Question 1

A DP2 vessel's quarterly DP drill consists of the DPO announcing "simulated drive-off" over the radio, waiting two minutes, then announcing "drill complete." No manual controls are tested, no emergency disconnect sequence is practised, and no alarm responses are verified. The master signs off the drill log.

What is wrong with this drill, and what should a meaningful DP emergency drill include?

Accepted Answer

A meaningful DP drill must test the actual response — DPO switching to manual joystick/individual thruster control, bridge team communications, engineering response to simulate alarm conditions, and worksite team disconnect sequence. A verbal-only drill does not verify that anyone can actually execute the emergency procedures when a real incident occurs IMCA M190 (Guidance on Annual DP Trials) and IMCA M117 emphasise that drills must be realistic enough to build genuine competence and reveal actual gaps in crew response. A verbal "simulated" drill tests nothing — it does not verify that the DPO can operate in manual mode under pressure, that the bridge team knows its roles, that the engine room responds correctly, or that the disconnect sequence works. Drills that are not realistic give false assurance and mean that when an actual incident occurs, the first real test of these procedures is the incident itself. IMCA DPE bulletins cite inadequate drill realism as a factor in poor incident response.

Question 2

A trainee DPO asks why the vessel has an Activity Specific Operations Guideline (ASOG) for each job, given that the vessel already has a general DP Operations Manual.

What is the primary purpose of an ASOG, and who is responsible for setting its limits?

Accepted Answer

The ASOG translates general vessel DP capability into specific, agreed criteria for a particular operation and worksite — weather limits, reference system minimums, thruster requirements, and alert zones. It is developed jointly by the vessel operator and the client/installation authority for each specific operation The ASOG (Activity Specific Operations Guideline) is the critical bridge between the vessel's certified DP capability and the specific risks of a particular operation. General capability is not enough — a vessel might be able to hold position in 35 knots open sea, but the same vessel near a fixed structure with a riser connected may need to abort at 20 knots to prevent structural damage. The ASOG sets specific go/no-go limits for that job, agreed between the vessel operator and the client, and defines what combination of failures requires an immediate disconnect or abort. It must be site-specific and operation-specific.

Question 3

During a sensitive DP operation, the lead DPO briefs the incoming watch DPO: "We're currently Green. If we go Yellow, I want to know immediately." A junior watch officer overhears and asks what the Green/Yellow/Red system actually means.

Which statement best describes the ASOG traffic light alert system?

Accepted Answer

Green means operations can continue normally within all ASOG limits; Yellow means a limiting parameter has been reached or a degradation has occurred and the DPO must assess whether to continue — typically with master informed; Red means the abort criteria have been met and operations must stop or disconnect immediately The ASOG traffic light system gives DPOs an immediately understandable status framework. Green = operate normally within all defined limits. Yellow = a defined threshold has been crossed (weather approaching limit, reference system degraded, thruster fault) — the master must be informed, monitoring intensifies, and the DPO must be ready to abort. Red = abort criteria met — operations stop, disconnect sequence initiated. The criteria for each colour are defined in the operation-specific ASOG, not by generic rules. The handover briefing must always include current ASOG status.