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    DP station-keeping incidents published by IMCA

    Publications // August 10, 2007

    Determined to make their reports as up-to-date and relevant as possible, the International Marine Contractors Association (IMCA) has put out a call for DP station keeping incidents in tandem with the publication of its 2005 report on the subject.

    “This is one of IMCA’s many ‘rolling roles’,” explained technical director, Jane Bugler. “Some member companies automatically inform us of incidents, but we are always eager to make our annual report as comprehensive as possible and welcome reports from members and non-members alike. Preparation for the 2006 report has already begun in-house. And, at our annual seminar in Paris in November this year we will be holding a workshop on the use made by members of these incident reports.”

    The aim of the report is to help keep the DP fleet operational, safe and acceptable to authorities by feeding into improvements in designs, procedures and training, not only for IMCA member companies but for the whole DP fleet which is increasing so markedly at the moment with large numbers of new buildings of both marine construction and support vessels.

    Looking back to 2005, the newly published report sets out the analysis of 36 dynamic positioning incidents from drilling, dive support, ROV support, well operations, flotel, pipelay and offshore loading vessels.

    As in previous years, each incident has been categorised as a major loss of position (LOP1), minor loss of position (LOP2) or lost time incident (LTI).

    The report on 2005 activity gives information on 15 LOP1, six LOP2 and 15 LTI incidents, with computers and thrusters continuing to feature as significant initiating triggers for these events.

    “This shows the continuing trend of reducing DP incidents reported from its maximum of 110 in 2000 although the number of DP vessels is steadily increasing,” said Bugler.

    Data was provided on 29 vessels, an improvement on the previous year, but still a reduction from earlier years where between 35 and 40 vessels contributed.

    This gives an average of 1.2 reports per vessel, which is down on previous years of 1.5 for 2004; 1.42 for 2003 and 1.68 for 2002.

    As Bugler explained: “The same conclusions arise from this continuing trend, as in previous years, where the reduction in the number of reports is either a sign of good development and operation or a sign of poor commitment to reporting – or a combination of both.”

    The report provides incident trees for each occurrence. For future years, it is hoped to build on these reports by not only encouraging more reporting, but also by providing more feedback on the incidents. “One area in which this could take place is that of ‘lessons learnt’, which would be included in the report together with the initiating event and triggers,” added Bugler. 

    Folders for storage on members’ vessels of sets of the hole-punched versions are available on request from the IMCA office and are free of charge to contractor members of the association.  “Each folder holds 7-8 annual reports, we would like to see them on every vessel,” Bugler said.

    Copies of the latest report (IMCA M186) have been sent to all member companies, with additional copies for the Masters/Chief Engineers of IMCA member-owned/operated DP vessels to be included in the on-board folder.  Additional copies, which cost £20 for members of the association and £100 for non-members, are available from IMCA at www.imca-int.com; or from IMCA, 5 Lower Belgrave Street, London SW1W 0NR, UK. Tel: +44 (0)20 7824 5520;  Fax: +44 (0)20 7824 5521; email: publications@imca-int.com. Copies of the IMCA DP station keeping incident reporting form are available from the Association at the same address.

     

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