1 Transformer Loss of 220Vac Bus Bar A (See below results)
20 No.1 FW LT Alarm on AMS Loss of Main pump. Loss of
Coolwater Pump “D16 Port ME LT. redundancy. Standby pump still
Pump Low available and start automatically.
Pressure”
21 No.1 M/E Jacket Alarm on AMS No effect on DP.
Water Heater “D14 19HT
P.ME-Jacket
Water Pre Heater
Failure Alarm”
22 FO Purifier Alarm on AMS No effect on DP.
“Fuel Oil Purifier
Common Alarm”
23 No.3 E/R Exhaust No alarm No effect on DP. Other ventilation
Fan available.

Loss of No.1 Transformer leading to loss of 220Vac Bus Bar A and its equipment:
CB Equipment Alarms Effects
1 Bow Thruster Alarm on AMS Loss of redundancy. Bow
Electronic Control “DI3 Bow Thruster Thruster Electronic
Unit Normal Control Fail Control Unit continues to
Alarm” operate on backup
supply.
2 24Vdc Charging Visual and audible alarm 24Vdc Bus Bar E on
and Discharging on battery panel “No.1 battery supply for at least
Panel Charger Failure” 30mins
3 ESB No alarm Main supply from
Emergency Transformer
4 No.1 CPP Alarm on AMS Loss of redundancy. No.1
Electronic Control “DI5 P.CPP Normal CPP Electronic Control
Unit (Port) Control Fail Alarm” Unit (Port) continues to
operate on backup power
supply.
5 Distribution board A No alarm Auto changeover of
(IDB-A) IDB-A to 220Vac ESB

6 DB L5: No alarm Loss of main power

No.1 Gyro supply to gyro, backup
power supply still
available.

Auto changeover of IDB-A.

Loss of redundancy. No immediate effect on DP.
Vessel maintains position with all thrusters

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Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 25 Failure of 440Vac Bus Bar B
Equipment 440Vac Main Switchboards
Objective To demonstrate the failure effects of the 440Vac Bus Bar B
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Open circuit breaker from DG2 to 440Vac Bus Bar B. Observe results and restore.
Results 1. Alarms on AMS for loss of 440Vac Bus Bar B and loss of power supply to 440Vac
Expected ESB. E-gen started less than 45 seconds. Vessel maintains position with remaining
thrusters.
Actual Loss of 440Vac Bus Bar B leading to loss of:
Results CB Equipment Alarms Effects on DP
1 Service Air No alarm No effect on DP.
Compressor
2 Air Compressor No.2 Alarm on AMS No immediate effect on DP.
“No.2 Air Cond.
Compressor
Alarm”
3 Engine Room Supply No alarm No effect on DP. Other ventilation
Fan No.2 available.
4 GS/Fire Detergent No alarm No effect on DP.
Starter
5 ESB No alarm Temporary loss of power supply to
ESB. E-gen start automatically in
less than 45 second.
6 Shore Connection No alarm No effect on DP.
7 Wheelhouse Air No alarm No effect on DP. Other ventilation
Conditional Unit available.
8 Azimuth Thruster Hyd No alarm Loss of redundancy. Main power
Pump supply still available. No effect on
running equipment.
9 M/E LO Priming/Stby No alarm Loss of standby pump. Loss of
Pump redundancy. No effect on running
equipment.
10 Sea Water Pressure No alarm No effect on running equipment.
Pump
11 Supply Fan Steering No alarm No effect on DP.
Gear Room
12 No.2 E/R Exhaust No alarm No effect on DP.
Room
13 Exhaust Fan Cement No alarm No effect on DP.
Compartment
14 No.2 M/E FO Feed No alarm Loss of No.2 M/E FO pump. Loss
Pump of redundancy. No effect on
equipment.
15 LO Purifier Alarm on AMS No effect on DP.
“No.2 Lub Oil
Purifier
Common Alarm”
16 M/E SW Pump No.2 Alarm on AMS Loss of Main pump. Loss of
“D17 Stbd ME redundancy. Standby pump still
S.W Pump Low available and start manually.
Pressure Alarm”

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17 No.2 Transformer Loss of 220Vac Bus Bar B (See below results)
18 No.2 FW LT Alarm on AMS Loss of Main pump. Loss of
Coolwater Pump “D16 Stbd ME redundancy. Standby pump still
LT Pump Low available and start automatically.
Pressure”
19 No.2 M/E Jacket Alarm on AMS No effect on DP.
Water Heater “D14 19HT
S.ME-Jacket
Water Pre
Heater Failure
Alarm”
20 No.2 M/E Gear Box No alarm Loss of standby pump. Loss of
LO Stby Pump redundancy. No effect on running
equipment.

Loss of No.2 Transformer leading to loss of 220Vac Bus Bar B and its equipment:
CB Equipment Alarms Effects on DP
1 E-Gen battery No alarm on AMS. No effect on DP.
charger
2 No.2 CPP Alarm on AMS Loss of redundancy. No.2
Electronic Control “DI7 S.CPP Normal CPP Electronic Control
Unit (Stbd) Control Fail Alarm” Unit (Stbd) continues to
operate on backup power
supply.
3 Stern Thruster Alarm on AMS Loss of redundancy. Stern
Electronic Control “DI1 Stern Thruster Thruster Electronic
Unit Normal Control Fail Control Unit continues to
Alarm” operate on backup power
supply.
4 Azimuth Thruster Alarm on AMS Loss of redundancy.
Electronic Control “D15 Azimuth Thruster Azimuth Thruster
Unit Normal Control Fail Electronic Control Unit
Alarm” continue to operate on
backup power supply
5 Distribution Board B No alarm Auto Changeover of IDB-B
(IDB-B) to 220Vac ESB
6 DB L8: No alarm Loss of main power supply
-No.2 Gyro to gyro, backup power
-No.3 Gyro supply still available.
Loss of redundancy. Vessel maintains position with all thrusters.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 26 Simulate Main Engine Failure
Equipment Main Engine
Objective To demonstrate the failure effects of the main engine
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail the Port main engine by simulate fault (i.e. activate E-stop, initiate low LO
pressure) on the main engine. Observe results and reinstate
2. Fail the Stbd main engine by simulate a fault on the main engine (i.e. activate
E-stop, initiate low LO pressure). Observe results and reinstate

Results 1. Alarm for loss of Port main propulsion and Port Shaft Generator initiated on alarm
Expected monitoring system. Loss of Port shaft generator leads to loss of Bow Thruster and
Port main propulsion. Vessel still maintains position with remaining thrusters.
2. Alarm for loss of Stbd main propulsion and Stbd Shaft Generator initiated on alarm
monitoring system. Loss of Stbd shaft generator leads to loss of Stern Thruster and
Stbd main propulsion. Vessel still maintains position with remaining thrusters.

Actual
Results Item Port ME Stbd ME
Deviation Heading and Position:
Environmental Force and Direction:
Wind Speed and Direction:

Test not carried out.

Comments

Witnessed by Date Witnessed by Date

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Test No: 27 Failure of Power Management System
Equipment Power Management System
Objective To demonstrate the redundancy and effects of PMS
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Remove MSB primary power supply. Observe results and restore.

2. Remove MSB secondary power supply. Observe results and restore.
3. Remove both 24Vdc supplies. Observe results and restore.
4. Remove Can Bus A. observe results and restore.
5. Remove Can Bus B. observe results and restore.
6. Remove power supply to each DG PPM unit. Observe results and restore.
7. Remove power supply to each DG EGN unit. Observe results and restore.

Results 1. Alarm on MSB panel. Loss of redundancy. No effect on DP operation

Expected 2. Alarm on MSB panel. Loss of redundancy. No effect on DP operation
3. Loss of PMS control to DGs. No effect on DGs running and DP operation
4. Alarm on PMS display unit and MSB Panel. Loss of redundancy. No effect on DP
operation
5. Alarm on PMS display unit and MSB Panel. Loss of redundancy. No effect on DP
operation
6. Loss of PMS control to each DG. Alarm on PMS display unit. Loss of redundancy.
No effect on DP operation
7. Loss of PMS control to each DG. Loss of redundancy. No effect on DP operation

Actual Test not carried out.

Results

Comments
Items Primary Power Supply Secondary Power Supply
Main Switchboard Internal Supply 24Vdc Bus Bar E

Witnessed by Date Witnessed by Date

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Test No: 28 Tunnel Thruster Aux. System Failure
Equipment Thrusters
Objective To demonstrate the failure effect of tunnel thruster hydraulic system.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail power supply to Hydraulic pump. – Observe the results and restore. (Note: If the
power supply is supplied from the motor starter panel or from 440Vac main bus bar.)
2. Check start inhibit / restore Hydraulic and start thruster.
3. Simulate low level of header oil tank for each tunnel thruster.

Results 1. Alarm on thruster control panel for loss thruster and auto deselected from DP
Expected system.
2. Tunnel thruster not started due to start is inhibited.
3. Alarm on thruster control panel for low level in header tank. No effect on DP. Vessel
maintains position with all thrusters.

Actual Test not carried out.

Results

Comments

Witnessed by Date Witnessed by Date

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Test No: 29 Tunnel Thruster Control System Failure
Equipment Thrusters / main propulsion
Objective To demonstrate the failure effect of tunnel thruster control system.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail ready signal from DP Cabinet- Observe the effect and reinstate.
2. Fail pitch command from DP to Thruster Control Cabinet – Observe the effect and
reinstate.
3. Fail pitch feedback from Thruster Control Cabinet to DP – Observe the effect and
reinstate.
4. Fail pitch command from Thruster Control Cabinet to pitch solenoid valve– Observe
effect and reinstate.
5. Fail pitch feedback from pitch solenoid valve to Thruster Control Cabinet – Observe
effect and reinstate.

Results
Expected No. BT Effect on DP Alarm on DP BT effect
1 DP Ready Signal BT deselected Tunnel Bow not Pitch to zero
ready
2 DP Pitch BT deselected Tunnel Bow not Pitch to zero
Command ready
3 DP Pitch BT remains Tunnel Bow input Thruster follows
Feedback enabled error pitch DP command
4 Internal Pitch BT remains Tunnel Bow not Pitch freeze
Command enabled ready
5 Internal Pitch BT deselected Tunnel Bow not Pitch to zero
Feedback ready

No. ST Effect on DP Alarm on DP ST effect

1 DP Ready Signal ST deselected Tunnel Stern not Pitch to zero
ready
2 DP Pitch ST deselected Tunnel Stern not Pitch to zero
Command ready
3 DP Pitch ST remains Tunnel Stern Thruster follows
Feedback enabled input error pitch DP command
4 Internal Pitch ST remains Tunnel Stern not Pitch freeze
Command enabled ready
5 Internal Pitch ST deselected Tunnel stern Not Pitch to zero
Feedback ready

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Actual
Results No. BT Effect on DP Alarm on DP BT effect
1 DP - Ready
Signal
2 DP - Pitch
Command
3 DP - Pitch
Feedback
4 Internal - Pitch
Command
5 Internal - Pitch
Feedback

No. ST Effect on DP Alarm on DP ST effect

1 DP - Ready
Signal
2 DP - Pitch
Command
3 DP - Pitch
Feedback
4 Internal - Pitch
Command
5 Internal - Pitch
Feedback

Test not carried out.

Comments
Note:

Items Terminal Connection / Breaker No.

DP Ready Signal BT: CC01 IPC DO 02 – 1,4
ST: CC01 IPC2 DI 02 – 1,4
DP Pitch Command BT: CC01 IPC1 AO 01 – 1,3
ST: CC01 IPC2 AO 01 – 1,3

DP Pitch Feedback BT: CC01 IPC1 AI 02 – 1,3

ST: CC01 IPC2 AI 01 – 1,3
Internal Thruster Pitch BT: UN10 X20: 7,6
Command
ST: UN10 X20: 7,6
Internal Thruster Pitch BT: UN10 M23:19
Feedback
ST: UN10 M23:19

Witnessed by Date Witnessed by Date

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Test No: 30 Azimuth Thruster Control System Failure

Equipment Thrusters / main propulsion
Objective To demonstrate the failure effect of tunnel thruster control system.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail ready signal from DP Cabinet- Observe the effect and reinstate.
2. Fail RPM command from DP to Thruster Control Cabinet – Observe the effect and
reinstate.
3. Fail RPM feedback from Thruster Control Cabinet to DP – Observe the effect and
reinstate.
4. Fail Azimuth command from Thruster Control Cabinet to pitch solenoid valve–
Observe effect and reinstate.
5. Fail Azimuth feedback Main from pitch solenoid valve to Thruster Control Cabinet –
Observe effect and reinstate.
6. Fail Clutch command signal – Observe effect and reinstate.
7. Fail Clutch feedback signal – Observe effect and reinstate.
8. Fail RPM command from Thruster Control Cabinet to Thruster – Observe effect and
reinstate.
9. Fail RPM feedback from Thruster to Thruster Control Cabinet – Observe effect and
reinstate.

Results
Expected No. AT Effect on DP Alarm on DP AT effect
1 DP Ready Signal AT deselected AT not ready Pitch to zero
2 DP RPM AT deselected AT not ready Clutches out
Command
3 DP RPM AT remains AT input error Azimuth follows
Feedback enabled pitch DP command
4 DP Azimuth AT deselected AT not ready Pitch to zero
Command
5 DP Azimuth AT remains AT not ready Azimuth
Feedback enabled AT Pitch Feedback freeze
Feedback Fault
6 Clutch Command AT deselected AT Clutch Fault Clutches out
7 Clutch Feedback AT deselected AT Clutch Fault Azimuth follows
DP command
8 Internal RPM AT remains AT Speed Azimuth follows
Command enabled Feedback Failure DP command
9 Internal RPM AT remains AT Feedback Azimuth follows
Feedback enabled Failure DP command
10 Internal Azimuth AT deselected AT not ready Pitch to zero
Command
11 Internal Azimuth AT deselected AT not ready Internal Azimuth
Feedback Feedback freeze

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Actual
Results No. AT Effect on DP Alarm on DP AT effect
1 DP Ready Signal
2 RPM Command
3 RPM Feedback
4 DP Azimuth
Command
5 DP Azimuth
Feedback
6 Clutch Command
7 Clutch Feedback
8 Internal RPM
Command
9 Internal RPM
Feedback
10 Internal Azimuth
Command
11 Internal Azimuth
Feedback

Test not carried out.

Comments
Note:

Items Terminal Connection / Breaker No.

DP Ready Signal AT: CC02 IPC1 DI 02 – 1,4
RPM Command AT: CC02 IPC1 AO 01 – 1,3
RPM Feedback AT: CC02 IPC1 AI 01 – 1,3
DP Azimuth Command AT: CC02 IPC1 AO 01 – 5,7

DP Azimuth Feedback AT: CC02 IPC1 AI 01 – 5,7

Clutch Command AT: CC02 IPC1 DO 01 – 5,7
Clutch Feedback AT: CC02 IPC1 DI 02 – 5,7
Internal RPM Command AT: UN10, M23-23
Internal RPM AT: M13-11
Feedback
Internal Azimuth AT: UN10: X5 21,22
Command
Internal Azimuth AT: M23-19,20
Feedback

Witnessed by Date Witnessed by Date

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Test No: 31 Main Propulsion & Rudder Control System Failure

Equipment Thrusters / main propulsion
Objective To demonstrate the failure effect of main propulsion and rudder control system.
Assumption Power plant, PMS, DP, and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail ready signal from CPP control cabinet to DP.

2. Fail pitch command signal from DP to CPP control cabinet. Observe results and
restore.
3. Fail pitch feedback signal from CPP control cabinet to DP. Observe results and
restore.
4. Fail pitch command signal from CPP control cabinet to CPP Hydraulic Unit (solenoid
valve). Observe results and restore.
5. Fail pitch feedback signal from propulsion unit (potentiometer) to CPP control
cabinet. Observe results and restore.
6. Fail ready signal from Rudder Control Cabinet to FP
7. Fail steering command signal from DP to Rudder control cabinet. Observe results
and restore.
8. Fail steering feedback signal from Rudder control cabinet to DP. Observe results
and restore
9. Fail steering command signal from CPP control cabinet to CPP Hydraulic Unit
(solenoid valve). Observe results and restore.
10. Fail steering feedback signal from Rudder unit (potentiometer) to Rudder control
cabinet. Observe results and restore. .
11. Repeat step 1 to 10 for Stbd Main propulsion and Stbd Rudder.
Propulsion and rudders are to fail safe (I.e To zero order or remain in last order)
Results
Expected Port Propeller
No. Port side Effect on DP Alarm on DP Effect
1 DP Ready Propeller Propeller Port not Pitch to zero
Signal deselected ready
2 DP Pitch Propeller Propeller Port not Pitch to zero
Command deselected ready
3 DP Pitch Propeller remains Propeller Port Propeller follows
Feedback enabled input error pitch DP command
4 Internal Pitch Propeller remains Propeller port Pitch freeze
Command enabled prediction error
5 Internal Pitch Propeller remains Propeller port Pitch freeze
Feedback enabled prediction error

Stbd Propeller
No. Stbd side Effect on DP Alarm on DP Effect
1 DP Ready Propeller Propeller Stbd not Pitch to zero
Signal deselected ready
2 DP Pitch Propeller Propeller Stbd not Pitch to zero
Command deselected ready
3 DP Pitch Propeller remains Propeller Stbd Propeller follows
Feedback enabled input error pitch DP command
4 Internal Pitch Propeller remains Propeller Stbd Pitch freeze
Command enabled prediction error
azimuth

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5 Internal Pitch Propeller remains Propeller Stbd Pitch freeze
Feedback enabled prediction error
azimuth

Port Rudder
No. Port Side Effect on DP Alarm on DP Effect
1 DP Ready Rudder deselected Rudder Port not Pitch to zero
Signal ready
2 DP Steering Rudder remains Rudder port Pitch freeze
Command enabled Prediction error
azimuth
3 DP Steering Rudder remains Rudder port input Rudder follows DP
Feedback enabled error azimuth command
4 Steering Rudder remains Rudder port Pitch freeze
Command enabled prediction error
azimuth
5 Steering Rudder remains Rudder port Pitch freeze
Feedback enabled prediction error
azimuth

Stbd Rudder
No. Stbd side Effect on DP Alarm on DP Effect
1 DP Ready Rudder deselected Rudder Stbd not Pitch to zero
Signal ready
2 DP Steering Rudder remains Rudder stbd Pitch freeze
Command enabled Prediction error
azimuth
3 DP Steering Rudder remains Rudder stbd input Rudder follows DP
Feedback enabled error azimuth command
4 Steering Rudder remains Rudder stbd Pitch freeze
Command enabled prediction error
azimuth
5 Steering Rudder remains Rudder stbd Pitch freeze
Feedback enabled prediction error
azimuth

Results Port Propeller

Actual No. Port side Effect on DP Alarm on DP Effect
1 DP Ready
Signal
2 DP Pitch
Command
3 DP Pitch
Feedback
4 Internal Pitch
Command
5 Internal Pitch
Feedback

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Stbd Propeller
No. Stbd side Effect on DP Alarm on DP Effect
1 DP Ready
Signal
2 DP Pitch
Command
3 DP Pitch
Feedback
4 Internal Pitch
Command
5 Internal Pitch
Feedback

Port Rudder
No. Port side Effect on DP Alarm on DP Effect
1 DP Ready
Signal
2 DP Steering
Command
3 DP Steering
Feedback
4 Steering
Command
5 Steering
Feedback

Stbd Rudder
No. Stbd side Effect on DP Alarm on DP Effect
1 DP Ready
Signal
2 DP Steering
Command
3 DP Steering
Feedback
4 Steering
Command
5 Steering
Feedback

Test not carried out.

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Comments Propeller
Items Terminal Connection / Breaker No.
DP Ready Signal Port: CC02 DI 02 – 1,4
Stbd: CC01 DI 02 – 1,4
DP Pitch Command Port: CC02 AO 01 -1,3
Stbd: CC01 AO 01 – 1,3
DP Pitch Feedback Port: CC02 AI 02 – 1,3
Stbd: CC01 AI 02 – 1,3
Internal Propeller Port: UN 10: x20 5-7
Command
Stbd: UN 10: x20 5-7
Internal Propeller Port: UN10: M23 19
Feedback
Stbd: UN10: M23 19

Rudder
DP Ready Signal Port: CC02 IPC2 DI 02 – 5,8
Stbd: CC01 IPC3 DI 02 – 5,8
DP Rudder Command Port: CC02 IPC2 AO 02 – 1,3
Stbd:CC01 IPC3 AO 02 – 1,3
DP Rudder Feedback Port: CC02 IPC2 AI 01 – 1,3
Stbd: CC01 IPC3 AI 01 – 1,3
Internal Rudder Command Port: -
Stbd: -
Internal Rudder Feedback Port: -
Stbd: -

Witnessed by Date Witnessed by Date

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Test No: 32 Thrusters Control System Failure

Equipment Thrusters / main propulsion
Objective To demonstrate the redundancy and the failure effects of thrusters control system.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail power supply #1 to BT control cabinet. Reinstate.

2. Fail power supply #2 to BT control cabinet. Reinstate.
3. Repeat for Bow Azimuth Thruster, ST, PMP and SMP.

Results 1. Alarm on the loss of power supply #1 to thruster control.

Expected 2. Alarm on the loss of power supply #2 to thruster control.
3. As above for Bow Azimuth Thruster, PMP and SMP.

Actual BT
Results 1. Alarm on AMS “D13 Bow Thruster Normal Control Fail Alarm”. Loss of redundancy.
Bow thruster control cabinet continues to operate on backup supply.
2. Alarm on AMS “Bow Thruster Backup Control Fail Alarm”. Loss of redundancy. Bow
thruster control cabinet continues to operate on main supply.
ST
1. Alarm on AMS “D11 Stern Thruster Normal Control Fail Alarm”. Loss of redundancy.
Stern thruster control cabinet continues to operate on backup supply.
2. Alarm on AMS “Stern Thruster Backup Control Fail Alarm”. Loss of redundancy. Stern
thruster control cabinet continues to operate on main supply.
Azimuth Thruster
1. Alarm on AMS “D15 Azimuth Thruster Normal Control Fail Alarm”. Loss of
redundancy. Azimuth thruster control cabinet continues to operate on backup supply.
2. Alarm on AMS “Azimuth Thruster Backup Control Fail Alarm”. Loss of redundancy.
Azimuth thruster control cabinet continues to operate on main supply.
PMP
1. Alarm on AMS “D15 P.CPP Normal Control Fail Alarm”. Loss of redundancy.
No.1 CPP control cabinet continues to operate on backup supply.
2. Alarm on AMS “D15 P.CPP Backup Control Fail Alarm”. Loss of redundancy. No.1
CPP control cabinet continues to operate on main supply.
SMP
1. Alarm on AMS “D17 S.CPP Normal Control Fail Alarm”. Loss of redundancy.
No.2 CPP control cabinet continues to operate on backup supply.
2. Alarm on AMS “D17 S.CPP Backup Control Fail Alarm”. Loss of redundancy. No.2
CPP control cabinet continues to operate on main supply.

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Comments Note:
Equipment 1st Power Supply 2nd Power Supply
Bow Tunnel Thruster 220Vac Bus Bar A 24Vdc DC1
Stern Tunnel Thruster 220Vac Bus Bar B 24Vdc DC1
Bow Azimuth Thruster 220Vac Bus Bar B 24Vdc DC2
No.1 CPP Control Cabinet 220Vac Bus Bar A 24Vdc DC1
(P)
No.2 CPP Control Cabinet 220Vac Bus Bar B 24Vdc DC2
(S)

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 33 Main Engine Control System Failure
Equipment Main Engine
Objective To demonstrate the redundancy and the failure effects of ME control system.
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Fail power supply #1 to ME Port control cabinet. Reinstate.

2. Fail power supply #2 to ME Port control cabinet. Reinstate.
3. Repeat for ME Stbd.

Results 1. Alarm on AMS on the loss of power supply #1 to ME Port control.

Expected 2. Alarm on AMS on the loss of power supply #2 to ME Port control.
3. As above for ME Stbd. No effect on DP. Vessel maintains position with all thrusters.

Actual ME (P):
Results 1. Alarm on AMS “P.ME Control Fail Alarm”. Loss of redundancy. No.1 ME control
cabinet continue operate on backup power supply.
2. Alarm on AMS “P.ME Control Fail Alarm”. Loss of redundancy No.1 ME control
cabinet continue operate on main power supply.
ME (S):
1. Alarm on AMS “S.ME Control Fail Alarm”. Loss of redundancy. No.2 ME control
cabinet continue operate on backup power supply.
2. Alarm on AMS “S.ME Control Fail Alarm”. Loss of redundancy No.2 ME control
cabinet continue operate on main power supply.

Comments Note:

Equipment 1st Power Supply 2nd Power Supply

ME Port Control system 24Vdc Bus Bar E DC3 24Vdc Bus Bar F DC4
ME Stbd Control system 24Vdc Bus Bar F DC4 24Vdc Bus Bar E DC3

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 34 Thrusters Emergency Stop

Equipment Thrusters / main propulsion
Objective To demonstrate the effectiveness, alarms and failure mode of the Thruster E-stop
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Operate E-stop pushbuttons for each thruster. Observe result then reinstate.
2. Check Loop monitoring of E-stop simulation open or short circuit. Observe result
then reinstate.

Results 1. E-stop button activation

Expected Thrusters Alarm on DP Effect on Thruster
Port Main Engine Propeller port not ready Propeller Port and BT
Tunnel bow not ready deselect from DP
Stbd Main Engine Propeller stbd not ready Propeller Stbd and ST
Tunnel stern not ready deselect from DP
BT Tunnel bow not ready Bow Thruster deselect
from DP
ST Tunnel stern not ready Stern Thruster deselect
from DP
AT Bow Azimuth not ready Bow Azimuth deselected
from DP

2. Wire break simulation

Thrusters Alarm on AMS/Thruster panel Effect on Thruster
Port Main Engine ME(P) Common Alarm Auto/Em.cy No effect on thruster
Stop
Stbd Main Engine ME(S) Common Alarm Auto/Em.cy No effect on thruster
Stop
BT BT Integrated alarm No effect on thruster

ST ST Integrated alarm No effect on thruster

AT AT integrated alarm No effect on thruster

3.Short Circuit simulation

Thrusters Alarm on DP Effect on Thruster
Port Main Engine CPP port not ready Propeller Port and BT
Tunnel bow not ready deselect from DP
Stbd Main Engine CPP stbd not ready Propeller Stbd and ST
Tunnel aft not ready deselect from DP
BT Tunnel bow not ready Bow Thruster deselected
from DP
ST Tunnel stern not ready Stern Thruster deselected
from DP
AT Bow Azimuth not ready Azimuth Thruster
deselected from DP

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Actual 1. E-stop button activation
Results Thrusters Alarm on DP Effect on Thruster
Port Main Engine
Stbd Main Engine
BT
ST
AT

2. Wire break simulation

Thrusters Alarm on AMS/Thruster panel Effect on Thruster
Port Main Engine P.ME Comm Error Alarm Thruster continue
operation but loss of ability
to E-stop
Stbd Main Engine S. ME Comm Error Alarm Thruster continue
operation but loss of ability
to E-stop
BT BOW1 NC Thruster Start Failure Thruster continue
operation but loss of ability
to E-stop
ST STERN1 NC Thruster Start Failure Thruster continue
operation but loss of ability
to E-stop
AT BOWAZ1 NC Thruster Start Failure Thruster continue
operation but loss of ability
to E-stop

3.Short Circuit simulation

Thrusters Alarm on DP Effect on Thruster
Port Main Engine
Stbd Main Engine
BT
ST
AT

Comments Test not carried out.

Witnessed by Date Witnessed by Date

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Test No: 35 FW Cooling System

Equipment FW cooling System
Objective To demonstrate the failure effects of FW Cooling system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Simulate low level alarm for each diesel generator’s freshwater expansion tank.
2. Simulate low level alarm for Port Main propulsion system freshwater expansion tank.
3. Simulate failure of the running LT FW cooling pump No.1. Observe result then
reinstate.
4. Simulate low pressure alarm for Port Main Engine LT freshwater cooling system.
Observe the results and reinstate.
5. Simulate low pressure alarm for Port Main Engine HT freshwater cooling system.
Observe the results and reinstate.
6. Repeat the step 2 to 5 for Stbd Main Propulsion
Results 1. Alarm of low level Exp. Tank. No effect on engine.
Expected 2. Alarm of low level Exp. Tank. No effect on Main propulsion.
3. Alarm of loss of running FW pump and manual start standby pump. No effect on Port
Main propulsion.
4. Alarm of low pressure alarm. No immediate effect on main engine
5. Alarm of low pressure alarm. No immediate effect on main engine
6. Same results for Stbd Main Propulsion
Actual DG1
Results 1. Alarm on AMS “D14 Gen1 Water Level Low Alarm”. No effect on running engine.
DG2
1. Alarm on AMS “D14 Gen2 Water Level Low Alarm”. No effect on running engine.
PME
2. Alarm on panel “M/E Exp Tank(P) L.L”. No effect on main propulsion.
3. Alarm on AMS: “DI6 Port ME LT. Pump Low Pressure”. Standby pump start
manually. No effect on equipment.
4. Main Engine continue running
Alarm on AMS: “DI6 Port ME LT. Pump Low Pressure”
5. Main Engine continue running
Alarm on AMS: “DI6 Port ME HT. Pump Low Pressure”
SME.
2. Alarm on panel “M/E Exp Tank(S) L.L”. No effect on main propulsion.
3. Alarm on AMS: “DI6 Stbd ME LT. Pump Low Pressure”. Standby pump start
manually. No effect on equipment.
4. Main Engine continue running
Alarm on AMS: “DI6 Stbd ME LT. Pump Low Pressure”
5. Main Engine continue running
Alarm on AMS: “DI6 Stbd ME HT. Pump Low Pressure”
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 36 Compressed Air System

Equipment Compress Air System
Objective To demonstrate the failure effects of compressed air system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Isolate the starting air for Port main engine and drain the supply line.
2. Isolate the starting air for Stbd main engine and drain the supply line.
3. Isolate the control air for Port main engine and drain the supply line.
4. Isolate the control air for Stbd main engine and drain the supply line.

Results 1. Alarm on alarm monitoring system with no impact on any running equipment
Expected required for station keeping.
2. Alarm on alarm monitoring system with no impact on any running equipment
required for station keeping.
3. Alarm on alarm monitoring system. Engine speed reduced to idling speed. SG
disconnected from switchboard. Loss of bow thruster and Port main propulsion.
Vessel maintains position with remaining thruster.
4. Alarm on alarm monitoring system. Engine speed reduced to idling speed. SG
disconnected from switchboard. Loss of stern thruster and Stbd main propulsion.
Vessel maintains position with remaining thruster.

Actual 1. Alarm on AMS 10 SA P.ME Starting Air Press Engine Low Alarm” @ 15MPa.
Results No effect on running equipment.
2. Alarm on AMS 10 SA S.ME Starting Air Press Engine Low Alarm” @ 15MPa.
No effect on running equipment.
3. Alarm on AMS “14 SA P.ME Manouver Air Press. Low Alarm”. Loss of Bow thruster
and port main propulsion. Vessel maintain position with remaining thruster.
4. Alarm on AMS “14 SA S.ME Manouver Air Press. Low Alarm”. Loss of Stern thruster
and stbd main propulsion. Vessel maintain position with remaining thruster.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 37 Fuel Oil System
Equipment Fuel Oil System
Objective To demonstrate the failure effects of fuel oil system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Simulate low-level alarm on the Port fuel oil day tank.

2. Simulate low-level alarm on the Stbd fuel oil day tank.
3. Simulate high FO differential pressure alarm – FO filter (main engines)
4. Visual inspect of the QCV system

Results 1. Low level alarm in AMS, no effect on running engines.

Expected
2. Low level alarm in AMS, no effect on running engines.
3. High pressure alarm in AMS, no effect on running engines.
4. QCV clearly marked and free of any obstructions.

Actual 1. Alarm on tank level alarm device “F.O DAY TK.(P) L.L” is initiated. No immediate
Results effect on engine.
2. Alarm on tank level alarm device “F.O DAY TK.(S) L.L” is initiated. No immediate
effect on engine.
3. The test is not carried out.
4. QCV are clearly marked and in an enclosed cabinet.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 38 Lube Oil System
Equipment Lube Oil System
Objective To demonstrate the failure effects of lube oil system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Simulate low LO pressure on each diesel generator and main engine.

2. Simulate low LO level for each engine (Main engines and diesel generators) LO
sump tank.

Results 1. Alarm on AMS. Start of standby LO pump.

Expected 2. Alarm on AMS. Affected diesel generator shuts down.
3. Alarm on AMS on each engine.

Actual PME
Results 1. Alarm on AMS:
“DI6 PORT ME LO Low Pressure”
“P.ME STANDBY LO PUMP Auto Start Alarm”
PME LO Standby pump will auto-start.

2. Alarm on AMS: “DI1 LO P. ME. Lub. Oil Sump Level Low Alarm”

SME
1. Alarm on AMS:
“DI6 STBD ME LO Low Pressure”
“S.ME STANDBY LO PUMP Auto Start Alarm”
SME LO Standby pump will auto-start.

2. Alarm on AMS: “DI1 LO S.ME. Lub. Oil Sump Level Low Alarm”

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 39 Sea Water Cooling System
Equipment Sea Water Cooling System
Objective To demonstrate the failure effects of Sea Water Cooling system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Trip running SW Cooling pump No.1. Observe results and reinstate.

2. Trip running SW Cooling pump No.2. Observe results and reinstate.

Results 1. Alarm on AMS and manual start Emerg. standby SW Cooling pump after align and
Expected open the relevant valves. No effect on running engine and thrusters.
2. Alarm on AMS and manual start Emerg. standby SW Cooling pump after align and
open the relevant valves. No effect on running engine and thrusters.

Actual 1. Alarm on AMS:

Results “DI7 Port M.E S.W Pump Low Pressure Alarm”
No immediate effect to main engine.
SW Standby pump must be manually started after alignment of relevant valves.
2. Alarm on AMS:
“DI7 Stbd M.E S.W Pump Low Pressure Alarm:
No immediate effect to main engine.
SW Standby pump must be manually started after alignment of relevant valves.
Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 40 Ventilation / HVAC / WT Doors
Equipment Ventilation / HVAC / WT Doors
Objective To ensure good ventilation and WT Doors and fire dampers are operational
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Check cabinet fans and room air-conditioning units are operational.

2. Test fire dampers if remotely controlled.
3. Close all WT doors check if the alarm is sounded locally when the door is closing

Results 1. All operational.

Expected 2. All operational. Fire dampers are manually operated.
3. All doors close as intend, local alarm/light for remote closing of the door

Actual 1. All operational.

Results 2. All operational. Fire dampers are manually operated.
3. All doors close as intend, local alarm/light for remote closing of the door

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 41 Diesel Generators & Main Engine Protection, Alarms and Trips
Equipment Diesel Generators and Main Engines
Objective To demonstrate the operation of the generator engine protection that would help to
prevent a faulty generator creating a disturbance on the power system
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Check the maintenance that been carried out for the diesel generators and main
engines for the following items: -
i) High LO inlet temperature
ii) LO sump tank low level
iii) LO sump tank level high
iv) FO inlet pressure low
v) HT CFW inlet pressure low
vi) Over speed shutdown
vii) Low LO inlet pressure
viii) HT CFW outlet temp high
ix) Oil mist shutdown

Results 1. The crew has carried out the maintenance check for the above items.
Expected

Actual 1. PMS showed that the maintenance have been carried out.
Results

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 42 Voice Communications
Equipment Voice communication
Objective To demonstrate the effectiveness of internal voice communication
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Communication equipment between bridge and control stations (ECR, Bow thruster
room etc.) to be tested. Test to include raising call in each direction.
2. Check ergonomic on DP Bridge (Sun visors, DP console, vision, DP related
monitors/console, EM-stop etc.)

Results 1. Clear communication

Expected 2. Good ergonomic layout throughout.

Actual
Results 1.
Communications
Bridge BT/Azi
(Sound Powered ECR S/G Compart.
Fwd/Aft Compart.
Telephone)
ECR √ √ √

Bridge Fwd/Aft √ √ √

Communications Bridge BT/Azi

ECR S/G Compart.
(Auto Telephone) Fwd/Aft Compart.

ECR √ √ √

Bridge Fwd/Aft √ √ √

2. Satisfactory Ergonomic
Thrusters and Azimuth control panel and its E.stops are within reach from the DP
console with unobstructed aft vision.
DGNSS / Cyscan monitors are located just beside the DP console.

Comments

Witnessed by Date Witnessed by Date

David Wong 31/10/2018 Chung Li Ann 31/10/2018

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Test No: 43 Blackout Prevention
Equipment DP and Thrusters
Objective To verify operation of blackout prevention function
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. With the 2 shaft generators, 2 Main engines and all thrusters online. Increase Bow
thruster power demand using joystick. When load on SG1 reach 90%, observe.
2. Return joystick to neutral to reduce demand.

Results 1. When power consumption reaches 85% of available power on DG1

Expected
DP system will give warning “Power limit reached on Bus X”.

When power consumption reaches 90% of available power, alarm will be given
“Demand Reduced on Bus X”.

Thrust will be limited regardless of joystick demand to keep power consumption at

90%.

2. Demand reduces. Alarms cleared.

Actual 1. Shaft Generator has a power rating of 1730kW, even though BT with power rating of
Results 735kW runs at 100%, it is still within the capability of shaft generator. Therefore
power limit situation will not occur.

Comments Note: Settings to reduce the power limit of shaft generators are to be change by service
engineer, in order to fulfill the testing conditions.

Witnessed by Date Witnessed by Date

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Test No: 44 DP Endurance Test

Equipment DP System
Objective To demonstrate that DP can hold position for at least 4 hours without any problem
Assumption Power plant, PMS, DP and Thrusters are fully operational and available
Method With vessel on full auto DP and the full DP setup configuration as stated in the section 2.4.
All PRS and sensors are selected to DP.

1. Vessel remains in position with a constant heading for 4 hours.

2. Trace vessel position to obtain vessel’s footprint

Results Vessel remains in constant position

Expected

Actual
Results
Vessel maintains in position with constant heading and position.

Max radial error Start time

Max heading error End time
Start position Current
End position Wind

Comments Test not carried out.

Witnessed by Date Witnessed by Date

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Appendix C
SUPPORTING DOCUMENTS

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