Question 1

A DP2 PSV experiences a sudden loss of position of approximately 8 metres, recovers automatically, and resumes station keeping. The master considers that since there was no contact, no injury, and no visible consequence, the incident does not need to be reported externally — only an internal SMS log entry will be made.

Is the master correct, and what reporting obligations apply?

Accepted Answer

The master is not correct. An unintended loss of position on a DP vessel is a reportable event to IMCA (if the operator is a member), to the flag state if it meets the flag's criteria, to the client (who may have their own reporting requirements), and to the vessel's DP class society. IMCA's incident database is specifically designed to capture near-misses to allow industry-wide learning — reporting is what prevents the next vessel from having the same incident IMCA's voluntary reporting system — and in many flag states, mandatory reporting of DP incidents — exists to generate the industry-wide learning that the IMCA DP Station Keeping reviews compile annually. The 217 incident reports submitted in 2024 came from companies who understood that sharing near-misses prevents fatalities. An 8-metre unintended position excursion, even with no contact, represents a system behaviour that could have been a disaster in different circumstances (divers in water, riser connected, proximate structure). Treating it as internal-only removes it from the learning system that other vessels depend on.

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.