Intro DPtekn

DP Principles
In this chapter you will find documents

covering DP principles and functions:
Abbreviations
Page 3
Historical Development of Dynamic Positioning

Page 5
DP - Modes and Functions Abbreviations

Page 15
Layout Basic Systems

SDP11 - 12 - 21 - 22 - 31 - 32
Page 39
Principles
SDP 21
SDP 22
SDP 31
SDP 32
Page 47
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DP PRINCIPLES
ABBREVIATIONS:................................................................................................................................................3
HISTORICAL DEVELOPMENT OF DYNAMIC POSITIONING.................................................................6

BACKGROUND.......................................................................................................................................................6
THE MOHOLE PROJECT.........................................................................................................................................9
DYNAMIC POSITIONING (DP) - INTRODUCTION..................................................................................................10
THE HISTORY OF KONGSBERG SIMRAD’S DP SYSTEM.......................................................................................11
THE SYSTEM.......................................................................................................................................................12
INTRODUCTION....................................................................................................................................................17
BASIC FORCES AND MOTIONS.............................................................................................................................17
MAIN PRINCIPLES OF OPERATION.......................................................................................................................18
MAIN COMPONENTS IN THE SDP SYSTEM...............................................................................................19
THE MATHEMATICAL MODEL.............................................................................................................................19
THE OPTIMUM CONTROLLER..............................................................................................................................20
THRUSTER ALLOCATION.....................................................................................................................................20
REFERENCE SYSTEM AND SENSOR DATA PROCESSING.......................................................................................21
DP CAPABILITY ANALYSIS SYSTEM...................................................................................................................23
ALARM SYSTEM..................................................................................................................................................23
MAN MACHINE INTERFACE (MMI)....................................................................................................................24
BUILT-IN TRAINER..............................................................................................................................................25
ONLINE CONSEQUENCE ANALYSIS......................................................................................................................25
DATA LOGGING SYSTEM.....................................................................................................................................25
OPERATIONAL MODES...................................................................................................................................26
STANDBY MODE..................................................................................................................................................26
MANUAL/JOYSTICK MODE..................................................................................................................................26
AUTO HEADING MODE.......................................................................................................................................27
AUTO POSITION MODE........................................................................................................................................27
AUTO AREA POSITION MODE.............................................................................................................................28
AUTO TRACK MODES.........................................................................................................................................28
AUTO TRACK (LOW SPEED) MODE......................................................................................................................28
AUTO TRACK (HIGH SPEED) MODE.....................................................................................................................31
AUTOPILOT MODE...............................................................................................................................................32
FOLLOW TARGET MODE.....................................................................................................................................33
SPECIAL APPLICATION FUNCTIONS..........................................................................................................34
OFFSHORE LOADING...........................................................................................................................................34
CABLE LAYING...................................................................................................................................................36
PIPE LAYING.......................................................................................................................................................37
TRENCHING.........................................................................................................................................................37
DREDGING...........................................................................................................................................................38
SDP11 - BASIC SYSTEM....................................................................................................................................40
SDP12 - INTEGRATED SYSTEM.....................................................................................................................41
SDP21 - BASIC SYSTEM....................................................................................................................................42
SDP31 - BASIC SYSTEM....................................................................................................................................44
Page 2  Kongsberg Simrad AS Mar-21

Training
DP PRINCIPLES
ABBREVIATIONS:
ADP 70x system family:
ADP Albatross Dynamic Positioning system
ADP/PM Albatross Dynamic Positioning/Position Mooring system
APM Albatross Position Mooring system
ATC Albatross Thruster Control system
AVM Albatross Vessel Management system
Simrad’s new product range:
SDP Simrad Dynamic Positioning system
SDP/PM Simrad Dynamic Positioning/Position Mooring system
SJS Simrad Joystick system
SPM Simrad Position Mooring system
SPS Simrad Planning Station
STC Simrad Thruster Control system
SVC Simrad Vessel Control system
CG Centre of Gravity
COS Common Operator Station
DGPS/GPS Differential Global Positioning System/Global Positioning System
DP Dynamic Positioning
DPC DP Controller unit
DPVOA DP Vessel Owners Association
ERS Environmental Reference Sensor
HiPAP High Precision Acoustic Positioning system
HPR Hydroacoustic Positioning Reference system
HW Hardware
I/O Input/Output
LBL Long Base Line
LTW Light Weight Taut Wire system
MOB Mobile transponder
MRU Motion Reference Unit
NMD Norwegian Maritime Directorate
OS Operator Station
OT Operating Terminal
PM Position Mooring
PMT Portable Mini Transducer
PRS Position Reference Sensor
PS Process Station
ROV Remotely Operated Vehicle
SBC Single Board Computer
SBL Short Base Line
SSBL SuperShort Base Line
SW Software
THR Thruster
UPS Uninterruptible Power Supply
UTM Universal Transverse Mercator
VRS/VRU Vertical Reference System/Unit
WGS World Geodetic System
WP Way points
Mar-21  Kongsberg Simrad AS Page 3

Training
DP PRINCIPLES

Training
HISTORICAL DEVELOPMENT
OF
DYNAMIC POSITIONING
DP PRINCIPLES
HISTORICAL DEVELOPMENT OF DYNAMIC

POSITIONING
Background
Petroleum products play an important part in our modern civilisation, but even in Noah’s
time, tar was used to stop leaks in boats and ships. Later mankind has discovered more and
more ways of taking advantage of these products.
Oil was first found near the Caspian Sea. The oil was discovered on land, but as time went
on it was found that these oil fields extended into the sea. As early as the beginning of the
18th century a well was drilled about 30 m off the coastline near Baku. Even though this was
not a success, it was still the start of an era. In 1925 the first oil producing well was drilled
in the Caspian Sea.
Sicilian sailors “fishing” for oil - Painting of Johannes Stradanus (1523-1605)
The oil fields in California were also found to be extending into the sea, so the oil wells
were gradually moved into the sea here as well. These wells were connected to shore by
piers, see picture below. At first these piers or platforms were built of tree, but soon steel
took over. These piers could measure over 400 m.
Summerland, California 1902

Training
DP PRINCIPLES
It did not take long before the piers were replaced with free-standing oil platforms in the
sea. The following shows the development from these piers to today’s drilling platforms:
1869 The Americans, Thomas F. Rowland and Samuel Lewis respectively, took out a
patent on a jack-up platform and developed a project for a jack-up vessel.
1897 Oil drilling from a wooden drill tower, connected to shore by a pier in
Summerland, California.
1906 The coast of Summerland: 200 oil producing wells offshore.
1924 The first oil well in Lake Maracaibo, Northwest Venezuela.
1934 The first steel oil rig installed in the Caspian Sea, near Artem Island.
1947 Drilling in the Gulf of Mexico at a depth of 6 m. The platform could not be seen
from shore (Louisana) except with binoculars.
1963 The jack-up platform Le Tourneau was constructed for drilling at a depth of 75
m.
1976 The Hondo Field platform was installed off South California at a depth of 260 m.
1978 The Cognac Field platform was installed off Mississippi at a depth of 312 m.
Weight around 59 000 ton steel.
A platform made of concrete was installed at the Ninian Field in the North Sea at
a depth of 138 m.
1988 The Bullwinkle, a jack-up platform, was installed in the Gulf of Mexico at a
depth of 411 m (world record). Weight around 77 000 ton.
The installation of these platforms was expensive and it was even more expensive to move
them from place to place, so that test drilling for shorter periods was not interesting. The
restrictions they had with respect to water depth (normally 300 m) made it necessary to look
for other ways of extracting oil from the sea. The industry needed methods for drilling in
deep water, and an easier and less expensive way of moving the drilling activity from place
to place. This gradually led to the method of anchoring drilling vessels and portable
platforms. Several anchors or weights were used to keep the vessel/rig in place, which at the
same time minimised the movements. Figure below.
Schematic drawing of a four point anchoring system.

Training
DP PRINCIPLES
The following is a list of some of the offshore operations where anchoring systems have
been used:
1953 SUBMAREX, the first drilling vessel to use anchoring. This took place off the
coast of California at a depth of 120 m.
1954 The first drilling vessel in the Gulf of Mexico.
1962 The first semi-submersible drilling platform, C.P. BAKER, constructed in the
USA.
1970 Test drilling at a depth of 456 m from the drilling vessel WODECO 4.
1976 A world record in deep water drilling was set by the anchored vessel
DISCOVERER 534 at a depth of 1055 m off the coast of Thailand.
1987 New world record in deep water drilling set by DISCOVERER 534 at a depth of
1985 m.
The anchoring systems have, however, their weak points. Elasticity in the anchoring system,
poor hydrodynamic damping, etc., expose the vessel or the rig to movements made by
waves, wind and current. In addition, drilling at such depths requires a lot of equipment
(winches, anchors, wires, etc.) with the result that vessels using this type of system lose a
great deal of their manoeuvring capability.

Training
DP PRINCIPLES
The Mohole Project
The very first dynamic positioning system was used in 1957 in connection with the
American Mohole project. The purpose of this project was to drill into the so-called Moho
layer, that is, through the outer shell of the earth. To succeed in this the drilling was to be
done where this shell is at the thinnest, and that was where the great oceans are at the
deepest. The depth was around 4 500 m, and that was far too deep for the usual anchoring
systems.
The problem was solved by installing 4 manoeuvring propellers/thrusters onboard the barge,
CUSS 1. The position in relation to the seabed was found by lowering a transmitter down to
the seabed which transmitted signals up to the barge (some form of hydro acoustic reference
system). The position in relation to the transmitter could be read on a display onboard the
barge. In addition, 4 buoys anchored around the vessel were used. These transmitted radio
signals to a radar onboard. By using different combinations of thrust and direction for the 4
propellers, it should be possible to keep the barge in position above the place of drilling. 9th
March 1961 the CUSS 1 was able to maintain position by the help of dynamic positioning at
a depth of 948 m off La Jolla, California (picture below). Some time later the vessel did 5
drillings at a depth of 3 560 m, while maintaining position within a radius of 180 m.
CUSS 1,
the first vessel to be dynamically positioned in connection with the Mohole project in 1961

Training
DP PRINCIPLES
Dynamic Positioning (DP) - Introduction
CUSS 1 was the first vessel that had some kind of DP system onboard. The system
functioned with manual control. But the manual control of the thrusters was a very
complicated function, and the idea of developing a control unit to take care of that function
was born. Later that year (1961) the Shell Oil Company, USA, launched the drilling vessel
EUREKA. Very soon equipment which automated the thruster commands was installed. In
1964 another vessel, CALDRILL 1, was delivered to Caldrill Offshore Company, USA, with
similar equipment onboard. Both the EUREKA and CALDRILL projects were successful.
EUREKA drilled at a depth of 1 300 m with 6 m high waves and a wind of up to 21 m/s.
CALDRILL could drill at depths of maximum 2 000 m and was equipped with 4
manoeuvrable thrusters, each with 300 hp. The position was found using two taut wire
reference systems.
French engineers watched the American projects closely. France had interests in companies
laying pipelines in the Mediterranean, and dynamic positioning could make these operations
safer and more efficient. In 1963 the first dynamically positioned French vessels, namely
Salvor and Tèrèbel, were laying pipelines in the Mediterranean.
A few years later the oil adventure started in the North Sea, and Norway and the UK
became interested in dynamic positioning. British GEC Electrical Projects Ltd equipped in
1974 WIMPEY SEALAB, an old cargo vessel converted to a drilling vessel, and in 1977
UNCLE JOHN, a semi-submersible platform, with equipment similar to that which the
Americans and Frenchmen had named Dynamic Positioning (DP) System.
Norwegian ship owners wanted a DP system produced in Norway because of the problems
connected with getting service in the North Sea from Honeywell, who had roughly the
whole DP market in the early 1970’s. Research was started up in Trondheim and a concept
was presented. Kongsberg Våpenfabrikk (KV) was chosen to carry out the project and Stolt
Nielsen ordered the first system. The first vessel to use a Norwegian DP system was the
SEAWAY EAGLE on 17th May 1977.
Dynamic positioning has changed a lot since CUSS 1 in 1961. From being designed for test
drilling and laying of pipelines, DP is now being used for different types of operations,
ranging from geological assignments, via military ones, to cruise ship manoeuvring in
lagoons. The basic principles from 1961 are the same, but the explosive development within
data has led to a similar development in DP systems, both when it comes to operating the
equipment and the technology itself. In short, a DP system can be defined as:
A computer based automatic positioning system for floating vessels.
The DP system is used to keep a vessel in position, or to move a vessel from one position to
another with low speed.

Training
DP PRINCIPLES
The History of Kongsberg Simrad’s DP System
The Norwegian DP adventure started in 1975 at the Kongsberg Våpenfabrikk with a small
group of engineers called Dynpos, belonging to the Defence Division. The group was soon
moved to the Oil Division, which was the Offshore Division in Kongsberg Våpenfabrikk.
Today, more than 20 years later, Kongsberg Simrad is the world’s largest manufacturer of
DP systems with a market share of more than 80%.
The DP systems are divided into two main groups;
KV technology with Kongsberg System 500 based systems, KS500, from the early
years. This computer was developed by Forsvarets Forskningsinstitutt and
Kongsberg Våpenfabrikk at the beginning of the 1970’s and is built up around
TTL logic.
 Own technology with SBC based systems from 1983 onwards. SBC, Single Board
Computer, is developed by Kongsberg Simrad and uses Intel micro processors
80186, 80286 and 80386 on respectively SBC1000, SBC2000 and
SBC3000/SBC3003. Our prototype of SBC1000 was the first computer in the
world using Intel 80186 micro processor.
Today’s systems use SBC400 that is based on Intel 960 RISK processor.
DP System Development
1977 ADP501 1 KS500 64k computer, HPR display

ADP502 1 KS500 64k computer, display processor
ADP503 3 KS500 64 k computers, 2 display processors
1979 ADP503 MkII 3 KS500 128k computers, 2 colour displays
ADP311 1 KS500 128k computer, 1 colour display, 1 cabinet
1983 APM3000 2 KS500 256k computers, 1 display
ADP100 3 SBC1000, 1 display
1987 ADP703 rev. 0 9 SBC1000, voting, 2 displays
1990 ADP701 rev. 0 2 SBC2000, 1 display
ADP700 1 SBC2000 with joystick terminal
1992 ADP701 MkI & II 1 SBC3000, 1 display
ADP702 MkI & II 2 SBC3000, 2 displays
ADP703 MkI & II 3 SBC3000, 3 displays
1996 SDP11 & 12 SBC400 I/O processor and std. NT workstation
SDP21 & 22 SBC400 I/O processor and std. NT workstation
SDP31 & 32 SBC400 I/O processor and std. NT workstation
SPM SBC400 I/O processor and std. NT workstation
SJS01/SDP01 Joystick/Compact DP (replace Robertson products)

Training
DP PRINCIPLES
The System
A modern dynamic positioning system consists of the following 7 main parts:
The control unit with the computer
Thrusters
Power supply
Position Reference systems
Sensors
Instruments/operator panels - MMI (Man-Machine interface)
Operator
The figure shows an example of a Kongsberg Simrad DP system with sensors; wind sensor,
gyro compass and vertical reference sensor, position reference systems; Artemis, Taut Wire,
Hydro Acoustic Position Reference System (HPR), power supply and thrusters. The control
unit is located in the operator station with panels and displays.

Training
DP PRINCIPLES
The Control Unit with the Computer

The control unit receives signals from the sensors, position reference systems, thrusters and
control panels, processes these signals and uses them to calculate how much thrust and in
which vector direction this thrust has to be used for the vessel to maintain position and
heading. These calculations are then converted into signals that are sent to the respective
thrusters and the displays on the control panels.
Thrusters
These are propellers used to move the vessel. Usually the thrusters move the vessel in a
fixed direction, but by combining several thrusters the vessel can be moved in all directions.
The thrusters receive signals from the control unit. These signals contain information of
how much thrust the thrusters shall use, and in which direction. The thrusters execute the
commands given and give feedback to the control unit.
Power Supply
The computer, panels, sensors, reference systems and not the least, the electrically driven
thrusters need power to function. This power is being produced and distributed by the power
supply. The system includes generators, switchboards, cables, etc.
Position Reference Systems

Position reference systems can be based on, for example, radio signals (Artemis), satellite
signals (DGPS) or mechanical signals (Taut Wire), which give the control unit information
of position, either geographical or in relation to a given reference position (or movement
from this). The control unit uses these positions for its calculations, which enables the
control unit to put the vessel into a co-ordinating system with position, wanted position and
wanted heading, direction and speed.
Sensors
The sensors give the control unit information about current, wind, waves, heading, draught,
etc. The information is used in the calculations that give an overview over the vessel’s
condition and movements, etc. Together with the position reference systems, the sensors
provide all the data for the calculations done in the control unit.
Displays/Operator Panels
This is the link between the DP system and the people who is operating it. The display
shows the status of the vessel and the DP system continually, and the operator is able to give
new instructions and commands to the control unit continually by the operator panel. The
operator is able to take over all, or more usual, parts of the control unit’s tasks, for example
manual control of the thrusters.
The Operator
This part of the DP system is the most important. The operator decides how the system is to
work and what it has to do. His role has become more important over the years.
Certification and regulations are continually under development and form the terms under
which the operator works.

Training
DP PRINCIPLES
The DP System - Summary
Generally a DP system can do the following:
 Measure and calculate the forces acting on the vessel.

 Calculate how the vessel reacts to this information.
 Calculate the difference between wanted and real position and heading.
 Calculate how the vessel, by the help of the thrusters, can obtain wanted position
and heading.
 Give commands to the thrusters according to the calculations.
 Control that the vessel reacts as expected, and adjust for possible errors.

Training
Dynamic Positioning
Modes
and
Functions
DP PRINCIPLES

Training
DP PRINCIPLES
Introduction
The Simrad Dynamic Positioning (SDP) systems are computerised systems enabling the
automatic position and heading control of a vessel. Set-points for heading and position are
specified by the operator and are then processed by the SDP system to provide control signals
to the vessel's thruster and main propeller systems. The SDP system always allocates
optimum thrust to whichever propeller units are in use.
To control the vessel's heading, the SDP system uses data from one or more gyrocompasses,
while at least one position-reference system (for example, GPS, microwave, hydroacoustic,
laser beam or taut wire) enables the SDP system to position the vessel. Deviations from the
desired heading or position are automatically detected and appropriate adjustments are made
by the system.
Basic Forces and Motions

A seagoing vessel is subjected to forces from wind, waves and currents 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. Wind speed and direction are measured by the wind
sensors. The system calculates the deviation between the measured (actual) position of the
vessel and the required position, and then calculates the forces that the thrusters must produce
in order to make the deviation as small as possible. In addition, the system calculates the
forces of wind, wave and water current that act upon the vessel and the thrust required to
counteract them. The system controls the vessel's motion in three horizontal degrees of
freedom - surge, sway and yaw.

Training
DP PRINCIPLES
Main Principles of Operation

The SDP system is designed to keep the vessel within specified position and heading limits,
and to minimise fuel consumption and wear and tear on the propulsion equipment. In
addition, the SDP system tolerates transient errors in the measurement systems and acts
appropriately if an error occurs in the propulsion units.
Wind Data from Reference

Systems and Sensors
Thruster
Allocation
Feed Optimum
Forward Controller
Mathematical Model
SDP SYSTEM
(MD0007)

Training
DP PRINCIPLES
MAIN COMPONENTS IN THE SDP SYSTEM

The Mathematical Model
The model is a mathematical description of how the vessel reacts or moves as a function of
the forces acting upon it. The model is a hydrodynamic description, i.e. it involves the
vessel's characteristics such as mass and drag. The design criterion for the model is an as
accurate as possible description of the vessel's motions and reaction to any external forces.
The mathematical model is affected by the same forces as the vessel itself. Wind forces are
calculated as a function of measured wind speed and direction, while thruster forces are
calculated as a function of thruster/propeller pitch/rpm and direction. The system incorporates
algorithms for the estimation of sea current and waves, and the forces caused by these.
Individual Thruster
Comm ands
Thruster
Allocation
Force and
Moment Demand
Calculated Wanted Position,
Wind Optimum Heading and
Wind
Controller Speed
Force
Position, Heading
and Speed Estimates
Thruster Calculated - + Measurements from

Reference Systems
Feedback Thruster Vessel Model
Position and Sensors
Force
and
Heading
Estimates
Calculated
Current Model Update
Force
Current
Estimate
Kalman Filter
Controller (MD0008)
The main outputs from the mathematical model are filtered estimates of the vessel's heading,
position and speed in each of the three degrees of freedom - surge, sway and yaw. The
mathematical model itself is never a 100% accurate representation of the real vessel.
However, by using the Kalman filtering technique, the model can be continuously corrected.
The vessel's heading and position are measured using the gyrocompasses and position-
reference systems, and are used as the input data to the SDP system. This data is compared to
the predicted or estimated data produced by the mathematical model, and the differences are
calculated. These differences are then used to update the mathematical model to the actual
situation.

Training
DP PRINCIPLES
The Optimum Controller

The purpose of the optimum controller is to calculate the force that is to be exerted by the
thrusters/propellers in order to keep the vessel at the required position or on the desired track.
The result of this calculation is referred to as the force demand and consists of the following
parts:
 Excursion Feedback
 Wind Feed Forward
 Current Feedback
It is also possible for an operator to use the SDP system's joystick and rotate controller to
manually control the force exerted by the thrusters/propellers.
Thruster Allocation
The SDP system's optimum controller continuously calculates the actual force requirements
in the alongship and athwartship directions (the directional force demand), and the required
rotational moment (the rotational moment demand).
The Thruster Allocation function distributes these force demands as pitch and/or rpm control
signals to each thruster/propeller, thus obtaining the directional force and rotational moment
required for the position and heading control.
The following diagram shows the allocation of the rotational moment demand and the
directional force demand into control signals for each thruster/propeller:
= Rotation centre
Rotational
= Tunnel thruster Moment
Demand
= Direction of thrust
Directional
= Propeller/rudder Force
Demand
= Wake from
thruster/propeller
Allocation
of demand
(MD0001)

Training
DP PRINCIPLES
Reference System and Sensor Data Processing

Measurements of a vessel's position and heading at any point in time are essential for
dynamic positioning.
Several different position-reference systems are normally used with the SDP system. The first
position-reference system selected and accepted for use with the SDP system becomes the
reference origin (the origin of the internal co-ordinate system).

Training
DP PRINCIPLES
Power Load Monitoring and Blackout Prevention

The Power Load Monitoring and Blackout Prevention function performs a dynamic
pitch/rpm reduction of the thrusters/propellers to prevent a power blackout situation on a
power bus or isolated bus section.
The Power Load Monitoring and Blackout Prevention function is prepared for handling the
following standard power plant configurations:
 Diesel generators supplying thruster/propeller electro-motors
 Shaft generators supplying thruster electro-motors
 A combination of diesel generators and shaft generators
The Power Load Monitoring and Blackout Prevention function is active in all operation
modes and is illustrated in the diagram below:
Reduced power Nominal power

consumption by
SDPM to avoid
kW blackout/overload
SDPM power demand
Actual SDPM Pitch/rpm Pitch/rpm

power reduction reduction
consumption
Time

Training
DP PRINCIPLES
DP Capability Analysis System

The DP Capability Analysis System predicts the maximum weather conditions in which the
vessel is able to continue DP operations.
The following situations are evaluated:

 All systems fully operational (all thrusters active and no lack of power)
 Present condition with regard to thrusters and generators
 Loss of one or more thruster units
 Loss of one or more power generators (with possible loss of connected thrusters)
This function is available for diesel-electric propulsion only.
Alarm System
During operation, extensive checking of the data from position-reference systems, sensors
and other external systems, as well as from the system itself, is performed automatically. The
operator is alerted by audible alarms, flashing lights and messages if any errors or
inconsistencies occur.
The following elements comprise the alarm system:
 Online Diagnostics
 Message Reporting
 Alarm Advisory Function
 Message Printout

Training
DP PRINCIPLES
Man Machine Interface (MMI)

The MMI is an important feature that enables efficient and safe operation of the system by
helping the operator to make optimum operational decisions. During normal operation this
reduces the risk of human error. Emphasis has been placed on logical operation, effective
presentation of relevant information and user-friendliness.
Dedicated buttons are provided on the operator panel for activation of main modes, reference
systems, thrusters and other functions where indicator lights are of great importance for
situation assessment. Frequently-used functions are also initiated from dedicated panel
buttons.
The display is organised with four views simultaneously shown on the screen:
 Alarm view. Located just below the Menu bar.

 Performance view. Located top-left.
 Working view. Located right.
 Monitoring view. Located bottom-left.

Training
DP PRINCIPLES
Built-in Trainer
The built-in trainer is a tool for simulating vessel motion for operator training purposes. The
training is performed on the SDP console with no additional equipment required. Training is
carried out without spending valuable time setting up position-reference systems and without
running the thruster/propeller systems. The built-in trainer requires that the SDP system does
not control the vessel.
The following training functions are available:

 Position Change
 Heading Change
 Simulated Vessel Mode
 Thruster Operation
 Environmental Conditions
Online Consequence Analysis

The Online Consequence Analysis function continuously performs an analysis of the vessel's
ability to maintain its position after a predefined, worst-case failure during operation.
Possible consequences are based on the actual weather conditions, enabled thrusters and
power plant status.
Typical worst-case single failures are:

 Failure in the most critical thruster
 Failure in one thruster group (if any)
 Failure in one power bus section
If the consequence of the predefined failure is loss of position, it is reported to the operator
via the alarm system. The failure situations that are analysed are in accordance with the
requirements for DP Class 2 and 3 operations.
Data Logging System

Extensive data logging functions are available for the SDP systems. These functions may be
used to record operational data or to investigate reasons for an incident.
A complete logging system consists of the following elements:

 Logging output from the SDP system
 External logging system
These elements can be delivered separately.

Training
DP PRINCIPLES
OPERATIONAL MODES
The vessel can be controlled in several different modes. The main difference between these
modes is how the position and speed set-points are generated.
 The Manual/Joystick mode allows the operator to control the vessel manually using a
joystick for position control and a rotate controller for heading control.
 The Auto Position and Auto Heading modes automatically maintain the required
position and heading.
 The Auto Area Position mode automatically keeps the vessel within an allowed area
and within allowed heading limits while using the minimum amount of power.
 The Auto Track modes (low speed and high speed) make the vessel follow a
specified track described by a set of waypoints.
 The Autopilot mode enables the vessel to steer automatically on a predefined course.
 The Follow Target mode enables the vessel to automatically follow a constantly-
changing position set-point.
Standby Mode
The Standby mode is a waiting and reset mode in which the SDP system is in a state of
readiness but in which no control of the vessel can be made using the SDP system.
Manual/Joystick Mode
In the Manual/Joystick mode, the operator controls the positioning of the vessel using a
joystick and a rotate controller. The joystick commands the vessel to move in the alongship
and athwartship directions (along the surge and sway axes), while the rotate controller
commands the vessel to rotate (around the yaw axis).
The following functions are available in the Manual/Joystick mode:

 Joystick Gain Selection
 Environmental Force Compensation
 Bow/Stern Rotation

Training
DP PRINCIPLES
Auto Heading Mode

In the Auto Heading mode, the system accurately keeps the
vessel at the selected heading. The operator can use one of the
standard functions listed below to control the vessel's heading. If
the operator selects another heading, the system will
automatically change the vessel's heading.
 Present Heading
 Set Heading
 Minimum Power
The following functions are also available in the Auto Heading mode:
 Set Rotate Speed
 Heading Alarm
The Auto Heading mode can also be used in combination with the Auto Position mode to
provide complete, automatic control of the vessel's heading and position.
Auto Position Mode

In the Auto Position mode, the system accurately keeps the vessel
at the selected position. If the operator defines another wanted
position, the system will automatically change the vessel's
position. The operator can use any of the standard functions
listed below to control the vessel's position:
 Present Position
 Marked Position
 Set Position
 Previous Position
The following functions are also available in the Auto Position mode:
 Set Vessel Speed
 Position Alarm
The Auto Position mode is normally used in combination with the Auto Heading mode to
provide complete, automatic control of the vessel's position and heading.
It is also possible to request automatic position control in either the surge or sway axis alone.
This feature is normally combined with automatic heading control so that the operator has
manual control of only one of the surge or sway axes while the system stabilises the vessel’s
motion in the other two axes.

Training
DP PRINCIPLES
Auto Area Position Mode

In the Auto Area Position mode, the system keeps the vessel within an allowed area with
minimum use of power. This mode is intended for stand-by operations where the vessel must
remain within a specified geographical area. The SDP system allows the vessel to drift away
from the centre of the area and from the optimum heading due to environmental forces. The
propellers and/or thrusters are used only when the required operational limits are exceeded.
Independent limits can be specified for both position and heading:
 Early Warning Limit
 Activation Limit
 Alarm Limit
When the limits are exceeded, steady bias forces on the propellers/thrusters are used to obtain
smooth positioning with a minimum variation of power.
Auto Track Modes

The Auto Track modes enable the vessel to follow a predefined track, described by a set of
waypoints, with a high degree of accuracy. These modes cover both low-speed and high-
speed operations using different control strategies. The system can automatically switch
between the strategies depending on the requested speed. Alternatively, the operator can
select the required strategy manually.
In Auto Track (low speed) mode, full position and heading control in all three axes is applied
to control the vessel movement. This strategy yields superior control accuracy and allows full
freedom in selecting the vessel heading, but is limited to speeds of approximately 3 knots.
The Auto Track (high speed) mode controls the vessel heading (using rudder or thruster
azimuth control) to minimise the cross-track error while maintaining the wanted speed. This
strategy is applicable at normal cruising speeds.
Auto Track (low speed) Mode

In the Auto Track (low speed) mode, the speed along the track is
controlled very accurately with the possibility to run as slowly as
a few centimetres per second.
The positions of the waypoints and the vessel's heading and speed that are to be used for
each track section are specified by the operator and stored in waypoint tables. Waypoints
can be inserted, modified and deleted as required.
The vessel's heading is controlled by the following functions:
 Present Heading
 Set Heading
 System Selected Heading
The speed of the vessel along each section of the track can either be taken from the waypoint
table or specified on-line by the operator using the Set Vessel Speed function.

Training
DP PRINCIPLES
Depending on the thruster installation and the vessel design, the maximum speed for a vessel
in Auto Track (low speed) mode should not exceed approximately 3 knots since the effect of
the lateral thrusters is reduced at speeds higher than this.
The following figure shows the track a vessel will follow in Auto Track (low speed) mode
according to the information contained in the table:
= predefined track
4
= way point
(MD0050)
1 2
Waypoint Number North/East Co-ordinates Speed Heading

1 1501060/503710 0.3 m/s 270o
2 1501060/503770 0.5 m/s 270o
3 1501140/503790 0.5m/s 270o
4 1501170/503910 0.3m/s 335o
The operator can select between two alternative strategies for passing waypoints:
 Slowing down at each waypoint before continuing to the next (used when the vessel
must remain on track, even during sharp turns)
= vessel movement
= predefined track
4
= way point
way point
reached
circle
1 2 (MD0051)

Training
DP PRINCIPLES
 Passing the waypoint at a constant speed on a segment of a circle. The circle's radius
can be:
 specified on-line by the operator, using the Set Turn Radius
function
 calculated automatically according to the vessel speed, the angle
of turn and the vessel's turning characteristics
 taken from the waypoint table
= vessel movement
= predefined track
4
= way point
= circle with defined radius

3
(MD0052)
1 2
In addition to the Present Heading, Set Heading, System Selected Heading, Set Vessel Speed
and Set Turn Radius functions, the following functions are also available in Auto Track (low
speed) mode:
 Stop On Course
 Reverse Track
 Leg Offsetting
 Set Cross Track Speed
 Off Track Alarm
 Waypoints from External Computer

Training
DP PRINCIPLES
Auto Track (high speed) Mode

The Auto Track (high speed) mode allows the vessel to follow the
track at up to the vessel's maximum speed. To keep the vessel on the
required track, the required heading is continuously calculated by the
system, according to the vessel speed and the direction and magnitude
of the environmental forces. The heading is continuously controlled to
return the vessel to the track if it should drift off. The difference
between the vessel heading and the track direction (the drift angle) can
be limited by the operator.
The speed of the vessel along each section of the track can either be taken from the waypoint
table or specified by the operator using the Set Vessel Speed function. In addition, it is
possible at any time for the operator to deselect automatic control of the forward speed of the
vessel and use the manual joystick to control the vessel speed. The following figure illustrates
a vessel operating in Auto Track (high speed) mode according to the information contained in
the table. When passing a waypoint, the vessel maintains a constant speed and follows a
segment of a circle.
The radius of this circle can be:

 specified by the operator on-line, using the Set Turn Radius function
 calculated automatically according to the vessel speed, the angle of turn and the
vessel's turning characteristics
 taken from the waypoint table
= vessel movement
4
= predefined track
= way point
= circle with defined radius
3
(MD0056)
1

Training
DP PRINCIPLES
Waypoint Number North/East Co-ordinates Speed

1 1501060/503710 2.0 m/s
2 1506060/509710 3.0 m/s
3 1508060/514710 3.0 m/s
4 1513060/517710 2.0 m/s
In addition to the Set Vessel Speed and Set Turn Radius functions, the following functions are
also available in the Auto Track (high speed) mode:
 Stop On Course
 Reverse Track
 Leg Offsetting
 Set Cross Track Speed
 Off Track Alarm
 Rudder Limit
 Waypoints from External Computer
Autopilot Mode
The Autopilot mode enables the vessel to steer automatically on a
predefined course by accurately controlling the vessel's heading.
This mode uses the vessel's propeller(s) and rudder(s) or azimuth
thrusters, and compensates for the wind forces acting on the vessel.
The vessel's heading is controlled by the following functions:

 Present Heading
 Set Heading
The following functions are available in the Autopilot mode:

 Set Rotate Speed
 Rudder/Azimuth Limit
 Off Course Alarm

Training
DP PRINCIPLES
Follow Target Mode

The Follow Target mode enables the vessel to automatically follow a moving target and
keeps the vessel at a constant position relative to the target. The moving target must be
equipped with a mobile reference transponder in order for the SDP system to monitor its
position. If, for example, the moving target is a Remotely Operated Vehicle, then the vessel
must be equipped with a Hydroacoustic Position Reference (HPR) system in order for the
SDP system to monitor its position.
The heading of the vessel is controlled by one of the following functions:

 Set Heading
 System Selected Heading
The operator defines a circle of operation within which the target can move without causing
the vessel to also move. The vessel only moves when the target crosses the boundary of the
circle of operation. The circle of operation is defined using the Reaction Radius function.
Vessel's second position.

Movement occurs when
the target moves from its
third to fourth position.
Vessel's first position.
Target moves from its
first to second position
without causing the
vessel to move.
Target's first
position
Target's fourth position
The target moves to a
new position outside the Target's second
Target's third
previous reaction circle
and this causes the vessel position. position
to also move. (MD0057)
In addition to a reference transponder on the target, an additional transponder must be

deployed on the sea bed, or another position-reference system is required in the vessel.

Training
DP PRINCIPLES
SPECIAL APPLICATION FUNCTIONS

A number of special functions are available for the following application areas:
 Offshore loading
 Cable laying
 Pipe laying
 Trenching
 Dredging
Offshore Loading
When loading offshore, it is possible to reduce the thruster/propeller force required to retain
the vessel's position, relative to the offshore loading buoy, by utilising the stabilising effect of
the wind and wave forces acting on the vessel's hull. In order to achieve this reduction, the
vessel's bow must always face the environmental forces. Therefore the SDP system includes
special Weather Vaning operation modes which cause the vessel to always point towards the
environmental forces.
The Weather Vaning operation modes cause the vessel to act like a weather vane. The vessel
is allowed to rotate with the wind and waves around a fixed point, called the terminal point.
Neither the heading nor the position of the vessel is fixed. The heading of the vessel is
controlled to point towards the terminal point, while the position is controlled to follow a
circle, called the set point circle, around the terminal point. Weather Vaning is illustrated in
the diagram below.
Wind
Cur ren t
Terminal point
Set point cir cle (MD0058)
Depending on the type of offshore loading operation, the following functions may also be
available:
 Terminal Point Selection
 Set Point Circle Radius
 Approach to Weather Vaning Location
 Propeller Bias
 Hawser Tension Compensation
 Manual Bias
 Mean Offset

Training
DP PRINCIPLES
Depending on the loading concept, different types of Weather Vaning operation modes may
be used:
 Single Point Mooring Hose
Mooring hawser (M D0059)
 Loading Buoy without Mooring

Hose
Loading buoy
Seabed
(MD0060)
 Floating Loading Tower

Hose
Mooring hawser
(M D00 61 )
 Floating Storage Unit
Moo ring hawser
Hose (MD0062)

Training
DP PRINCIPLES
 Submerged Turret Loading
Hose
(MD0063)
Cable Laying
Power and communication cables are transported on reels and are laid either over the stern of
the vessel as the vessel moves forward or over the side of the vessel as it moves sideways.
Sea bed
Cable touchdown (MD0079)
To ensure that the cables are undamaged as they are laid, various tension systems are used. A
tension system is designed to control the tension between the cable that is already laid and the
cable on the vessel that is waiting to be laid. Therefore the Cable Tension Monitoring and
Cable Tension Compensation functions, described below, have been designed especially for
cable laying operations. These functions, along with the Auto Track mode for controlling the
vessel's movements, improve safety and positioning performance when laying cables.

Training
DP PRINCIPLES
Pipe Laying
When laying stiff pipes, the pipes are transported in sections and are welded together during
the pipe laying operation. The sections of the pipes are welded onboard the vessel when the
vessel is stationary. The vessel then moves forward a distance of one pipe length, and the
welded section of the pipe is moved via a stinger over the stern of the vessel. A stinger is
designed to support the pipe as it moves off the vessel. This is illustrated below:
Stinger
Sea bed
Pipe
(MD006 4)
During the pipe laying operations, the SDP system controls the vessels movements and the
Pipe Tension Compensation function, described below, compensates for the pipe tension to
ensure the best positioning performance.
Trenching
Trenches may be dug prior to cable or pipe laying operations and are used to secure the pipe
or cable after installation. Trenches are dug by a self-driven trencher or by a vessel towing a
plough. The plough itself has no drive machinery; the force needed to pull the plough is
supplied by the vessel's propulsion system.
When digging trenches, the SDP system controls the trencher's movements using the Follow
Target operation mode, while the Auto Track operation mode is used to control the vessel's
movements when using a plough to dig the trenches. During trenching operations, the Plough
Tension Monitoring and Plough Tension Compensation functions are used to ensure the best
position performance.

Training
DP PRINCIPLES
Dredging
The purpose of a dredging operation is to remove material from the seabed. This is especially
important in harbour areas and at river mouths where mud accumulates over time. A dredging
vessel is equipped with two suction pipes that are dragged along the seabed. Material, such as
mud and silt, is pumped up into the vessel from the seabed via the suction pipes.
An example of a dredging vessel is shown below:
Tension Measurement
Angle Measurement X/Y
Suction
Pumps
An gle
Measurement X/Y
(MD006 5)
Draghead Draghead
The dredging vessel moves along parallel tracks. Therefore, to ensure that the whole area is
covered, the tracks must be so close to each other that overlapping may occur. However, to
achieve an efficient dredging operation, the SDP functions and operational modes ensure that
the area overlapped is kept to a minimum.
The SDP system's dredging functions measure the dredging forces, suction pipe elevation and
azimuth, and automatically compensate for these draghead forces. In addition, the SDP
system handles failure in draghead force measurements to avoid uncontrolled vessel
movement and damage to the dragheads. If a permanent failure in the sensor monitoring the
draghead's position and tension occurs, the operator can specify the appropriate draghead
data, enabling the dredging operation to continue.

Training
Layout Basic Systems
SDP11-12-21-22-31-32
DP PRINCIPLES
SDP11 - BASIC SYSTEM
REF. SYSTEMS
SDP-OS
DGPS
TAUT WIRE
ARTEMIS
HPR
ETHERNET
LAN
DPC-11
SENSORS
WIND
GYRO
VRS
MAIN PROPELLER/ AZIMUTH TUNNEL

RUDDERS THRUSTERS THRUSTERS
INTERFACES
POWER MNG.

Training
DP PRINCIPLES
SDP12 - INTEGRATED SYSTEM
SDP-OT SVC-OS STC-OS SDP-OS SPS-OS SDP-OT

Bridgewing Remote
Remote
ARTEMIS WIND SENSOR
GYRO
DGPS
DPC-12
TAUT WIRE
VRS
HPR
SVC-OS
Power management
PS 96 Machinery monitoring and alarm
PS 112/ Auxiliary control
PS 120 Ballast/bunker monitoring & control
Cargo monitoring & control
PS 240
PS 480/
PS 400
Thruster
Control
AZIMUTH TUNNEL MAIN PROPELLERS/

THRUSTERS THRUSTERS RUDDERS

Training
DP PRINCIPLES
REF. SYSTEMS
SDP-OS
DGPS
TAUT WIRE
ARTEMIS
HPR
DUAL
ETHERNET
LAN
DPC-21
SENSORS
WIND
GYRO
VRS

INTERFACES RUDDERS THRUSTERS THRUSTERS
POWER MNG.

Training
DP PRINCIPLES

Bridgewing Remote
Remote
A RTE MIS
W IND SE NS OR
TA UT W IRE
DGP S
DPC-22 GY RO
VRS
HP R
SVC-OS
Power management
PS 96 Machinery monitoring and alarm
PS 112/ Auxiliary control
PS 120 Ballast/bunker monitoring & control
Cargo monitoring & control
PS 240
PS 480/
PS 400
Thruster
Control


Training
DP PRINCIPLES
REF. SYSTEMS
SDP-OS
DGPS
TAUT WIRE
ARTEMIS
HPR DUAL
ETHERNET
LAN
DPC-31
SENSORS
WIND
GYRO
VRS

INTERFACES RUDDERS THRUSTERS THRUSTERS
POWER MNG.

Training
DP PRINCIPLES

Bridgewing Remote
Remote
AR TEMIS
W IN D SEN SOR
D G PS DPC-32
GYR O
TAU T W IR E
H PR VR S
SVC-OS
Power management
Machinery monitoring and alarm
PS 96 Auxiliary control
PS 112/ Ballast/bunker monitoring & control
PS 120 Cargo monitoring & control
PS 240
PS 480/
PS 400
Thruster
Control


Training
DP PRINCIPLES

Training
Principles
SDP-21-22-31-32
DP PRINCIPLES
SDP 21 principles
Double set of sensors

Operator Operator
Station 1 Station 2
Double datanet
A B
computer computer
Switch
control
To thrusters

Training
DP PRINCIPLES
SDP 22 principles
Double set of sensors
Operator Operator A B
Station 1 Station 2 computer computer
Double datanet
Online select Online select Online select Online select Online select Online select
Process Process Process Process Process Process

station station station station station station
Fore Bow Midle bow Aft bow Aft azimuth Port main Starboard main
thruster thruster thruster thruster propeller propeller

Training
DP PRINCIPLES
SDP 31 principles
Triple set of sensors
Operator Operator Operator
Station 1 Station 2 Station 3
Voting Voting Voting
A Double datanet B C
computer computer computer
HW HW HW
voter voter voter
A B C
To To To
Fore Bow thruster. Midle bow thr. Aft bow thr.
Port main propeller. Aft azimuth thruster Starboard main propeller.

Training
DP PRINCIPLES
SDP 32 principles
Triple set of sensors
Voting Voting Voting
Operator Operator Operator A B C

Station 1 Station 2 Station 3 computer computer computer
Double datanet
Voting Voting Voting Voting Voting Voting
Process Process Process Process Process Process

station station station station station station
Fore Bow Midle bow Aft bow Aft azimuth Port main Starboard main
thruster thruster thruster thruster propeller propeller

Training

Intro DPtekn

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Intro DPtekn

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DP Principles

In this chapter you will find documents

Historical Development of Dynamic Positioning

DP - Modes and Functions Abbreviations

Layout Basic Systems

HISTORICAL DEVELOPMENT OF DYNAMIC POSITIONING.................................................................6

SDP12 - INTEGRATED SYSTEM.....................................................................................................................41

SDP21 - BASIC SYSTEM....................................................................................................................................42

SDP22 - INTEGRATED SYSTEM.....................................................................................................................43

SDP31 - BASIC SYSTEM....................................................................................................................................44

SDP32 - INTEGRATED SYSTEM.....................................................................................................................45

Page 2  Kongsberg Simrad AS Mar-21

Mar-21  Kongsberg Simrad AS Page 3

Page 4  Kongsberg Simrad AS Mar-21

HISTORICAL DEVELOPMENT OF DYNAMIC

Sicilian sailors “fishing” for oil - Painting of Johannes Stradanus (1523-1605)

Summerland, California 1902

Page 6  Kongsberg Simrad AS Mar-21

Schematic drawing of a four point anchoring system.

Mar-21  Kongsberg Simrad AS Page 7

Page 8  Kongsberg Simrad AS Mar-21

The Mohole Project

Mar-21  Kongsberg Simrad AS Page 9

Dynamic Positioning (DP) - Introduction

A computer based automatic positioning system for floating vessels.

Page 10  Kongsberg Simrad AS Mar-21

The History of Kongsberg Simrad’s DP System

The DP systems are divided into two main groups;

1977 ADP501 1 KS500 64k computer, HPR display

Mar-21  Kongsberg Simrad AS Page 11

Page 12  Kongsberg Simrad AS Mar-21

The Control Unit with the Computer

Position Reference Systems

Mar-21  Kongsberg Simrad AS Page 13

The DP System - Summary

Generally a DP system can do the following:

 Measure and calculate the forces acting on the vessel.

Page 14  Kongsberg Simrad AS Mar-21

Page 16  Kongsberg Simrad AS Mar-21

Basic Forces and Motions

Mar-21  Kongsberg Simrad AS Page 17

Main Principles of Operation

Wind Data from Reference

Page 18  Kongsberg Simrad AS Mar-21

MAIN COMPONENTS IN THE SDP SYSTEM

Thruster Calculated - + Measurements from

Mar-21  Kongsberg Simrad AS Page 19

The Optimum Controller

Page 20  Kongsberg Simrad AS Mar-21

Reference System and Sensor Data Processing

Mar-21  Kongsberg Simrad AS Page 21

Power Load Monitoring and Blackout Prevention

Reduced power Nominal power

SDPM power demand

Actual SDPM Pitch/rpm Pitch/rpm

Page 22  Kongsberg Simrad AS Mar-21

DP Capability Analysis System

The following situations are evaluated:

This function is available for diesel-electric propulsion only.

Mar-21  Kongsberg Simrad AS Page 23

Man Machine Interface (MMI)

 Alarm view. Located just below the Menu bar.