Critical Activity Mode (CAM / CAMO)
The equipment configuration used when the consequence of losing position is unacceptable. It is typically split and redundant, with no single point of failure in service.
DP & FMEA Trials
Operating Modes and Activity Specific Operating Guidelines
Clear, vessel-specific documentation defining how a DP vessel is configured and operated for a given activity.
- CAMO / CAM
- TAM
- ASOG
- Operational Limits
Overview
CAM, TAM and ASOG exist so that the decision about how to configure and operate a DP vessel is made calmly in advance, by people with time to think, rather than on watch during a developing situation.
Maritime Expertise develops and reviews this documentation so that it reflects the vessel as built, the activity as planned and the limits the crew can actually work to.
Scope of work
- Review of the vessel FMEA, trials results and capability plots
- Definition of activity, criticality and consequence of position loss
- Determination of the appropriate operating mode for the activity
- Equipment availability and configuration requirements per mode
- Environmental limits: wind, sea state, current, visibility
- Position reference and sensor requirements
- Defined status levels and required responses
- Communication and decision responsibilities
- Crew familiarisation and posting of the documentation on the bridge
What we provide
Task Appropriate Mode (TAM)
A configuration proportionate to a lower-consequence task, defined explicitly rather than left to interpretation.
Activity Specific Operating Guidelines (ASOG)
Operational, environmental and equipment performance limits for a specific DP activity, with defined advisory, yellow and red responses.
Review against operations
Verification that existing documentation matches the vessel's actual configuration and current practice.
Frequently asked
- What is the difference between CAM and TAM?
- CAM is the configuration used when loss of position would have unacceptable consequences. TAM is a configuration appropriate to a task where that consequence is lower. Both are defined for the specific vessel.
- Why does ASOG need to be activity specific?
- Because the limits that matter change with the task. The wind speed that is comfortable during a standby differs from the one that matters while working close to an installation.
- Who signs off the documentation?
- The owner or operator owns the documentation. Our role is to develop or review it against the vessel and the intended activity.
- How often should it be reviewed?
- After modification to DP-related systems, after a new FMEA or trials, on change of activity or field, and at planned intervals set by the operator.
Related services
DP Audits & Inspections
Vessel-specific DP audits covering system performance, redundancy, documentation and competence.
FMEA / FMECA Proving Trials
Failure mode analysis and proving trials for DP Class 2 and Class 3 vessels.
DP & FMEA Trials
Technical assurance for dynamically positioned vessels, offshore units and critical marine operations.
Next step
Tell us about the vessel, the scope and the timeline.
We respond with the right marine professional, a defined methodology and clear reporting expectations.