Dynamic positioning

For intermediat professional
Index Page
1. Information from Wikipedia 2011 1-14
2. Information from KONSBERG 15-16
(Manufacturer)
3. Video Presentation (YOUTUBE) 17
4. Published BOOKS (Amazone) 18-19
5. Some Manufacturers 20
6. Web Information: IMO & DP Committee 21-22
7. Conference 2011 23-29
8. The End

Offshore Support Vessel Toisa Perseus with, in
the background, the fifth-generation
deepwater drillship Discoverer Enterprise, over
the Thunder Horse Oil Field. Both are
equipped with DP systems.
Dynamic positioning
From Wikipedia, the free encyclopedia
Dynamic positioning (DP) is a computer controlled
system to automatically maintain a vessel's position
and heading by using its own propellers and thrusters.
Position reference sensors, combined with wind
sensors, motion sensors and gyro compasses, provide
information to the computer pertaining to the vessel's
position and the magnitude and direction of
environmental forces affecting its position. Examples of
vessel types that employ DP include, but are not
limited to, ships and semi-submersible Mobile Offshore
Drilling Units (MODU) and Oceanographic Research
Vessels.
The computer program contains a mathematical model
of the vessel that includes information pertaining to
the wind and current drag of the vessel and the
location of the thrusters. This knowledge, combined
with the sensor information, allows the computer to
calculate the required steering angle and thruster
output for each thruster. This allows operations at sea where mooring or anchoring is not feasible
due to deep water, congestion on the sea bottom (pipelines, templates) or other problems.
Dynamic positioning may either be absolute in that the position is locked to a fixed point over the
bottom, or relative to a moving object like another ship or an underwater vehicle. One may also
position the ship at a favourable angle towards wind, waves and current, called weathervaning.
Dynamic positioning is utilized by much of the offshore oil industry, for example in the North Sea,
Persian Gulf, Gulf of Mexico, West Africa, and off the coast of Brazil. There are currently more than
1000 DP ships.[citation needed]
Contents
1 History
2 Comparison between position-keeping options
3 Applications
4 Scope
5 Requirements
6 Reference systems
6.1 Position reference systems
6.2 Heading reference systems
Dynamic positioning - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Dynamic_positioning
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6.3 Reference systems
7 Control systems
8 Power and propulsion systems
9 Class Requirements
10 NMD
11 Redundancy
12 DP Operator
13 IMCA
14 References
15 External links
History
Dynamic positioning started in the 1960s for offshore drilling. With drilling moving into ever deeper
waters, Jack-up barges could not be used any more and anchoring became less economical.
In 1961 the drillship Cuss 1 was fitted with four steerable propellers, in an attempt to drill the first
Moho well. It was possible to keep the ship in position above the well off La Jolla, California, at a
depth of 948 meters.
After this, off the coast of Guadalupe, Mexico, five holes were drilled, the deepest at 183 m (601 ft)
below the sea floor in 3,500 m (11,700 ft) of water, while maintaining a position within a radius of
180 meters. The ship's position was determined by radar ranging to buoys and sonar ranging from
subsea beacons.
Whereas the Cuss 1 was kept in position manually, later in the same year Shell launched the drilling
ship Eureka that had an analogue control system interfaced with a taut wire, making it the first true
DP ship.
While the first DP ships had analogue controllers and lacked redundancy, since then vast
improvements have been made. Besides that, DP nowadays is not only used in the oil industry, but
also on various other types of ships. In addition, DP is not limited to maintaining a fixed position any
more. One of the possibilities is sailing an exact track, useful for cablelay, pipelay, survey and other
tasks.
Comparison between position-keeping options
Other methods of position-keeping are the use of an anchor spread and the use of a jack-up barge.
All have their own advantages and disadvantages.
Comparison position-keeping options
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Jack-up Barge Anchoring Dynamic Positioning
Advantages:
No complex systems
with thrusters, extra
generators and
controllers.
No chance of running
off position by system
failures or blackouts.
No underwater hazards
from thrusters.
Advantages:
No complex systems
with thrusters, extra
generators and
controllers.
No chance of running
off position by system
No underwater hazards
from thrusters.
Advantages:
Manoeuvring is
excellent; it is easy to
change position.
No anchor handling
tugs are required.
Not dependent on
waterdepth.
Quick set-up.
Not limited by
obstructed seabed.
Disadvantages:
No manoeuvrability
once positioned.
Limited to water
depths of ~150
meters.
Disadvantages:
Limited manoeuvrability
once anchored.
Anchor handling tugs
are required.
Less suitable in deep
water.
Time to anchor out
varies between several
hours to several days.
Limited by obstructed
seabed (pipelines,
seabed).
Disadvantages:
Complex systems with
thrusters, extra
generators and
controllers.
High initial costs of
installation.
High fuel costs.
Chance of running off
position by system
Underwater hazards
from thrusters for
divers and ROVs.
Higher maintenance of
the mechanical
systems.
Although all methods have their own advantages, dynamic positioning has made many operations
possible that were not feasible before.
The costs are falling due to newer and cheaper technologies and the advantages are becoming more
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SBX underway
compelling as offshore work enters ever deeper water and the environment (coral) is given more
respect. With container operations, crowded ports can be made more efficient by quicker and more
accurate berthing techniques. Cruise ship operations benefit from faster berthing and non-anchored
"moorings" off beaches or inaccessible ports.
Applications
Important applications include:
Servicing Aids to Navigation (ATON)
Cable-laying
Crane vessels
Cruise ships
Diving support vessels
Dredging
Drillships
FPSOs
Flotels
Landing Platform Docks
Maritime research
Mine sweepers
Pipe-laying ship
Platform supply vessels
Rockdumping
Sea Launch
Sea-based X-band Radar
Shuttle tankers
Survey ships
Scope
A ship can be considered to have six degrees of freedom in its motion, i.e., it can move in any of six
axes.
Three of these involve translation:
surge (forward/astern)
sway (starboard/port)
heave (up/down)
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GPS satellite in orbit.
and the other three rotation:
roll (rotation about surge axis)
pitch (rotation about sway axis)
yaw (rotation about heave axis)
Dynamic positioning is concerned primarily with control of the ship in the horizontal plane, i.e., the
three axis surge, sway and yaw.
Requirements
A ship that is to be used for DP requires:
to maintain position and heading, first of all the position and heading need to be known.
a control computer to calculate the required control actions to maintain position and correct
for position errors.
thrust elements to apply forces to the ship as demanded by the control system.
For most applications, the position reference systems and thrust elements must be carefully
considered when designing a DP ship. In particular, for good control of position in adverse weather,
the thrust capability of the ship in three axes must be adequate.
Reference systems
Position reference systems
There are several means to determine a ship's position at sea. Most traditional methods used for
ships navigation are not accurate enough. For that reason, several positioning systems have been
developed during the past decades. Producers of DP systems are: Kongsberg, Navis Engineering Oy,
Converteam, EMI, Deep Down Marine Technologies, L3, MT-div.Chouest, Rolls Royce, Nautronix, and
others. The applications and availability depends on the type of work and water depth. The most
common Position reference/Measuring systems /Equipment (PRS/PME) are:
DGPS, Differential GPS. The position obtained by GPS
is not accurate enough for use by DP. The position is
improved by use of a fixed ground based reference
station (differential station) that compares the GPS
position to the known position of the station. The
correction is sent to the DGPS receiver by long wave
radio frequency. For use in DP an even higher accuracy
and reliability is needed. Companies such as Fugro or
C&C Technologies supply differential signals via satellite,
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enabling the combination of several differential stations. The advantage of DGPS is that it is
almost always available. Disadvantages are degrading of the signal because of sunspots or
atmospheric disturbances, blockage of satellites by cranes or structures and deterioration of
the signal at high altitudes.[1]
There are also systems installed on vessels that use various
different Augmentation systems, as well as combining GPS position with GLONASS.[2]
Acoustics. This system consists of one or more transponders placed on the seabed and a
transducer placed in the ship's hull. The transducer sends an acoustic signal (by means of
piezoelectric elements) to the transponder, which is triggered to reply. As the velocity of
sound through water is known (preferably a soundprofile is taken regularly), the distance is
known. Because there are many elements on the transducer, the direction of the signal from
the transponder can be determined. Now the position of the ship relative to the transponder
can be calculated. Disadvantages are the vulnerability to noise by thrusters or other acoustic
systems. Furthermore, the use is limited in shallow waters because of ray bending that
occurs when sound travels through water horizontally. Three types of HPR systems are
commonly used:
Ultra- or Super- Short Base Line, USBL or SSBL. This works as described above.
Because the angle to the transponder is measured, a correction needs to be made for
the ship's roll and pitch. These are determined by Motion Reference Units. Because of
the nature of angle measurement, the accuracy deteriorates with increasing water
depth.
Long Base Line, LBL. This consists of an array of at least three transponders. The
initial position of the transponders is determined by USBL and/ or by measuring the
baselines between the transponders. Once that is done, only the ranges to the
transponders need to be measured to determine a relative position. The position should
theoretically be located at the intersection of imaginary spheres, one around each
transponder, with a radius equal to the time between transmission and reception
multiplied by the speed of sound through water. Because angle measurement is not
necessary, the accuracy in large water depths is better than USBL.
Short Baseline, SBL. This works with an array of transducers in the ship's hull. These
determine their position to a transponder, so a solution is found in the same way as with
LBL. As the array is located on the ship, it needs to be corrected for roll and pitch.[3]
Riser Angle Monitoring. On drillships, riser angle monitoring can be fed into the DP system.
It may be an electrical inclinometer or based on USBL, where a riser angle monitoring
transponder is fitted to the riser and a remote inclinometer unit is installed on the Blow Out
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Light Taut Wire on the HOS
Achiever
Preventer (BOP) and interrogated through the ship’s HPR.
Light Taut Wire, LTW. The oldest position reference
system used for DP is still very accurate in relatively
shallow water. A clumpweight is lowered to the seabed.
By measuring the amount of wire paid out and the angle
of the wire by a gimbal head, the relative position can
be calculated. Care should be taken not to let the wire
angle become too large to avoid dragging. For deeper
water the system is less favourable, as current will curve
the wire. There are however systems that counteract
this with a gimbal head on the clumpweight. Horizontal
LTW’s are also used when operating close to a structure.
Objects falling on the wire are a risk here.
Fanbeam and CyScan. These are laser based position
reference systems. They are very straightforward
system, as only a small prism needs to be installed on a nearby structure or ship. Risks are
the system locking on other reflecting objects and blocking of the signal. Range depends on
the weather, but is typically more than 500 meters.[4]
Artemis. A radar based system. A unit is placed on a nearby structure and aimed at the unit
on board the ship. The range is several kilometres. Advantage is the reliable, all-weather
performance. Disadvantage is that the unit is rather heavy.[5]
DARPS, Differential, Absolute and Relative Positioning System. Commonly used on
shuttle tankers while loading from a FPSO. Both will have a GPS receiver. As the errors are
the same for the both of them, the signal does not need to be corrected. The position from
the FPSO is transmitted to the shuttle tanker, so a range and bearing can be calculated and
fed into the DP system.
RADius [6]
and RadaScan. These are radar based system, but have no moving parts as
Artemis. Another advantage is that the transponders are much smaller than the Artemis
unit. The range is typically 500 – 1000 meters.
Inertial navigation is used in combination with any of the above reference systems, but
typically with gnss (Global Navigation Satellite System) and Hydroacoustics (USBL, LBL, or
SBL).
Heading reference systems
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Gyrocompasses are normally used to determine heading.
More advanced methods are:
Ring-Laser gyroscopes
Fibre optic gyroscopes
Seapath, a combination of GPS and inertial sensors.
Reference systems
Besides position and heading, other variables are fed into the DP system through sensors:
Motion Reference Units, Vertical Reference Units or Vertical Reference Sensors,
VRU's or MRU's or VRS's, determine the ship's roll, pitch and heave.
Wind sensors are fed into the DP system feed-forward, so the system can anticipate wind
gusts before the ship is blown off position.
Draught sensors, since a change of draught influences the effect of wind and current on
the hull.
Other sensors depend on the kind of ship. A pipelay ship may measure the force needed to
pull on the pipe, large crane vessels will have sensors to determine the cranes position, as
this changes the wind model, enabling the calculation of a more accurate model (see Control
systems).
Control systems
In the beginning PID controllers were used and
today are still used in the simpler DP systems.
But modern controllers use a mathematical
model of the ship that is based on a
hydrodynamic and aerodynamic description
concerning some of the ship's characteristics
such as mass and drag. Of course, this model is
not entirely correct. The ship's position and
heading are fed into the system and compared
with the prediction made by the model. This
difference is used to update the model by using
Kalman filtering technique. For this reason, the
model also has input from the windsensors and
feedback from the thrusters. This method even
allows not having input from any PRS for some
time, depending on the quality of the model
and the weather.
The accuracy and precision of the different
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Block diagram of control systemPRS’s is not the same. While a DGPS has a high
accuracy and precision, a USBL can have a
much lower precision. For this reason, the
PRS’s are weighted. Based on variance a PRS receives a weight between 0 and 1.
Power and propulsion systems
To maintain position azimuth thrusters (L-drive or Z-drive), azipods, bow thrusters, stern thrusters,
water jets, rudders and propellers are used. DP ships are usually at least partially diesel-electric, as
this allows a more flexible set-up and is better able to handle the large changes in power demand,
typical for DP operations.
The set-up depends on the DP class of the ship. A Class 1 can be relatively simple, whereas the
system of a Class 3 ship is quite complex.
On Class 2 and 3 ships, all computers and reference systems should be powered through a UPS.
Class Requirements
Based on IMO (International Maritime Organization) publication 645[7]
the Classification Societies
have issued rules for Dynamic Positioned Ships described as Class 1, Class 2 and Class 3.
Equipment Class 1 has no redundancy.
Loss of position may occur in the event of a single fault.
Equipment Class 2 has redundancy so that no single fault in an active system will cause the
system to fail.
Loss of position should not occur from a single fault of an active component or system such
as generators, thruster, switchboards, remote controlled valves etc., but may occur after
failure of a static component such as cables, pipes, manual valves etc.
Equipment Class 3 which also has to withstand fire or flood in any one compartment without
the system failing.
Loss of position should not occur from any single failure including a completely burnt fire sub
division or flooded watertight compartment.
Classification Societies have their own Class notations:
Description IMO
Equipment
Class
LR
Equipment
Class
DNV
Equipment Class
GL
Equipment
Class
ABS
Equipment
Class
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Manual position control and
automatic heading control under
specified maximum
environmental conditions
- DP(CM) DYNPOS-AUTS - -
Automatic and manual position
and heading control under
specified maximum
environmental conditions
Class 1 DP(AM) DYNPOS-AUT DP 1 DPS-0,
DPS-1
specified maximum
environmental conditions, during
and following any single fault
excluding loss of a compartment.
(Two independent computer
systems).
Class 2 DP(AA) DYNPOS-AUTR DP 2 DPS-2
specified maximum
environmental conditions, during
and following any single fault
including loss of a compartment
due to fire or flood. (At least two
independent computer systems
with a separate backup system
separated by A60 class division).
Class 3 DP(AAA) DYNPOS-AUTRO DP 3 DPS-3
NMD
Where IMO leaves the decision of which Class applies to what kind of operation to the operator of
the DP ship and its client, the Norwegian Maritime Directorate (NMD) has specified what Class should
be used in regard to the risk of an operation. In the NMD Guidelines and Notes No. 28, enclosure A
four classes are defined:
Class 0 Operations where loss of position keeping capability is not considered to endanger
human lives, or cause damage.
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Class 1 Operations where loss of position keeping capability may cause damage or pollution
of small consequence.
Class 2 Operations where loss of position keeping capability may cause personnel injury,
pollution, or damage with large economic consequences.
Class 3 Operations where loss of position keeping capability may cause fatal accidents, or
severe pollution or damage with major economic consequences.
Based on this the type of ship is specified for each operation:
Class 1 DP units with equipment class 1 should be used during operations where loss of
position is not considered to endanger human lives, cause significant damage or cause more
than minimal pollution.
position could cause personnel injury, pollution or damage with great economic
consequences.
position could cause fatal accidents, severe pollution or damage with major economic
consequences.
Redundancy
Redundancy is the ability to cope with a single failure without loss of position. A single failure can be,
amongst others:
Thruster failure
Generator failure
Powerbus failure (when generators are combined on one powerbus)
Control computer failure
Position reference system failure
Reference system failure
For certain operations redundancy is not required. For instance, if a survey ship loses its DP
capability, there is normally no risk of damage or injuries. These operations will normally be done in
Class 1.
For other operations, such as diving and heavy lifting, there is a risk of damage or injuries.
Depending on the risk, the operation is done in Class 2 or 3. This means at least three Position
reference systems should be selected. This allows the principle of voting logic, so the failing PRS can
be found. For this reason, there are also three DP control computers, three gyrocompasses, three
MRU’s and three wind sensors on Class 3 ships. If a single fault occurs that jeopardizes the
redundancy, i.e., failing of a thruster, generator or a PRS, and this cannot be resolved immediately,
the operation should be abandoned as quickly as possible.
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To have sufficient redundancy, enough generators and thrusters should be on-line so the failure of
one does not result in a loss of position. This is left to the judgement of the DP operator. For Class 2
and Class 3 a Consequence Analyses should be incorporated in the system to assist the DPO in this
process.
Disadvantage is that a generator can never operate at full load, resulting in less economy and fouling
of the engines.
The redundancy of a DP ship should be judged by an failure mode and effects analysis (FMEA) study
and proved by FMEA trials.[8]
Besides that, annual trials are done and normally DP function tests are
completed prior to each project.
DP Operator
The DP operator (DPO) judges whether there is enough redundancy available at any given moment
of the operation. IMO issued MSC/Circ.738 (Guidelines for dynamic positioning system (DP) operator
training) on 24-06-1996. This refers to IMCA (International Marine Contractors Association) M 117[9]
as acceptable standard.
To qualify as a DP operator the following path should be followed:
a DP Induction course1.
a minimum of 30 days seagoing DP familiarisation2.
a DP Advanced course3.
a minimum of 180 days watchkeeping on a DP ship4.
a statement of suitability by the master of a DP ship5.
When the watchkeeping is done on a Class 1 DP ship, a limited certificate will be issued; otherwise a
full certificate will be issued.
The DP Training and Certification scheme is operated by The Nautical Institute (NI). The NI issue
logbooks to trainees, they accredit training centres and control the issuance of certification.
With ever more DP ships and with increasing manpower demands, the position of DPO is gaining
increasing prominence. This shifting landscape led to the creation of The International Dynamic
Positioning Operators Association (IDPOA) in 2009. www.dpoperators.org
IDPOA membership is made up of certified DPO's who qualify for fellowship (fDPO), while Members
(mDPO) are those with DP experience or who may already be working within the DP certification
scheme.
IMCA
The International Marine Contractors Association was formed in April 1995 from the amalgamation of
AODC (originally the International Association of Offshore Diving Contractors), founded in 1972, and
DPVOA (the Dynamic Positioning Vessel Owners Association), founded in 1990.[10]
It represents
offshore, marine and underwater engineering contractors. Acergy, Allseas, Heerema Marine
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Contractors, Helix Energy Solutions Group, J. Ray McDermott, Saipem, Subsea 7 and Technip have
representation on IMCA's Council and provide the president. Previous presidents are:
1995-6 - Derek Leach, Coflexip Stena Offshore
1997-8 - Hein Mulder, Heerema Marine Contractors
1999/2000 - Donald Carmichael, Coflexip Stena Offshore
2001-2 - John Smith, Halliburton Subsea/Subsea 7
2003-4 - Steve Preston, - Heerema Marine Contractors
2005 - Frits Janmaat, Allseas Group
(2005 Vice-President - Knut Boe, Technip)
While it started with the collection and analysis of DP Incidents,[11]
since then it has produced
publications on different subjects to improve standards for DP systems. It also works with IMO and
other regulatory bodies.
References
^ "IMCA M 141, Guidelines on the Use of DGPS
as a Position Reference in DP Control Systems"
(http://www.imca-int.com/divisions/marine
/publications/141.html) . http://www.imca-
int.com/divisions/marine/publications/141.html.
1.
^ "Veripos DP system can be installed with
several Augmentation systems as well as
GLONASS support, they can disable any satellite
or service via Ultra corrections received via
Spotbeam or Inmarsat links."
(http://www.veripos.com/s_ultra.php) .
http://www.veripos.com/s_ultra.php.
2.
^ "IMCA M 151, The Basic Principles and Use of
Hydroacoustic Position Reference Systems in
the Offshore Environment" (http://www.imca-
int.com/divisions/marine/publications/151.html)
. http://www.imca-int.com/divisions/marine
/publications/151.html.
3.
^ "IMCA M 170, A Review of Marine Laser
Positioning Systems" (http://www.imca-int.com
/divisions/marine/publications/170.html) .
http://www.imca-int.com/divisions/marine
4.
^ "IMCA M 174, A Review of the Artemis Mk V
Positioning System" (http://www.imca-int.com
5.
^ "RADius relative positioning system"
(http://www.youtube.com
/watch?v=GmwRBzwDlf4) .
http://www.youtube.com
/watch?v=GmwRBzwDlf4.
6.
^ "IMO MSC/Circ.645, Guidelines for vessels
with dynamic positioning systems"
(http://www.imo.org/includes/blastDataOnly.asp
/data_id%3D10015/MSCcirc645.pdf) .
http://www.imo.org/includes/blastDataOnly.asp
/data_id%3D10015/MSCcirc645.pdf.
7.
^ "IMCA M 166, Guidelines on Failure Modes &
Effects Analyses (FMEAs)" (http://www.imca-
8.
^ "IMCA M 117, The training and experience of
key DP personnel" (http://www.imca-int.com
9.
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^ "IMCA DP History" (http://www.imca-int.com
/documents/core/imca/promotion/IMCA-
MarineDPHistory.pdf) . http://www.imca-int.com
/documents/core/imca/promotion/IMCA-
10.
MarineDPHistory.pdf.
^ "IMCA M 181, Analysis of Station Keeping
Incident Data 1994-2003" (http://www.imca-
11.
External links
List of all offshore vessels
(http://myship.com/all-offshore-vessels)
IMO, International Maritime Organization
(http://www.imo.org)
Introduction to Dynamic Positioning
(http://www.imca-int.com/divisions/marine
/reference/intro.html) by the International
Marine Contractors Association (IMCA)
NMD, Norwegian Maritime Directorate
(http://www.sjofartsdir.no/english.asp)
OPL Oilfield Seamanship Series - Volume 9:
Dynamic Positioning - 2nd Edition
(http://www.oilpubs.com/v_catalog
/homewelcome.asp?orderdetail=69) by
David Bray
NI, The Nautical Institute
(http://www.nautinst.org)
The Dynamic Positioning Committee of The
Marine Technology Society
(http://www.dynamic-positioning.com/)
The International Dynamic Positioning
Operators Association (IDPOA)
(http://www.dpoperators.org)
Retrieved from "http://en.wikipedia.org/wiki/Dynamic_positioning"
Categories: Navigation | Navigational equipment
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Dynamic positioning - DP systems
A full range of systems
We offer a full range of dynamic
positioning systems to keep the
vessel within specified position and
heading limits. These systems are
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More than 1200 dynamic positioning
- DP systems have been supplied to oil and gas related vessels.
Typical applications for dynamic positioning systems
Drill ships
Cable-laying vessels
Crane vessels
Cruise ships
Diving support vessels
Dredging
FPSO's
Flotels
Maritime research vessels
Mega yachts
Mine sweepers
Pipe laying vessels
Platform supply vessels
Rock dumping vessels
Survey ships
Supply vessels
Shuttle tankers
The dynamic positioning systems controller
The dynamic positioning systems controller calculates the resulting force
to be exerted by the thrusters/propellers in order for the vessel to remain
on station. In station-keeping operations, the K-Pos Controller can be
working in several of the following modes, all with special characteristics:
High Precision control: The High Precision dynamic positioning systems
control provides high accuracy station-keeping in any weather condition
at the expense of power consumption and exposure to wear and tear of
machinery and thrusters.
Relaxed control: The Relaxed dynamic positioning systems control uses
the thrusters more smoothly, at the expense of station-keeping accuracy.
However, this type of control cannot guarantee that the vessel will stay
within its operational area, and is mainly applicable for calm weather
conditions.
Green DP®
control: Kongsberg has developed a unique dynamic
positioning control system (GreenDP®
control), which reduces fuel
consumption, and hence also CO2 emissions, by as much as 20 percent.
The GreenDP®
control secures the vessel, allowing it to stay within a
specified area of operation. This new approach is based on forecasting the
vessel's motion, rather than acting on present conditions, using a method
called 'nonlinear model predictive control', which optimises the predicted
vessel offset against the use of thrusters. By doing so, small and
short-term disturbances that do not force the vessel out of its operational
boundary are 'filtered out'. This allows for very smooth control,
dramatically lowering peak loads and significantly reducing the wear and
Phone: +47 32 28 50 00
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Available training courses
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Product publications
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positioning systems -
general
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Related news
Voyage of Discovery
22. July 2011
A Reliable Partner
24. June 2011
Dynamic positioning - DP systems - Kongsberg Maritime http://www.km.kongsberg.com/ks/web/nokbg0240.nsf/AllWeb/1...
1 of 2 9/9/2011 10:53 AM
Page 15

tear on thrusters and is part of KONGSBERG's Grenn Ship Strategy.
Stand alone or integrated systems
Stand-alone dynamic positioning systems interface with other
systems, such as power plant and thrusters, via conventional signal
cables and serial lines
Integrated dynamic positioning systems communicate with other
KONGSBERG systems such as K-Chief (Marine Automation) and
K-Thrust (Thruster Control) via a dual Ethernet LAN
Basic forces and motions
A seagoing vessel is subjected to forces from wind, waves and current as
well as from forces generated by the propulsion system.
The vessel's response to these forces, i.e. its changes in position, heading
and speed, is measured by the position-reference systems, the
gyrocompass and the vertical reference sensors. Reference systems
readings are corrected for roll and pitch using readings from the vertical
reference sensors. Wind speed and direction are measured by the wind
sensors.
The K-Pos control system calculates the forces that the thrusters must
produce in order to control the vessel's motion in three degrees of
freedom - surge, sway and yaw - in the horizontal plane.
More information
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Find local representative
Offshore Vessels Go Green
1. June 2011
Go back Print page
Copyright ©2011 Kongsberg Maritime AS - All rights reserved
Legal notice | Contact information | Website feedback
Dynamic positioning - DP systems - Kongsberg Maritime http://www.km.kongsberg.com/ks/web/nokbg0240.nsf/AllWeb/1...
2 of 2 9/9/2011 10:53 AM
Page 16

DP Operator information & Persentation
available at YOUTUBE
http://www.youtube.com/watch?v=JSEpV4HIAGY
And many links
Page 17

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Page 18

Dynamic Positioning of Offshore Vessels by Max J. Morgan (Hardcover - Jun 1978)
8 used from $45.90
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Out of Print--Limited Availability
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Dynamic positioning of mobile servers on networks by Oded Berman (Unknown Binding - 1977)
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2 of 6 9/9/2011 11:20 AM
Page 19

The Dynamic Positioning System (Detailed Info)
By IMO Website
http://www.imca-int.com/divisions/marine/reference/intro.html
Page 21

The Dynamic Positioning Committee of The Marine
Technology Society
Page 22

Dynamic Positioning Conference
2011
ADVANCEPROGRAMADVANCEPROGRAM
50
YEARS OF
D
P
dDynamic
Positioning
Committee
50
YEARS OF
D
P
Houston, Texas, USA
Conference - October 11-12, 2011
Workshop - Monday October 10, 2011
Houston, Texas, USA
Conference - October 11-12, 2011
Workshop - Monday October 10, 2011
Opportunity runs deep™
marine technology
S O C I E T Y
IMCA
North American
Arctic Exploration Shell Upstream Americas
Ocean NewsOcean News& Technology& Technology& Technology& Technology
Page 23

ABOUT THE CONFERENCE
LOCATION
As Dynamic Positioning marks its 50th anniversary, the DP
Committee of the Marine Technology Society
celebrates its 15th year of consecutive
conferences. Recognized as the leading DP
Conference in the world, this event provides
an annual forum for the discussion and
exchange of knowledge, experience, new
techn ology and technological know-how associated with
the application and evolution of Dynamic Positioning.
a session focused on
solving the challenges of DP on Ice , and a session covering New
Applications.
2011 provides the opportunity to attend an optional full-day
Workshop on Monday October 10. This Workshop is focused on
the MTS DP Operational Guidance released this year. Note that
there is limited space available for the workshop, so please register
early if you wish to participate.
Register by September 12, 2011 for the early registration
Conference discounted rate of $450 for MTS members and $525
for nonmembers ($100 if you are an ACTIVELY SERVING DP
Operator). Registration includes technical sessions, lunch both
days, evening receptions and online access to the Proceedings.
The optional Workshop is offered at $100 per person (free for
ACTIVELY SERVING DP Operators registered for the
Conference). Please see the next page for more information.
Westchase Hilton
9999 Westheimer
Houston, TX 77042
713/974-1000
The hotel is located in West Houston at the corner of Westheimer
and Briarpark, about half a mile east of the Sam Houston Tollway.
Accommodation is available at discounted rates ($149 a night)
(Web: http://www.hilton.com, Booking
Code MTDP)
Visit the website at www.dynamic-positioning.com/hotel.html for a
direct link
Two days of cutting-edge presentations, exhibits, opportunities for
informal discussions, social gatherings and comprehensive
Proceedings published on the Internet continue to make the DP
Conference a must-attend eventfor DP professionals.
From the outstanding number of abstracts received, the Technical
Committee has developed an excellent and well-balanced program
which will suit the interests of DP professionals, including
designers, operators, support staff and vessel managers/owners.
This year’s Conference will again provide
with
advanced reservations.
. If booking by phone, state that you are attending the
MTS DP Conference.
.
EARLY REGISTRATION DISCOUNT
(BookingCodeMTDP)
The Conference is a volunteer-run event and all funds in excess
of those required to stage the conference are used for student
scholarships and other DP related activities.
DYNAMIC POSITIONING CONFERENCE 2011
CONFERENCE SCHEDULE
Monday October 10, 2011
Tuesday October 11, 2011
Wednesday October 12, 2011
Workshop
Early Bird Reception
EARLY REGISTRATION – DP Conference
Conference - Day One
Awards Luncheon / Operations Workshop Review
Evening Cocktail Reception
Conference - Day Two
Luncheon: United States Coast Guard –
Perspective on future DP Operations
Conference Wrap up
DP COMMITTEE
Committee Chairman
Howard Shatto, Shatto Engineering
Committee Vice Chairman
Pete Fougere, Transocean
Conference Chairman
Chuck Richards, C.A. Richards & Associates
Technical Program
Chairman - Richard Simpson, bp
Vice Chairman - Stephen Browne, Veripos/Subsea 7
Treasurer
Dietmar Deter, Nautex
Arrangements
Brenda Wolak, IHC Merwede America
Audio/Video
Ted Murphey, Kongsberg
Exhibits
Stephen Browne, Veripos/Subsea 7
Publicity
Liz Stansfeld, Stansfeld & Fairbrother
Registration
Keith Wyatt, Converteam
50
YEARS OF
D
P
dDynamic
Positioning
Committee
50
YEARS OF
D
P
Advance Program - Subject to change
SPONSORS
Conference
Lunches
Cocktail Reception
Breakfast Sponsor
-
Refreshment Breaks
Thank you to our sponsors
who include:
BP North American Arctic
Exploration
Shell
Kongsberg - Workshop
DNV - Tuesday
IHC Merwede - Wednesday
ABB
Converteam
L-3 Communications
Veripos
ABS Tuesday & Wednesday
Braemar Wavespec
C-MAR Group
GL Noble Denton
Page 24

DP 2011 - OPERATIONS WORKSHOP - MONDAY OCTOBER 10, 2011
MTS DP Operations Guidance Document
MTS DP Operations Guidance Document consists
of the following sections:
Part 1 - DP Operations Guidance
Part 2 - Appendix 1 - DP MODUs
Part 2 - Appendix 2 - Project/Construction Vessels
Part 2 - Appendix 3 - Logistical Vessels
These documents may be downloaded free of
charge from the DP website via:
http://www.dynamic-positioning.com
In response to feedback from attendees of previous DP Conferences, the MTS DP CONFERENCE will be preceded by a one-day
workshop focused on the implementation of the MTS DP Operational Guidance. The event will be held at the Westchase Hilton.
Attendance is limited to 50 people. Registration for this workshop is separate from the registration for the main Conference and is
$100 per attendee (Free for ACTIVELY SERVING DPOs already registered for the DP Conference).
Master Mariners and DPOs
Consultants
Representatives from Vessel Owners’/Contractors’ Technical department
(with accountability for DP Operations)
Representatives from Operators (Oil Companies) responsible for DP
Assurance activities/Project Delivery
Training Institutions (Vendor Community)
Regulators
This session will outline the methodology for developing Activity-Specific Operating Guidelines for DP vessels, embodying
the principles provided in the
This segment of the workshop is designed as a coaching event. It
will provide participants with an awareness and knowledge of
what needs to be considered during the development of the
ASOG, why it is relevant and how it should be used while
executing offshore operations. Industry recognized experts/
specialists will be at hand to work with small teams (6 to 8
participants per team) to provide focused coaching and
mentoring.
- Sponsored by
The second session will take the form of a focused topical discussion. Participants will engage in a brainstorming session
with the objective of identifying core elements which contribute to this particular topic. Representative elements are:
Complexity of Operations
Consequences (Regulatory and Operational)
Role of Shore-based Teams
Training and Competence
Resourcing Constraints
Participants will be divided into small teams (6 to 8 participants per team). These teams will address these elements with
a view to identifying themes and providing a plan to address the issues.
This workshop is structured to be of particular interest to:
!
!
!
!
!
!
!
!
!
!
!
MTS DP Operations Guidance Document.
Kongsberg
Early registration for the DP Conference and a reception will be held immediately following the conclusion of the Workshop.
8:00 AM
11:30 AM
1:00 PM
4:30 PM
MORNING SESSION - DEVELOPMENT OF ACTIVITY SPECIFIC OPERATING GUIDELINES (ASOG
LUNCHEON
AFTERNOON SESSION - DECISION SUPPORT DURING EXECUTION OF OFFSHORE PROJECTS
CONCLUSION OF WORKSHOP
Page 25

7:00 AM Registration Opens/Breakfast
7:15 AM Speakers’ Breakfast
8:00 AM
- Howard Shatto, Committee Chair
8:20 AM
8:45 AM
Steve Savoy, Cameron Craig (Ensco Offshore)
Saurabh Shah, Roberto Costa, Kamal Garg (Schweitzer Engineering Laboratories)
Jan Fredrik Hansen, John Lindtjørn, Klaus Vanska (ABB Marine)
9:45 AM Refreshment Break sponsored by Braemar Wavespec
10:15 AM
Dr. Richard Stephens (Converteam, UK
David Russell (Veripos, USA)
Sam Hanton (Nautronix)
12:00
Suman Muddusetti (Shell)
1:30 PM
Rudolf Houben (Klingelnberg GmbH)
Jukka Varis (ABB Marine)
Lars-Erik Saarinen (Rolls Royce)
3:00 PM Refreshment Break - sponsored by MDL
3:30 PM
Eduardo Tannuri (Univ. of São Paulo), Carlo Campos, Allan de Oliveira, Diego Corrêa, João Luis da Silva (Petrobras)
Nina Gundersen, Rob Heijman, Arne Rinnan (Kongsberg Seatex)
Xiaobing Shi (American Global Maritime) Torbjorn Hals (Kongsberg)
5:00 PM
;
,
-
-
-
-
-
-
-
-
-
-
50 Years of DP/15th Year of the Annual Conference
Retrofit and Design of a DP-2 Medium Voltage Protective Relay and Control System -
Onboard DC Grid for Enhanced DP Operation of Ships with Low Voltage Power and
Propulsion Systems
Wind Feed Forward - Blowing Away the Myths
Location, Location, Location - Antenna Installation
SBL and LBL INS Integration - Options, Challenges and Benefits
DP Operations Guidance Document: Workshop Results
New Dimensions in Bevel Gear Production
Good Experiences in DP Drilling Operation - Electrical Pod Thrusters are aiming for Extended
Maintenance Intervals
Condition Monitoring for Rolls-Royce Azimuth Thrusters
Utilization of Numerical Simulation Tools for Aiding DP Operations Decisions
Qualification of a SIMOPS Management Tool
Operability Study for DP Vessel Operation at a Deepwater Spar - A Decision Support Tool
INTRODUCTION
KEYNOTE SPEAKER - Robert Patterson - Vice President, Projects - Shell America Upstream
POWER
SENSORS 1
LUNCHEON & AWARDS
THRUSTERS
NEW APPLICATIONS
COCKTAIL RECEPTION - Sponsored by:
(Session Chair: Jonathan Davis, BP)
(Session Chair: Dietmar Deter, Nautex)
(Session Chair: Brian Haycock, DP Expertise)
(Session Chair: Steve Cargill, GL Noble Denton)
- )
BP North American Arctic Exploration
DP 2011 - DAY ONE - TUESDAY OCTOBER 11, 2011
AUTOMATION, INC. - MARINE DIVISION
communications
Dynamic Positioning and Control Systems
3
Page 26

7:00 AM sponsored by
7:15 AM
8:15 AM
-
Nagi Abdussamie (Alfateh University, Tripoli, Libya)
-
Anawat Pongpunwattana (L-3 Communications)
- Jin Woo Choi (DSME)
9:45 AM sponsored by the C-MAR Group
10:15 AM
-
James Millan (Institute for Ocean Technology, National Research Council Canada)
-
Torbjørn Hals (Kongsberg Maritime) Fredrik Efraimsson (Stena Rederi)
11:30 AM
1:00 PM
- Ian Giddings (IMCA)
- Chris Jenman (Global Maritime)
- Einar Ole Hansen (Rolls-Royce Marine)
2:30 PM sponsored by GL Noble Denton
3:00 PM
- Mark Carter (Sonardyne International)
- Arne Rinnan (Kongsberg Seatex)
- Suman Muddusetti, (Shell)
4:45 PM
- Howard Shatto, DP Committee Chair
Registration/Breakfast -
Speakers’ Breakfast
Refreshment Break -
Refreshment Break -
CDR Josh Reynolds (USCG)
4:00 PM
CONTROLS
ICE TESTING
LUNCHEON
OPERATIONS
SENSORS 2
DESIGN GUIDANCE
(Session Chair: Nick Cranch, DP Technical Authority, BP Shipping)
(Session Chair: Marco Wigny, ExxonMobil Development Company)
(Session Chair: Alan Adamson (Chevron)
(Session Chair: Trent Martin, Transocean)
CONFERENCE WRAP UP
Criticality Analysis of DP OSV using Fuzzy Logic Approach
DP Control Compensation for Actuator Failure and Saturation
Simulation of Vessel DP Operations inline with Ballast Control System
Ice Force Estimation for DP Control Systems
DP Ice Model Test of Arctic Drillship
DP Operations - A United States Coast Guard Perspective -
Annual Dynamic Positioning Trials for Dynamically Positioned Vessels
DP, Past, Present and Future
DP Dependability
DP-INS - A Paradigm Shift?
Operational GNSS Integrity
MTS DP Design Guidance Introduction
2011 DP Conference Wrap Up
-
- sponsored by IHC Merwede
DP 2011 - DAY TWO - WEDNESDAY OCTOBER 12, 2011
Shell Upstream Americas
GL Noble Denton
AMERICA
jj
M R DE EE W
Page 27

SPONSOR PACKAGE
EXHIBIT PACKAGE
DELIVERY AND SHIPPING
Please consider adding your company name to the list of
sponsors. Lunch Sponsors ($3000), Evening Reception Sponsors
($2000) and Breakfast Sponsors ($1,000) are still available.
All sponsors are recognized on the web site, in the printed
Conference material and at the Conference.
To become a sponsor, please contact Liz Stansfeld at (512) 301-
2744
Two connected areas of exhibit space adjacent to the conference
room provide maximum exposure to conference delegates and
generous booth spaces for exhibitors. Refreshment breaks and
the cocktail reception are all hosted in and around the exhibit
areas.
1 C & C Technologies
2 & 3 Kongsberg
4 Veripos
5 L-3 DP&CS
6 Thrustmaster of Texas
7 MDL
8 & 9 Fugro
10 Converteam
11 Guidance Navigation
12 Sonardyne
13 Marine Cybernetics
14 GL Noble Denton
15 Braemar Wavespec
16 Rolls-Royce
17 Beier Radio
18 SEL
19 Siemens Oil &Gas Company
20 PREVCO
21 Forum Energy
22 C-MAR
23 Nautronix
24 ADC
25 & 26 ABB
Two full conference passes
Generous space with ample traffic room
110 VAC electric power. Exhibitors should bring their
own power strips and cords,
Tables, two chairs and drapes provided.
Access to proceedings and attendee list following the
conference.
Recognition in printed material, at the Conference and
on the web site.
Conference exhibit space for 2011 is sold out.
Ship exhibit material to:
Westchase Hilton,
9999 Westheimer
Houston, TX 77042
Attn:
Do not ship materials to arrive earlier than October 10, 2011.
To sponsor or for more information, contact Liz Stansfeld,
Stansfeld & Fairbrother (512) 301-2744, or
Hold For DP Conference 2011
EXHIBITORS
Exhibitors
info@dynamic-
positioning.com
!
!
!
!
!
!
SPONSORING AND EXHIBITING AT DP 2011
REFRESHMENTS
MEETING ROOM
5 6
7
8
9
4
3
2
10
11
1
12 13 14 15 16
17
18
26
25
24 23 22 21 20 19
WESTWIND EXHIBIT HALL
OMNI A
REFRESHMENTS
Booked - Space is now sold out
Page 28

Register by September 12, 2011 to take advantage of the early registration discount
Full Conference Registration
One-Day Registration
Workshop Registration (limited to first 50 paid registrants)
Register online at:and pay http://www.dynamic-positioning.com:
If you wish to pay by credit card, please pay online through the web site at http://www.dynamic-positioning.com
Members of MTS $450.00 After : $550.00
Nonmembers:* After : $625.00
*Nonmembers’ registration fee includes a one-year membership to the Marine Technology Society.
check payable to to:
MTS DP Committee
c/o Stansfeld & Fairbrother, Inc.
9300 Sandstone St.
Austin, TX 78737
Name: ____________________________________________________________________________________________
Company: ____________________________________________________________________________________________
Street Address: ____________________________________________________________________________________________
City: ____________________________________State/Province:_________________Postal Code_________________
Country: __________________________________________________
Day Phone: __________________Fax:___________________ Email:________________________________________
Full Conference One day (If one day, state day:________________________) Workshop
To access the Proceedings on line, please specify a user name (must be an email address) and password:
(You do need to complete this if you already have a user name and password).
Email__________________________________Password:____________________
If paying by check, make check payable to DP Committee. and mail to:
MTS DP Committee
By September 12, 2011 September 12
By September 12, 2011 September 12
Licensed and active DPOs, $100.00
Lifetime MTS Members $100.00
Full-time Students $ 50.00
Members of MTS: $250.00 By September 12, 2011 After September 12: $300.00
Nonmembers:* $325.00 By September 12, 2011 After September 12: $375.00
Licensed and active DP Operators No Charge
All other attendees: $100.00
or mail this form with a
c/o Stansfeld & Fairbrother, Inc.
9300 Sandstone St.
Austin, TX 78737
$525.00
MTS DP Committee
Conference Attendance:
Registration Information:
Please check all that apply:
not
MTS Member DP Operator (Vessel Name:_________________________) Studentq q q
q q q
777 N. Eldridge Pkwy., Suite 280
Houston, Texas 77079
ONLINE REGISTRATION
www.dynamic-positioning.com/registration.cfm
The fastest and easiest way to register is online at
REGISTRATION FOR DP 2011
50
YEARS OF
D
P
dDynamic
Positioning
Committee
50
YEARS OF
D
P
Page 29

Credit: Unitech Control & Engineering Pte Ltd & AHTES
Have a nice days
The End

Dynamic positioning

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