DP

DP Principles
In this chapter you will find documents

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

Page 7
DP - Modes and Functions Abbreviations

Page 19
Layout Basic Systems

SDP11 - 12 - 21 - 22 - 31 - 32
Page 49
Principles
SDP 21
SDP 22
SDP 31
SDP 32
Page 57
k:\dp technical course\docs\dp principles - chapt 2 vol 1.doc

Feb 07
Page 2  Kongsberg Maritime AS Feb 07
Training Rev 01
ABBREVIATIONS & GLOSSARY
ADS Atmospheric Diving Suit, enabling diver access to depths greater than 450 m
Artemis A microwave position reference system using one shore and one shipboard
transceiver, giving range and bearing information
Auto-Start- Part of the power management system of a vessel, in which stand-by
alternators will automatically start when demand dictates
AUT The DNV Classification for DP vessels of equipment class 1
AUTR The DNV Classification for DP vessels of equipment class 2
AUTRO- The DNV Classification for DP vessels of equipment class 3
BP Back plane
C/A Code- The Coarse Acquisition code used with the GPS system
C/R Centre of Rotation, or Alternative Rotation Point
Cegelec The major UK manufacturer of DP systems, formerly GEC, renamed Alstom
in 1999
CG Centre of Gravity
COS Common Operator Station
DARPS Differential Absolute and Relative Positioning System, a DGPS-related PRS
used by shuttle tankers and FPVs
DGPS Differential GPS (see GPS)
DNV Det Norske Veritas, the Norwegian Classification Society
DoD The US Department of Defence
DP Dynamic Positioning
DP(AM) The Lloyds Classification for DP vessels of equipment class 1
DP(CM) The Lloyds Classification for DP vessels of limited capability
DP(AA) The Lloyds Classification for DP vessels of equipment class 2
DP(AAA) The Lloyds Classification for DP vessels of equipment class 3
DPC DP Controller Unit
DPO Dynamic Positioning Operator
DPVOA The DP Vessel Owners Association, merged with the AODC in 1995 to form
the IMCA (the International Marine Contractors Association)
DSV Dive Support Vessel
Duplex A DP system having two computers to provide redundancy
ERS Environment Reference Sensor
ESD Emergency Shutdown and Disconnection procedure for offshore loading shuttle
tankers
Fanbeam An optical laser radar position reference system
Flotel Floating Accommodation Vessel
FMEA Failure Modes and Effects Analysis
FPV Floating Production Vessel
FSVAD Flag State Verification and Acceptance Document
GPS The Global Positioning System of satellite navigation
Habitat A dry compartment at the sea bed containing the worksite in a hyperbaric
environment
Feb 07  Kongsberg Maritime AS Page 3

Rev 01 Training
HDOP Horizontal Dilution of Precision, a measure of accuracy in the GPS and DGPS
systems
Heliox Helium-Oxygen gas, divers breathing mix at depths greater than 50m
HiPAP High Precision Acoustic Positioning System
HPR Hydroacoustic Position Reference
HSE The Health and Safety Executive, the statutory body responsible for safety in
the UK sector of the North Sea
HW Hardware
IMCA The International Marine Contractors Association, an amalgamation of the
DPVOA and the AODC, these two bodies merged in 1995
IMO The International Maritime Organisation
I/O Input/Output
I/O cards Input/Output cards
Kongsberg The division of the Kongsberg Group responsible for production and marketing
Simrad of DP, acoustic and other vessel control systems. From 1. August 2003 the
company is Kongsberg Maritime
LAN Local Area Network
LBL Long Baseline; a principle used with HPR
LTW Lightweight Taut Wire system
MCA The UK Marine & Coastguard Agency
Mercator A navigational chart projection using latitude and longitude co-ordinates
MOU Mobile Offshore Unit
MPC Modular Panel Controller
Nautronix An American manufacturer of DP and related equipment, formerly Honeywell
NMD The Norwegian Maritime Directorate
NMEA National Marine Electronic Association
NPD The Norwegian Petroleum Directorate
MOB Mobile transponder
MRU Motion Reference Unit
OLT Offshore Loading Terminal; a buoy, articulated tower or rigid tower used by
shuttle tankers for loading crude oil for export
OS Operator Station
OT Operator terminal
P-Code The precision code transmitted within the GPS system, currently restricted to
use by approved military users
PAO Process Analogue Output
PAI Process Analogue Input
PAIO Process Analogue Input Output
PBI Process Bus Interface
PDI Process Digital Input
PDO Process Digital Output
PM Position Mooring
PMT Portable Mini Transducer
PPS The Precise Positioning Service from the GPS system, only available to
approved military users

Training Rev 01
PRC Pseudo-Range Corrections provided within the DGPS system
PRS Position Reference System
PS Process Station
PSI Process Synchro Input
Responder A form of transponder where the interrogating signal is conducted by hard-wire
rather than through water
ROV Remotely Operated Vehicle, usually an unmanned submersible
SA Selective Availability, the means by which non-approved users are denied
access to the P-code within the GPS system (removed May 2000)
SBC Single Board Computer
SBL Short Baseline HPR
Simplex A non-redundant DP system, single computer
Sonardyne A UK manufacturer of underwater acoustic systems
SPS The Standard Positioning Service from the GPS system
SSBL Super-short Baseline; a principle used in acoustic position reference
Starfix A commercially operated satellite position fixing system
Stinger A heavy gantry deployed at the stern of a pipelay vessel, supporting the pipe as
it is laid, used in the S-lay method
STL Submerged Turret Loading; a facility whereby a submerged buoy is recovered
by a tanker and mated to the underside of the forebody of the vessel, effecting
a secure mooring
Surge Vessel movement in the fore-and-aft direction
Sway Vessel movement in the transverse direction
SW Software
Taut Wire A position reference system consisting of sensors detecting the length and
angles of a tensioned wire leading to a weight on the sea bed
THR Thruster
TMR Triple Modular Redundancy; the Voting concept of redundancy
Transducer The acoustic prove on the vessel’s bottom used as part of the HPR system
Transponder A sea bed beacon used with HPR (see Tp)
Trencher A sea bed crawler vehicle intended to trench and bury a previously laid pipeline
Triplex A DP system having three computers providing redundancy through voting
logic
Voting A system of redundancy using triplicated systems and a “two out of three” vote
on all critical values
UPS Uninterruptible Power Supply
USBL Ultra Short Baseline; a principle used with HPR
UTM The Universal Transverse Mercator projection and co-ordinate system
VRS Vertical Reference Sensor; a device giving accurate values for vessel roll and
pitch values
VRU Vertical Reference Unit (see VRS)
WGS 84 The world Geodetic Spheroid upon which the GPS system is based
WP Waypoint
Yaw Vessel rotation about the vertical axis; change of heading

Rev 01 Training
Kongsberg Simrad’s 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

Training Rev 01
HISTORICAL DEVELOPMENT
OF
DYNAMIC POSITIONING
DP DEVELOPMENT
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 coast line 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 Rev 01
DP DEVELOPMENT
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 Missisippi 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.

Rev 01 Training
DP DEVELOPMENT
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 Rev 01
DP DEVELOPMENT
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

Rev 01 Training
DP DEVELOPMENT
Automation of DP
The idea of developing an automatic control unit to take care of the DP 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 Rev 01
DP DEVELOPMENT
The History of Kongsberg DP System
The Norwegian DP adventure started in 1975 at the Kongsberg Våpenfabrikk (KV) 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 30 years later, Kongsberg Maritime is the world’s largest manufacturer of DP
systems.
Kongsberg 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 logics.
∗ New technology with SBC based systems came from 1983 onwards. SBC, Single
Board Computer, was developed by Kongsberg Simrad and uses Intel microprocessors
80186, 80286 and 80386 on respectively SBC1000, SBC2000 and
SBC3000/SBC3003. The prototype of SBC1000 was the first computer in the world
using Intel 80186 microprocessor.

Rev 01 Training
DP DEVELOPMENT
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
STC SBC3000 Thruster Control
1996 SDP11/12, 21/22, 31/32 SBC400 DP Controller and NT workstation
SPM SBC400 DP Controller and NT workstation
SJS01/SDP01 Joystick/Compact DP (replace Robertson products)
STC SBC400 Thruster Control and NT workstation
2001 SDP GreenDP SBC500 DP Controller and NT workstation
(SDP11/12,21/22,31/32)
2003 SDP/SDPM/SPM SBC500 DP Controller and XP workstation
(SDP11/12,21/22,31/32)
2004 SDP/SDPM/SPM RIO-based DP Controller and XP workstation
(SDP11/12,21/22,31/32)
cJoy RIO-based compact joystick system
cPos RIO-based compact DP system (equipment class 1)
STC-400 RIO-based Propulsion and Thruster Control System
2006 K-POS RIO-based DP Controller and XP workstation
(DP11/12,21/22,31/32)
K-Thrust RIO-based Propulsion and Thruster Control System

Training Rev 01
DP DEVELOPMENT
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
REF. SYSTEMS
SDP-OS
DGPS
TAUT WIRE
ARTEMIS
HPR
DUAL
ETHERNET
LAN
DPC-21
SENSORS
WIND
GYRO
VRS
MAIN PROPELLER/ AZIMUTH TUNNEL

INTERFACES RUDDERS THRUSTERS THRUSTERS
POWER MNG.
The figure shows an example of a Kongsberg Simrad DP system with sensors; wind sensors,
gyro compasses and vertical reference sensors, position reference systems; Artemis, Taut
Wire, Hydro Acoustic Position Reference System (HPR), and thrusters.

Rev 01 Training
DP DEVELOPMENT
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 which 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
coordinating 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 which 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 Rev 01
DP DEVELOPMENT
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.

Rev 01 Training
DP DEVELOPMENT

Training Rev 01
Dynamic Positioning
Modes
and
Functions
DP MODES & FUNCTIONS
Page 20  Kongsberg Maritime AS Nov 03

Training
THE SDP SYSTEM
The GreenDP ® (SDP) system is a computerised DP control system for automatic position and
heading control of a vessel.
To control the vessel's heading, the DP control system uses data from one or more gyrocompasses,
while at least one position-reference system (for example, DGPS or hydroacoustics) enables the DP
control system to position the vessel.
Setpoints for heading and position are specified by the operator and are then processed by the DP
control system to provide control signals to the vessel's thruster and main propeller systems. The DP
control system always allocates optimum thrust to whichever propulsion units are in use.
Deviations from the desired heading or position are automatically detected and appropriate
adjustments are made by the system.
The DP control system also provides a manual joystick control which may be used for joystick
control alone or for combined manual/auto control.
Without a position-reference system, the DP control system can provide automatic stabilisation and
control of the vessel heading using the gyrocompass as the heading reference.
The DP control system includes control strategies that will reduce fuel consumption and greenhouse
gases.
Nov 03  Kongsberg Maritime AS Page 21

Training
BASIC FORCES AND MOTIONS
A seagoing vessel is subjected to forces from wind, waves and current, as well as from forces and
moments generated by the vessel’s propulsion system.
The term “forces” in the following sections includes both forces and yawing moments, unless
otherwise stated. The vessel’s responses to these forces, i.e. its changes in position, heading and
speed, are measured by position-reference systems, gyrocompasses and 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 SDP 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.
Wind
Yaw
Sway
Waves
Current
Sway Surge
(MD0006)
The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.
Pitch Roll Heave

(+ = bow up) (+ = stbd down) (+ = down)
The pitch and roll motions are not controlled by the SDP system. However, in order to allow the
position-reference system to correct for these motions, the system must have information about them.
This information is received from vertical reference sensors.
The SDP system does not control or require information about the heave motion, but the motion can
be measured and displayed.

Training

Training
SDP SYSTEM PRINCIPLES
A simplified overview of the SDP control system is illustrated in the following figure.
Measured Measured Wind

Position & Heading Speed & Direction
WIND
Position & MODEL
Heading
Difference
KALMAN Wind
FILTER Force
Predicted
ERROR
Position &
Heading COMPUTATION Error
Compensation
Force
Vessel
Model
Update External
Forces
Thruster
Force
VESSEL MODEL Draught Input
Carrot
Estimated Position &Heading
Setpoint CARROT Speed Settings
Drag Position &
Estimated Heading COMPUTATION
Forces
Speed
NEW SETPOINT
DRAG PRESENT Position &

COMPUTATION Position & Heading Setpoint
Heading
Deviation
DAMPING GAIN Selected

CONTROL CONTROL Gain
Manual
Force Demand Force
from Joystick JOYSTICK Demand Feed Forward
GAIN
CONTROLLER
Resulting Force
Joystick Demand
Gain & Linearity
THRUSTER Thruster
ALLOCATION Allocation Mode
Thruster
Setpoints
POWER Generator Status

THRUSTER OVERLOAD Bus Switch Status
MODEL CONTROL Power Consumption
Thruster
Setpoints
Thruster
Feedback
THRUSTER THRUSTER
FEEDBACK THRUSTERS CO MMAND
SYSTEM SYSTEM

Training
The Vessel Model

The SDP system is based on a Vessel Model which contains a hydrodynamic description of the
vessel, including characteristics such as drag coefficients and mass data. This model describes how
the vessel reacts or moves as a function of the forces acting upon it.
Note ! Text in capitals in the following description refer to items in figure on page 19.
The Vessel Model is provided with information describing the forces that are acting on the vessel:
• A Wind Model uses a set of wind coefficients for various angles of attack to calculate the WIND
FORCE as a function of the wind speed and direction.
• A Thruster Model uses force/pitch/rpm characteristics to calculate the THRUSTER FORCE

according to the feedback signals from the thrusters/propellers.
Using the vessel characteristics and the applied forces, the Vessel Model calculates the
ESTIMATED SPEED and the ESTIMATED POSITION AND HEADING in each of the three
horizontal degrees of freedom - surge, sway and yaw.
During sea trials, the Vessel Model is tuned to optimise the description of the vessel characteristics.
Vessel Model Update

The Vessel Model can never be a completely accurate representation of the real vessel. However,
by using a technique known as Kalman Filtering, the model estimates of position and heading are
continuously updated with measured position information from position-reference systems and
gyrocompasses.
The PREDICTED POSITION AND HEADING from the Vessel Model are compared with the
MEASURED POSITION AND HEADING to produce a POSITION AND HEADING
DIFFERENCE. Since these differences may be caused by noise in the measured values, they are
filtered before being used to update the Vessel Model.
Together, the Vessel Model and the Kalman filtering technique provide effective noise filtering of the
heading and position measurements and optimum combination of data from the different reference
systems.
If the reference system measurements are completely lost (position or heading dropout), there is no
immediate effect on the positioning capability of the system. The Vessel Model will continue to
generate position estimates even though there are no further model updates. This "dead reckoning"
positioning will initially be very accurate but will gradually deteriorate with time.

Training
Error Compensation Force

Even if appropriate thruster/propeller forces are applied to counteract the effect of the measured
forces on the vessel, the vessel would still tend to move out of position due to forces that are not
measured directly, such as waves and sea current (together with any errors in the modelled forces).
These additional forces acting on the vessel are calculated over a period of time according to the
filtered POSITION AND HEADING DIFFERENCE to produce an ERROR COMPENSATION
FORCE, which is added to the modelled forces to represent the total EXTERNAL FORCES.
The error compensation force is presented to the operator as being entirely due to sea current since
this is the main component.
Force Demand
The force demand that is required to keep the vessel at the required position is composed of the
following parts:
• The Force Demand for axes that are under automatic control
• The Force Demand for axes that are under manual control
• The Feed Forward
Force Demand for Axes under automatic Control

This consists of two parts:
• a force demand that is proportional to the deviation between the estimated position and heading
and the position and heading setpoints
• a force demand that is proportional to the deviation between the wanted and actual speed
The position and heading setpoints, specified by the operator, are compared with the estimated
position and heading from the Vessel Model. The differences are multiplied by gain factors that are
calculated and adjusted to optimize the station keeping capability with minimum power consumption.
The wanted speed is compared with the estimated speed from the Vessel Model. If the vessel is to
maintain a stationary position, the wanted speed will be zero. This part of the force demand therefore
acts as a damping factor in order to reduce the vessel's speed to zero.
Force demand for axes under manual control

When any of the axes are not under automatic control, you can use the joystick to manually control
the force exerted by the thrusters/propellers in those axes.
Feed forward
In order to counteract changes in the external forces as soon as they are detected, rather than first
allowing the vessel to drift away from the required position, the calculated EXTERNAL FORCES
are fed forward as an additional force demand.

Training
Thruster Allocation
The force demand in the surge and sway axes (the directional force demand), and in the yaw axis
(the rotational moment demand), are distributed as pitch and/or rpm setpoint signals to each
thruster/propeller.
The demand is distributed in such a way as to obtain the directional force and rotational moment
required for position and heading control, while also ensuring optimum thruster/propeller use with
minimum power consumption and minimum wear and tear on the propulsion equipment.
If it is not possible to maintain both the rotational moment and the directional force demand due to
insufficient available thrust, priority is normally set to obtain the rotational moment demand (heading).
If required, you can request that the priority is changed to maintain position rather than heading.
If a thruster/propeller is out of service or deselected, the "lost" thrust is automatically redistributed to

the remaining thrusters/propellers.
= Rotation centre
Rotational
= Tunnel thruster Moment
Demand
= Direction of thrust
Directional
= Propeller/rudder Force
Demand
= Wake from
thruster/propeller
Allocation
of demand
(MD0001)
Power Overload Control

The load on the main bus or on isolated bus sections is monitored, and power is reduced on the
connected thrusters/propellers by reducing the pitch/rpm demand if the estimated load exceeds the
nominal limit. The reduction value is shared between the connected thrusters/propellers in such a way
that the effect on the position and heading control is minimised.
This function acts as an addition to the vessel’s own Power Management System (PMS). The power
reduction criteria are set at lower overload levels than the load reduction initiated by the PMS
system.

Training
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 coordinate system).

Training
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
Man Machine Interface (MMI)

The MMI is an important feature which 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.
System functions Reference systems View

Main modes and thrusters and sensors selection
Modes Control s S ensors Views Alarms
Alarms
Com mand Command

responsibility
View
selection
Keypad Trackball
(CD2542)
Heading wheel Numeric input Trackball 3-axis joystick
Modes
The Modes button group contains buttons for selecting the main operational modes. Status lamps
indicate the current mode.
Three additional buttons allow you to select individual axes for automatic control. These are referred
to as the Surge, Sway and Yaw buttons throughout this manual.
Surge Sway Yaw

Training
Controls
The Controls button group contains buttons for enabling thrusters and for accessing system functions
and dialog boxes.
Sensors
The Sensors button group contains buttons for enabling position-reference systems and for initiating
dialog boxes related to other system sensors.
Views
Both the Views and Main Views button groups contain buttons for selecting the view to be
displayed in the main working area of the screen. There is no functional difference between the two
button groups.
Alarms
The Alarms button group contains indicators and buttons to display and acknowledge alarms and
events.
Command
The Command button group contains buttons for transferring command from one operator station or
operator terminal to another.
Heading Wheel
The Heading Wheel is used to increase/decrease the heading setpoint (see

page NO TAG).
The left button is used to decrease the heading setpoint by a fixed amount
for each push.
The right button is used to increase the heading setpoint by a fixed amount
for each push.
CD2544.CDR
The middle button is used to initiate a change in heading setpoint by use of

the heading wheel.
Note ! Pushing the Inc /Decr buttons “disables” the Set button used in
conjunction with the Heading wheel.
The Command button group contains buttons for transferring command
from one operator station to another.

Training
Keypad
The Keypad provides numeric, function and cursor buttons. The numeric
keys are used to enter values into dialog boxes. The function keys are used
to select predefined view configurations (see page NO TAG).
Trackball
The Trackball is used to position the cursor on the screen.
The left button is used to click on buttons, operate menus and select
displayed symbols.
The right button is used to display a pop-up view menu.
The middle button is not used.

CD2543.CDR
Joystick
The 3-axis joystick is used for manual thruster control in all three axes (when these axes are not
selected for automatic position control).
To move the vessel in the surge and sway axes (alongships and athwartships directions), tilt the
joystick. The direction in which you tilt the joystick determines the direction of applied thruster force,
and the angle of tilt determines the amount of applied thruster force.
To rotate the vessel (the yaw axis), rotate the joystick. The direction in which you rotate the joystick
determines the direction of the rotational force demand, and the angle through which you rotate the
joystick determines the amount of applied rotational force.
Display organisation
The display interface uses standard Microsoft â Windows NT™ operating features such as menus
and dialog boxes.

Training
The display is divided into a number of predefined areas as shown below. In addition to these, dialog
boxes are displayed whenever operator interaction is required.
TITLE BAR
MENU BAR
MESSAGE LINE
PERFORMANCE
AREA
WORKING
AREA
MONITORING
AREA
STATUS LINE STATUS BAR
Title Bar
The title bar identifies the SDP operator station and shows the current date and time.
When this operator station has command, Propulsion is displayed in the title bar. This is the name of
the ”command group” over which the system has control.
The text in the centre of the title bar is either the name of the “controller group” to which this
operator station is connected (Main), or a configuration-specific title. When the system is in Trainer
(simulation) mode, the text is Simulating (or other configuration-specific text) is displayed flashing.

Training
OPERATOR STATION CONTROLLER GROUP DATE AND TIME

OR TITLE
COMMAND GROUP
Menu Bar
The menu bar provides command menus, which allow you to access the available dialog boxes.
To locate information about individual menu entries, use the Menu Index at the end of this manual.
Message line
The message line shows the most recent warning or alarm message that has not yet been
acknowledged.
Performance area
The performance area always contains one of three performance views: General, Deviation or
Numeric. Each of these views is designed to show the positioning performance in a clear and precise
way. Colour graphics and large text are used to allow the status information to be interpreted easily
even at a distance.
Working area
The working area shows selected display views.
Monitoring area
The monitoring area shows smaller versions of the display views that are available in the working
area.
Status line
The status line display general help messages and advice for the operator.
Status bar
The status bar provides general system status information.

Training
MainMode The present operational mode.

PosMode The status of the automatic position control: PRESENT or NEW SETP
(new setpoint).
HdgMode The status of the automatic heading control: PRESENT, SYS SEL (system
selected) or NEW SETP (new setpoint). In Auto Track mode, the type of
system selected heading is shown as MIN POW (minimum power), TO
WP (towards waypoint) or TABLE (from waypoint table).
Gain Shows the present controller gain level.
Refs An indication of the status of the position-reference systems:
• Grey: no position–reference systems are enabled
• Yellow: at least one position–reference system is enabled
but there is no acceptable position information
• Green: at least one position–reference system is enabled
and the position information from at least one of
them is accepted
Class Shows the currently-selected DP Class for the DP Online Consequence
Analysis function: either grey (off), 2 (Class 2) or 3 (Class 3).
AxCtrl A graphic indication of the axes that are under automatic control:
The surge axis is under automatic control.
The sway axis is under automatic control.
The yaw axis is under automatic control.

JoyLock Shows whether the manual joystick is locked (flashing red/yellow) or not
locked (grey).
Dialog Boxes
Data entry is achieved using dialog boxes initiated from panel buttons or menu items, or by clicking
on graphical symbols in the display views.
A dialog box may cover either a logical group of functions related to primary operations relevant for
several main modes, or more special functions specific to a particular mode. For example, all
functions related to change of heading are put together.
Dialog boxes “pop up” in the display area but you can move them as required.

Training
When you have modified data in a dialog box, the message (Changed) is added to the title text.
Data that you enter in a dialog box are not taken into account until you confirm the input by clicking
Apply or OK:
• If you click Apply, the changes that you have made are applied and the dialog box remains
displayed.
• If you click OK, the changes that you have made are applied and the dialog box is removed
from the display. If any data errors are found, no changes are made and the dialog box remains
open.
When you are not allowed to make changes to the data in a dialog box, both OK and Apply will be
unavailable (displayed dimmed). This will occur, for example, when the operator station is not in
command or the system in not in an appropriate mode.
Some dialog boxes comprise several pages which you access by clicking on the page “tab”. For this
type of dialog box, both Apply and OK apply the changes that you have made on all pages of the
dialog box.
Click Cancel to close the dialog box without action. If pressing a panel button can access a dialog
box, pressing this panel button while the dialog box is displayed closes the dialog box without action.
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
Training
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.
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.
Training
• 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
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
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.
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.
Training
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
(MD0051)
1 2
• 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
Training
= 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
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.

Training
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
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

Training
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
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.

Training
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
previous reaction circle Target's third
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.
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

Training
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
Current
Terminal point
Set point circle (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
Depending on the loading concept, different types of Weather Vaning operation modes may be
used:
• Single Point Mooring

Hose
Mooring hawser (MD0059)
• Loading Buoy without Mooring
Hose
Loading buoy
Seabed
(MD0060)

Training
• Floating Loading Tower

Hose
Mooring hawser
(MD0061)
• Floating Storage Unit
Mooring hawser
Hose (MD0062)
• Submerged Turret Loading
Hose
(MD0063)

Training
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 which 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
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
(MD0064)
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.

Training
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.
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 which 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
Angle
Measurement X/Y
(MD0065)
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 LAYOUT
SDP11 - BASIC SYSTEM
REF. SYSTEMS
SDP-OS
DGPS
TAUT WIRE
ARTEMIS
HPR
ETHERNET
LAN
DPC-11
SENSORS
PRINTER
WIND
GYRO
VRS/MRU

RUDDERS THRUSTERS THRUSTERS
INTERFACES
POWER MNG.

Training
DP LAYOUT
SDP12 - INTEGRATED SYSTEM
SDP-OT SVC-OS STC-OS SDP-OS ECDIS-OS SDP-OT

Bridgewing Remote
Remote
ARTEMIS
WIND
DGPS
DPC-12 GYRO
TAUT WIRE
HPR
VRS/MRU
PRINTER
SVC-OS
Power management
Machinery monitoring and alarm
Auxiliary control
Ballast/bunker monitoring & control
Cargo monitoring & control
Thruster
Control
AZIMUTH TUNNEL MAIN PROPELLERS/

THRUSTERS THRUSTERS RUDDERS

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

POWER MNG.

Training
DP LAYOUT
SDP-OT SVC-OS STC-OS SDP-OS ECDIS-OS SDP-OT

Bridgewing Remote
Remote
ARTEMIS
WIND
DGPS
DPC-22 GYRO
TAUT WIRE
HPR
VRS/MRU
PRINTER
SVC-OS
Power management
Auxiliary control
Ballast/bunker monitoring & control
Cargo monitoring & control
Thruster
Control


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

POWER MNG.

Training
DP LAYOUT
SDP-OT SVC-OS STC-OS SDP-OS SPS-OS SDP-OT

Bridgewing Remote
Remote
ARTEMIS
WIND SENSOR
DGPS DPC-32
GYRO
TAUT WIRE
PRINTER
HPR VRS/MRU
SVC-OS
Power management
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 LAYOUT

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

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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

k:\dp technical course\docs\dp principles - chapt 2 vol 1.doc

Feb 07  Kongsberg Maritime AS Page 3

Page 4  Kongsberg Maritime AS Feb 07

Feb 07  Kongsberg Maritime AS Page 5

SDP Simrad Dynamic Positioning system

Page 6  Kongsberg Maritime AS Feb 07

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

Summerland, California 1902

Page 8  Kongsberg Maritime AS Feb 07

Schematic drawing of a four point anchoring system.

Feb 07  Kongsberg Maritime AS Page 9

Page 10  Kongsberg Maritime AS Feb 07

The Mohole Project

Feb 07  Kongsberg Maritime AS Page 11

a computer-based automatic positioning system for floating vessels

Page 12  Kongsberg Maritime AS Feb 07

The History of Kongsberg DP System

Kongsberg DP systems are divided into two main groups;

Feb 07  Kongsberg Maritime AS Page 13

1977 ADP501 1 KS500 64k computer, HPR display

Page 14  Kongsberg Maritime AS Feb 07

A modern dynamic positioning system consists of the following 7 main parts:

MAIN PROPELLER/ AZIMUTH TUNNEL

Feb 07  Kongsberg Maritime AS Page 15

The Control Unit with the Computer

Position Reference Systems

Page 16  Kongsberg Maritime AS Feb 07

The DP System - Summary

Generally a DP system can do the following:

∗ Measure and calculate the forces acting on the vessel.

Feb 07  Kongsberg Maritime AS Page 17

Page 18  Kongsberg Maritime AS Feb 07

Page 20  Kongsberg Maritime AS Nov 03

THE SDP SYSTEM

Nov 03  Kongsberg Maritime AS Page 21

BASIC FORCES AND MOTIONS

Pitch Roll Heave

Page 22  Kongsberg Maritime AS Nov 03

Nov 03  Kongsberg Maritime AS Page 23

SDP SYSTEM PRINCIPLES

Measured Measured Wind

DRAG PRESENT Position &

DAMPING GAIN Selected

POWER Generator Status

Page 24  Kongsberg Maritime AS Nov 03

The Vessel Model

• A Thruster Model uses force/pitch/rpm characteristics to calculate the THRUSTER FORCE

Vessel Model Update

Nov 03  Kongsberg Maritime AS Page 25

Error Compensation Force

Force Demand for Axes under automatic Control

Force demand for axes under manual control

Page 26  Kongsberg Maritime AS Nov 03

If a thruster/propeller is out of service or deselected, the "lost" thrust is automatically redistributed to

Power Overload Control

Nov 03  Kongsberg Maritime AS Page 27

Reference System and Sensor Data Processing

Page 28  Kongsberg Maritime AS Nov 03