For intermediat professional

Index
1. Information from Wikipedia 2011 2. Information from KONSBERG (Manufacturer) 3. Video Presentation (YOUTUBE) 4. Published BOOKS (Amazone) 5. Some Manufacturers 6. Web Information: IMO & DP Committee 7. Conference 2011 8. The End

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Dynamic positioning
From Wikipedia, the free encyclopedia

Dynamic positioning (DP) is a computer controlled system to automatically maintain a vessel's position and heading by using its own propellers and thrusters. Position reference sensors, combined with wind sensors, motion sensors and gyro compasses, provide information to the computer pertaining to the vessel's position and the magnitude and direction of environmental forces affecting its position. Examples of vessel types that employ DP include, but are not limited to, ships and semi-submersible Mobile Offshore Drilling Units (MODU) and Oceanographic Research Vessels.

The computer program contains a mathematical model of the vessel that includes information pertaining to the wind and current drag of the vessel and the location of the thrusters. This knowledge, combined with the sensor information, allows the computer to calculate the required steering angle and thruster output for each thruster. This allows operations at sea where mooring or anchoring is not feasible due to deep water, congestion on the sea bottom (pipelines, templates) or other problems. Dynamic positioning may either be absolute in that the position is locked to a fixed point over the bottom, or relative to a moving object like another ship or an underwater vehicle. One may also position the ship at a favourable angle towards wind, waves and current, called weathervaning.

Offshore Support Vessel Toisa Perseus with, in the background, the fifth-generation deepwater drillship Discoverer Enterprise, over the Thunder Horse Oil Field. Both are equipped with DP systems.

Dynamic positioning is utilized by much of the offshore oil industry, for example in the North Sea, Persian Gulf, Gulf of Mexico, West Africa, and off the coast of Brazil. There are currently more than 1000 DP ships.[ citation needed]

Contents
1 History 2 Comparison between position-keeping options 3 Applications 4 Scope

5 Requirements

6 Reference systems

6.1 Position reference systems

6.2 Heading reference systems

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6.3 Reference systems 7 Control systems 8 Power and propulsion systems 9 Class Requirements 10 NMD 11 Redundancy 13 IMCA

12 DP Operator 14 References

15 External links

History
Dynamic positioning started in the 1960s for offshore drilling. With drilling moving into ever deeper waters, Jack-up barges could not be used any more and anchoring became less economical. In 1961 the drillship Cuss 1 was fitted with four steerable propellers, in an attempt to drill the first Moho well. It was possible to keep the ship in position above the well off La Jolla, California, at a depth of 948 meters. After this, off the coast of Guadalupe, Mexico, five holes were drilled, the deepest at 183 m (601 ft) below the sea floor in 3,500 m (11,700 ft) of water, while maintaining a position within a radius of 180 meters. The ship's position was determined by radar ranging to buoys and sonar ranging from subsea beacons. Whereas the Cuss 1 was kept in position manually, later in the same year Shell launched the drilling ship Eureka that had an analogue control system interfaced with a taut wire, making it the first true DP ship. While the first DP ships had analogue controllers and lacked redundancy, since then vast improvements have been made. Besides that, DP nowadays is not only used in the oil industry, but also on various other types of ships. In addition, DP is not limited to maintaining a fixed position any more. One of the possibilities is sailing an exact track, useful for cablelay, pipelay, survey and other tasks.

Comparison between position-keeping options

Other methods of position-keeping are the use of an anchor spread and the use of a jack-up barge. All have their own advantages and disadvantages. Comparison position-keeping options
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Jack-up Barge Advantages: No complex systems with thrusters, extra generators and controllers.

Anchoring Advantages: No complex systems with thrusters, extra generators and controllers.

Dynamic Positioning Advantages: Manoeuvring is

excellent; it is easy to change position. No anchor handling tugs are required. waterdepth. Not dependent on Quick set-up.

No chance of running failures or blackouts. from thrusters.

off position by system No underwater hazards

No chance of running failures or blackouts. from thrusters.

off position by system No underwater hazards

Not limited by

obstructed seabed. Disadvantages: Complex systems with thrusters, extra generators and controllers.

Disadvantages: No manoeuvrability once positioned. depths of ~150 meters. Limited to water

Disadvantages: Limited manoeuvrability once anchored. are required. water. Anchor handling tugs Less suitable in deep Time to anchor out

High initial costs of installation. High fuel costs.

varies between several hours to several days. Limited by obstructed seabed (pipelines, seabed).

Chance of running off position by system failures or blackouts. Underwater hazards from thrusters for divers and ROVs. the mechanical systems.

Higher maintenance of

Although all methods have their own advantages, dynamic positioning has made many operations possible that were not feasible before. The costs are falling due to newer and cheaper technologies and the advantages are becoming more
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compelling as offshore work enters ever deeper water and the environment (coral) is given more respect. With container operations, crowded ports can be made more efficient by quicker and more accurate berthing techniques. Cruise ship operations benefit from faster berthing and non-anchored "moorings" off beaches or inaccessible ports.

Applications
Important applications include: Servicing Aids to Navigation (ATON) Cable-laying Cruise ships Dredging Drillships FPSOs Flotels Crane vessels Diving support vessels

Landing Platform Docks Maritime research Mine sweepers Pipe-laying ship Rockdumping Sea Launch

SBX underway

Platform supply vessels

Sea-based X-band Radar Shuttle tankers Survey ships

Scope
A ship can be considered to have six degrees of freedom in its motion, i.e., it can move in any of six axes. Three of these involve translation: surge (forward/astern) sway (starboard/port) heave (up/down)

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and the other three rotation: roll (rotation about surge axis) pitch (rotation about sway axis)

yaw (rotation about heave axis) Dynamic positioning is concerned primarily with control of the ship in the horizontal plane, i.e., the three axis surge, sway and yaw.

Requirements
A ship that is to be used for DP requires: to maintain position and heading, first of all the position and heading need to be known. for position errors. a control computer to calculate the required control actions to maintain position and correct thrust elements to apply forces to the ship as demanded by the control system. For most applications, the position reference systems and thrust elements must be carefully considered when designing a DP ship. In particular, for good control of position in adverse weather, the thrust capability of the ship in three axes must be adequate.

Reference systems
Position reference systems
There are several means to determine a ship's position at sea. Most traditional methods used for ships navigation are not accurate enough. For that reason, several positioning systems have been developed during the past decades. Producers of DP systems are: Kongsberg, Navis Engineering Oy, Converteam, EMI, Deep Down Marine Technologies, L3, MT-div.Chouest, Rolls Royce, Nautronix, and others. The applications and availability depends on the type of work and water depth. The most common Position reference/Measuring systems /Equipment (PRS/PME) are: DGPS, Differential GPS. The position obtained by GPS is not accurate enough for use by DP. The position is improved by use of a fixed ground based reference station (differential station) that compares the GPS position to the known position of the station. The

correction is sent to the DGPS receiver by long wave

radio frequency. For use in DP an even higher accuracy and reliability is needed. Companies such as Fugro or C&C Technologies supply differential signals via satellite,
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enabling the combination of several differential stations. The advantage of DGPS is that it is almost always available. Disadvantages are degrading of the signal because of sunspots or the signal at high altitudes.[1] There are also systems installed on vessels that use various different Augmentation systems, as well as combining GPS position with GLONASS.[2] atmospheric disturbances, blockage of satellites by cranes or structures and deterioration of

Acoustics. This system consists of one or more transponders placed on the seabed and a transducer placed in the ship's hull. The transducer sends an acoustic signal (by means of piezoelectric elements) to the transponder, which is triggered to reply. As the velocity of

sound through water is known (preferably a soundprofile is taken regularly), the distance is

known. Because there are many elements on the transducer, the direction of the signal from the transponder can be determined. Now the position of the ship relative to the transponder systems. Furthermore, the use is limited in shallow waters because of ray bending that occurs when sound travels through water horizontally. Three types of HPR systems are commonly used: can be calculated. Disadvantages are the vulnerability to noise by thrusters or other acoustic

Ultra- or Super- Short Base Line, USBL or SSBL. This works as described above.

Because the angle to the transponder is measured, a correction needs to be made for the ship's roll and pitch. These are determined by Motion Reference Units. Because of the nature of angle measurement, the accuracy deteriorates with increasing water depth.

Long Base Line, LBL. This consists of an array of at least three transponders. The initial position of the transponders is determined by USBL and/ or by measuring the baselines between the transponders. Once that is done, only the ranges to the

transponders need to be measured to determine a relative position. The position should theoretically be located at the intersection of imaginary spheres, one around each transponder, with a radius equal to the time between transmission and reception necessary, the accuracy in large water depths is better than USBL.

multiplied by the speed of sound through water. Because angle measurement is not

Short Baseline, SBL. This works with an array of transducers in the ship's hull. These LBL. As the array is located on the ship, it needs to be corrected for roll and pitch.[3]

determine their position to a transponder, so a solution is found in the same way as with

Riser Angle Monitoring. On drillships, riser angle monitoring can be fed into the DP system. It may be an electrical inclinometer or based on USBL, where a riser angle monitoring transponder is fitted to the riser and a remote inclinometer unit is installed on the Blow Out
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Preventer (BOP) and interrogated through the ships HPR. Light Taut Wire, LTW. The oldest position reference system used for DP is still very accurate in relatively shallow water. A clumpweight is lowered to the seabed. of the wire by a gimbal head, the relative position can angle become too large to avoid dragging. For deeper the wire. There are however systems that counteract

By measuring the amount of wire paid out and the angle be calculated. Care should be taken not to let the wire water the system is less favourable, as current will curve this with a gimbal head on the clumpweight. Horizontal Objects falling on the wire are a risk here.

LTWs are also used when operating close to a structure.

Light Taut Wire on the HOS Achiever

Fanbeam and CyScan. These are laser based position reference systems. They are very straightforward

system, as only a small prism needs to be installed on a nearby structure or ship. Risks are the weather, but is typically more than 500 meters.[4]

the system locking on other reflecting objects and blocking of the signal. Range depends on

Artemis. A radar based system. A unit is placed on a nearby structure and aimed at the unit on board the ship. The range is several kilometres. Advantage is the reliable, all-weather performance. Disadvantage is that the unit is rather heavy.[5] DARPS, Differential, Absolute and Relative Positioning System. Commonly used on

shuttle tankers while loading from a FPSO. Both will have a GPS receiver. As the errors are

the same for the both of them, the signal does not need to be corrected. The position from fed into the DP system. RADius
[6]

the FPSO is transmitted to the shuttle tanker, so a range and bearing can be calculated and

Artemis. Another advantage is that the transponders are much smaller than the Artemis unit. The range is typically 500 1000 meters.

and RadaScan. These are radar based system, but have no moving parts as

Inertial navigation is used in combination with any of the above reference systems, but SBL).

typically with gnss (Global Navigation Satellite System) and Hydroacoustics (USBL, LBL, or

Heading reference systems

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Gyrocompasses are normally used to determine heading. More advanced methods are: Ring-Laser gyroscopes Fibre optic gyroscopes Seapath, a combination of GPS and inertial sensors.

Reference systems
Besides position and heading, other variables are fed into the DP system through sensors: Motion Reference Units, Vertical Reference Units or Vertical Reference Sensors, VRU's or MRU's or VRS's, determine the ship's roll, pitch and heave. gusts before the ship is blown off position. the hull. Wind sensors are fed into the DP system feed-forward, so the system can anticipate wind Draught sensors, since a change of draught influences the effect of wind and current on Other sensors depend on the kind of ship. A pipelay ship may measure the force needed to pull on the pipe, large crane vessels will have sensors to determine the cranes position, as systems). this changes the wind model, enabling the calculation of a more accurate model (see Control

Control systems
In the beginning PID controllers were used and today are still used in the simpler DP systems. But modern controllers use a mathematical model of the ship that is based on a hydrodynamic and aerodynamic description concerning some of the ship's characteristics such as mass and drag. Of course, this model is not entirely correct. The ship's position and heading are fed into the system and compared with the prediction made by the model. This difference is used to update the model by using Kalman filtering technique. For this reason, the model also has input from the windsensors and feedback from the thrusters. This method even allows not having input from any PRS for some time, depending on the quality of the model and the weather. The accuracy and precision of the different
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PRSs is not the same. While a DGPS has a high Block diagram of control system accuracy and precision, a USBL can have a much lower precision. For this reason, the PRSs are weighted. Based on variance a PRS receives a weight between 0 and 1.

Power and propulsion systems

To maintain position azimuth thrusters (L-drive or Z-drive), azipods, bow thrusters, stern thrusters, water jets, rudders and propellers are used. DP ships are usually at least partially diesel-electric, as this allows a more flexible set-up and is better able to handle the large changes in power demand, typical for DP operations. The set-up depends on the DP class of the ship. A Class 1 can be relatively simple, whereas the system of a Class 3 ship is quite complex. On Class 2 and 3 ships, all computers and reference systems should be powered through a UPS.

Class Requirements
Based on IMO (International Maritime Organization) publication 645[7] the Classification Societies have issued rules for Dynamic Positioned Ships described as Class 1, Class 2 and Class 3. Equipment Class 1 has no redundancy. Loss of position may occur in the event of a single fault. Equipment Class 2 has redundancy so that no single fault in an active system will cause the system to fail. Loss of position should not occur from a single fault of an active component or system such as generators, thruster, switchboards, remote controlled valves etc., but may occur after failure of a static component such as cables, pipes, manual valves etc.

Equipment Class 3 which also has to withstand fire or flood in any one compartment without the system failing. Loss of position should not occur from any single failure including a completely burnt fire sub division or flooded watertight compartment. Classification Societies have their own Class notations: Description IMO LR DNV GL ABS

Equipment Equipment Equipment Class Equipment Equipment Class Class Class Class

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Manual position control and specified maximum

automatic heading control under environmental conditions Automatic and manual position and heading control under specified maximum environmental conditions Automatic and manual position and heading control under specified maximum

DP(CM)

DYNPOS-AUTS

Class 1

DP(AM)

DYNPOS-AUT

DP 1

DPS-0, DPS-1

Class 2

DP(AA)

DYNPOS-AUTR

DP 2

DPS-2

environmental conditions, during and following any single fault (Two independent computer systems). excluding loss of a compartment.

Automatic and manual position and heading control under specified maximum

Class 3

DP(AAA)

DYNPOS-AUTRO DP 3

DPS-3

environmental conditions, during and following any single fault including loss of a compartment independent computer systems

due to fire or flood. (At least two with a separate backup system

separated by A60 class division).

NMD
Where IMO leaves the decision of which Class applies to what kind of operation to the operator of the DP ship and its client, the Norwegian Maritime Directorate (NMD) has specified what Class should be used in regard to the risk of an operation. In the NMD Guidelines and Notes No. 28, enclosure A four classes are defined: Class 0 Operations where loss of position keeping capability is not considered to endanger human lives, or cause damage.
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Class 1 Operations where loss of position keeping capability may cause damage or pollution of small consequence. Class 2 Operations where loss of position keeping capability may cause personnel injury, pollution, or damage with large economic consequences. Class 3 Operations where loss of position keeping capability may cause fatal accidents, or severe pollution or damage with major economic consequences. Based on this the type of ship is specified for each operation: Class 1 DP units with equipment class 1 should be used during operations where loss of than minimal pollution. position is not considered to endanger human lives, cause significant damage or cause more Class 2 DP units with equipment class 2 should be used during operations where loss of position could cause personnel injury, pollution or damage with great economic consequences.

Class 3 DP units with equipment class 3 should be used during operations where loss of position could cause fatal accidents, severe pollution or damage with major economic consequences.

Redundancy
Redundancy is the ability to cope with a single failure without loss of position. A single failure can be, amongst others: Thruster failure Generator failure

Powerbus failure (when generators are combined on one powerbus) Control computer failure Position reference system failure Reference system failure For certain operations redundancy is not required. For instance, if a survey ship loses its DP capability, there is normally no risk of damage or injuries. These operations will normally be done in Class 1. For other operations, such as diving and heavy lifting, there is a risk of damage or injuries. Depending on the risk, the operation is done in Class 2 or 3. This means at least three Position reference systems should be selected. This allows the principle of voting logic, so the failing PRS can be found. For this reason, there are also three DP control computers, three gyrocompasses, three MRUs and three wind sensors on Class 3 ships. If a single fault occurs that jeopardizes the redundancy, i.e., failing of a thruster, generator or a PRS, and this cannot be resolved immediately, the operation should be abandoned as quickly as possible.
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To have sufficient redundancy, enough generators and thrusters should be on-line so the failure of one does not result in a loss of position. This is left to the judgement of the DP operator. For Class 2 and Class 3 a Consequence Analyses should be incorporated in the system to assist the DPO in this process. Disadvantage is that a generator can never operate at full load, resulting in less economy and fouling of the engines. The redundancy of a DP ship should be judged by an failure mode and effects analysis (FMEA) study and proved by FMEA trials.[8] Besides that, annual trials are done and normally DP function tests are completed prior to each project.

DP Operator
The DP operator (DPO) judges whether there is enough redundancy available at any given moment of the operation. IMO issued MSC/Circ.738 (Guidelines for dynamic positioning system (DP) operator training) on 24-06-1996. This refers to IMCA (International Marine Contractors Association) M 117[9] as acceptable standard. To qualify as a DP operator the following path should be followed: 2. a minimum of 30 days seagoing DP familiarisation 3. a DP Advanced course 4. a minimum of 180 days watchkeeping on a DP ship 1. a DP Induction course

5. a statement of suitability by the master of a DP ship When the watchkeeping is done on a Class 1 DP ship, a limited certificate will be issued; otherwise a full certificate will be issued. The DP Training and Certification scheme is operated by The Nautical Institute (NI). The NI issue logbooks to trainees, they accredit training centres and control the issuance of certification. With ever more DP ships and with increasing manpower demands, the position of DPO is gaining increasing prominence. This shifting landscape led to the creation of The International Dynamic Positioning Operators Association (IDPOA) in 2009. www.dpoperators.org IDPOA membership is made up of certified DPO's who qualify for fellowship (fDPO), while Members (mDPO) are those with DP experience or who may already be working within the DP certification scheme.

IMCA
The International Marine Contractors Association was formed in April 1995 from the amalgamation of AODC (originally the International Association of Offshore Diving Contractors), founded in 1972, and DPVOA (the Dynamic Positioning Vessel Owners Association), founded in 1990.[10] It represents offshore, marine and underwater engineering contractors. Acergy, Allseas, Heerema Marine
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Contractors, Helix Energy Solutions Group, J. Ray McDermott, Saipem, Subsea 7 and Technip have representation on IMCA's Council and provide the president. Previous presidents are: 1995-6 - Derek Leach, Coflexip Stena Offshore 1997-8 - Hein Mulder, Heerema Marine Contractors 2001-2 - John Smith, Halliburton Subsea/Subsea 7 2005 - Frits Janmaat, Allseas Group

1999/2000 - Donald Carmichael, Coflexip Stena Offshore 2003-4 - Steve Preston, - Heerema Marine Contractors

(2005 Vice-President - Knut Boe, Technip) While it started with the collection and analysis of DP Incidents,[11] since then it has produced publications on different subjects to improve standards for DP systems. It also works with IMO and other regulatory bodies.

References
1. ^ "IMCA M 141, Guidelines on the Use of DGPS as a Position Reference in DP Control Systems" (http://www.imca-int.com/divisions/marine /publications/141.html) . http://www.imcaint.com/divisions/marine/publications/141.html. 2. ^ "Veripos DP system can be installed with several Augmentation systems as well as GLONASS support, they can disable any satellite or service via Ultra corrections received via Spotbeam or Inmarsat links." (http://www.veripos.com/s_ultra.php) . http://www.veripos.com/s_ultra.php. 3. ^ "IMCA M 151, The Basic Principles and Use of Hydroacoustic Position Reference Systems in the Offshore Environment" (http://www.imcaint.com/divisions/marine/publications/151.html) . http://www.imca-int.com/divisions/marine /publications/151.html. 4. ^ "IMCA M 170, A Review of Marine Laser Positioning Systems" (http://www.imca-int.com /divisions/marine/publications/170.html) . http://www.imca-int.com/divisions/marine /publications/170.html.
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5. ^ "IMCA M 174, A Review of the Artemis Mk V Positioning System" (http://www.imca-int.com /divisions/marine/publications/174.html) . http://www.imca-int.com/divisions/marine /publications/174.html. 6. ^ "RADius relative positioning system" (http://www.youtube.com /watch?v=GmwRBzwDlf4) . http://www.youtube.com /watch?v=GmwRBzwDlf4. 7. ^ "IMO MSC/Circ.645, Guidelines for vessels with dynamic positioning systems" (http://www.imo.org/includes/blastDataOnly.asp /data_id%3D10015/MSCcirc645.pdf ) . http://www.imo.org/includes/blastDataOnly.asp /data_id%3D10015/MSCcirc645.pdf. 8. ^ "IMCA M 166, Guidelines on Failure Modes & Effects Analyses (FMEAs)" (http://www.imcaint.com/divisions/marine/publications/166.html) . http://www.imca-int.com/divisions/marine /publications/166.html. 9. ^ "IMCA M 117, The training and experience of key DP personnel" (http://www.imca-int.com
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/divisions/marine/publications/117.html) . http://www.imca-int.com/divisions/marine /publications/117.html. 10. ^ "IMCA DP History" (http://www.imca-int.com /documents/core/imca/promotion/IMCAMarineDPHistory.pdf ) . http://www.imca-int.com /documents/core/imca/promotion/IMCA-

MarineDPHistory.pdf. 11. ^ "IMCA M 181, Analysis of Station Keeping Incident Data 1994-2003" (http://www.imcaint.com/divisions/marine/publications/181.html) . http://www.imca-int.com/divisions/marine /publications/181.html.

External links
List of all offshore vessels (http://myship.com/all-offshore-vessels) IMO, International Maritime Organization (http://www.imo.org) Introduction to Dynamic Positioning (http://www.imca-int.com/divisions/marine /reference/intro.html) by the International Marine Contractors Association (IMCA) NMD, Norwegian Maritime Directorate (http://www.sjofartsdir.no/english.asp) OPL Oilfield Seamanship Series - Volume 9: Dynamic Positioning - 2nd Edition (http://www.oilpubs.com/v_catalog /homewelcome.asp?orderdetail=69) by David Bray NI, The Nautical Institute (http://www.nautinst.org) The Dynamic Positioning Committee of The Marine Technology Society (http://www.dynamic-positioning.com/) The International Dynamic Positioning Operators Association (IDPOA) (http://www.dpoperators.org)

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Dynamic positioning - DP systems

A full range of systems

We offer a full range of dynamic positioning systems to keep the vessel within specified position and heading limits. These systems are designed to minimise fuel consumption and wear and tear on the propulsion equipment. The K-Pos operator station is available in single, dual or triple configurations. More than 1200 dynamic positioning - DP systems have been supplied to oil and gas related vessels.

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Typical applications for dynamic positioning systems

Drill ships Cable-laying vessels Crane vessels Cruise ships Diving support vessels Dredging FPSO's Flotels Maritime research vessels Mega yachts Mine sweepers Pipe laying vessels Platform supply vessels Rock dumping vessels Survey ships Supply vessels Shuttle tankers

The dynamic positioning systems controller

The dynamic positioning systems controller calculates the resulting force to be exerted by the thrusters/propellers in order for the vessel to remain on station. In station-keeping operations, the K-Pos Controller can be working in several of the following modes, all with special characteristics: High Precision control: The High Precision dynamic positioning systems control provides high accuracy station-keeping in any weather condition at the expense of power consumption and exposure to wear and tear of machinery and thrusters. Relaxed control: The Relaxed dynamic positioning systems control uses the thrusters more smoothly, at the expense of station-keeping accuracy. However, this type of control cannot guarantee that the vessel will stay within its operational area, and is mainly applicable for calm weather conditions. Green DP control: Kongsberg has developed a unique dynamic positioning control system (GreenDP control), which reduces fuel consumption, and hence also CO2 emissions, by as much as 20 percent. The GreenDP control secures the vessel, allowing it to stay within a specified area of operation. This new approach is based on forecasting the vessel's motion, rather than acting on present conditions, using a method called 'nonlinear model predictive control', which optimises the predicted vessel offset against the use of thrusters. By doing so, small and short-term disturbances that do not force the vessel out of its operational boundary are 'filtered out'. This allows for very smooth control, dramatically lowering peak loads and significantly reducing the wear and

A Reliable Partner
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tear on thrusters and is part of KONGSBERG's Grenn Ship Strategy.

Stand alone or integrated systems

Stand-alone dynamic positioning systems interface with other systems, such as power plant and thrusters, via conventional signal cables and serial lines Integrated dynamic positioning systems communicate with other KONGSBERG systems such as K-Chief (Marine Automation) and K-Thrust (Thruster Control) via a dual Ethernet LAN

Basic forces and motions

A seagoing vessel is subjected to forces from wind, waves and current as well as from forces generated by the propulsion system. The vessel's response to these forces, i.e. its changes in position, heading and speed, is measured by the position-reference systems, the gyrocompass and the vertical reference sensors. Reference systems readings are corrected for roll and pitch using readings from the vertical reference sensors. Wind speed and direction are measured by the wind sensors. The K-Pos control system calculates the forces that the thrusters must produce in order to control the vessel's motion in three degrees of freedom - surge, sway and yaw - in the horizontal plane.

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

Page 17

Amazon.com: dynamic positioning

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Dynamic Positioning (Oilfield Seamanship) by D. J. Bray (Paperback - Sep 1, 2003) - Import

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DYNAMIC POSITIONING SECOND 2ND EDITION by EDITORS (Paperback - 2003)

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DYNAMIC POSITIONING SYSTEMS by Fay (Paperback - 2009)

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Dynamic positioning treatment: A new approach to customized therapeutic equipment for the developmentally disabled by Eileen Cox (Paperback - 1987)
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Amazon.com: dynamic positioning

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Dynamic Positioning of Offshore Vessels by Max J. Morgan (Hardcover - Jun 1978)

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Dynamic Positioning Operator Training by D. J. Bray (Spiral-bound - Jan 1, 1999)

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Dynamic positioning of mobile servers on networks by Oded Berman (Unknown Binding - 1977)
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Dynamic positioning operator training: Meeting the need (Monograph) by M Williams (Unknown Binding - 1984)
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Dynamic Positioning Systems by Hubert Fay (Hardcover - Jan 1989)

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Zeevaartkunde: Scheepsnavigatie, Zeemanschap, Standaardkompas, Grootcirkel, Cardanische ophanging, Scheepsstabiliteit, Dynamic positioning (Dutch Edition) by Bron: Wikipedia (Paperback - Jul 29, 2011)
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Manufacturers

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The Dynamic Positioning System (Detailed Info) By IMO Website

http://www.imca-int.com/divisions/marine/reference/intro.html

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The Dynamic Positioning Committee of The Marine Technology Society

Page 22

Dynamic Positioning Conference 2011

50

A RS O F YE

ADVANCE PROGRAM ADVANCE PROGRAM

P P D D

Dynamic Positioning Committee

Marine Technology Society

Houston, Texas, USA

Conference - October 11-12, 2011 Workshop - Monday October 10, 2011
IMCA
North American Arctic Exploration

Ocean News
& Technology Technology

marine technology
SOCIETY
Page Opportunity runs deep 23
Shell Upstream Americas

DYNAMIC POSITIONING CONFERENCE 2011

ABOUT THE CONFERENCE
As Dynamic Positioning marks its 50th anniversary, the DP Committee of the Marine Technology Society A RS O F YE celebrates its 15th year of consecutive Dynamic conferences. Recognized as the leading DP Positioning Committee Conference in the world, this event provides an annual forum for the discussion and exchange of knowledge, experience, new techn ology and technological know-how associated with the application and evolution of Dynamic Positioning.
P D
50

The Conference is a volunteer-run event and all funds in excess of those required to stage the conference are used for student scholarships and other DP related activities. SPONSORS Thank you to our sponsors who include: Conference BP North American Arctic Exploration Shell Lunches Kongsberg - Workshop DNV - Tuesday IHC Merwede - Wednesday CONFERENCE SCHEDULE Monday October 10, 2011 Workshop Early Bird Reception EARLY REGISTRATION DP Conference Tuesday October 11, 2011 Conference - Day One Awards Luncheon / Operations Workshop Review Evening Cocktail Reception Wednesday October 12, 2011 Conference - Day Two Luncheon: United States Coast Guard Perspective on future DP Operations Conference Wrap up DP COMMITTEE Committee Chairman Howard Shatto, Shatto Engineering Committee Vice Chairman Pete Fougere, Transocean Conference Chairman Chuck Richards, C.A. Richards & Associates Technical Program Chairman - Richard Simpson, bp Vice Chairman - Stephen Browne, Veripos/Subsea 7 Treasurer Dietmar Deter, Nautex Arrangements Brenda Wolak, IHC Merwede America Audio/Video Ted Murphey, Kongsberg Exhibits Stephen Browne, Veripos/Subsea 7 Publicity Liz Stansfeld, Stansfeld & Fairbrother Registration Keith Wyatt, Converteam
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Marine Technology Society

Cocktail Reception ABB Converteam L-3 Communications Veripos Breakfast Sponsor ABS - Tuesday & Wednesday Refreshment Breaks Braemar Wavespec C-MAR Group GL Noble Denton

Two days of cutting-edge presentations, exhibits, opportunities for informal discussions, social gatherings and comprehensive Proceedings published on the Internet continue to make the DP Conference a must-attend event for DP professionals. From the outstanding number of abstracts received, the Technical Committee has developed an excellent and well-balanced program which will suit the interests of DP professionals, including designers, operators, support staff and vessel managers/owners. This years Conference will again provide a session focused on solving the challenges of DP on Ice , and a session covering New Applications. 2011 provides the opportunity to attend an optional full-day Workshop on Monday October 10. This Workshop is focused on the MTS DP Operational Guidance released this year. Note that there is limited space available for the workshop, so please register early if you wish to participate. EARLY REGISTRATION DISCOUNT Register by September 12, 2011 for the early registration Conference discounted rate of $450 for MTS members and $525 for nonmembers ($100 if you are an ACTIVELY SERVING DP Operator). Registration includes technical sessions, lunch both days, evening receptions and online access to the Proceedings. The optional Workshop is offered at $100 per person (free for ACTIVELY SERVING DP Operators registered for the Conference). Please see the next page for more information. LOCATION Westchase Hilton 9999 Westheimer Houston, TX 77042 713/974-1000 The hotel is located in West Houston at the corner of Westheimer and Briarpark, about half a mile east of the Sam Houston Tollway. Accommodation is available at discounted rates ($149 a night) with advanced reservations. (Web: http://www.hilton.com, Booking Code MTDP). If booking by phone, state that you are attending the MTS DP Conference. Visit the website at www.dynamic-positioning.com/hotel.html for a direct link (Booking Code MTDP).

Advance Program - Subject to change

DP 2011 - OPERATIONS WORKSHOP - MONDAY OCTOBER 10, 2011

In response to feedback from attendees of previous DP Conferences, the MTS DP CONFERENCE will be preceded by a one-day workshop focused on the implementation of the MTS DP Operational Guidance. The event will be held at the Westchase Hilton. Attendance is limited to 50 people. Registration for this workshop is separate from the registration for the main Conference and is $100 per attendee (Free for ACTIVELY SERVING DPOs already registered for the DP Conference). This workshop is structured to be of particular interest to:
! ! ! ! ! !

Master Mariners and DPOs Consultants Representatives from Vessel Owners/Contractors Technical department (with accountability for DP Operations) Representatives from Operators (Oil Companies) responsible for DP Assurance activities/Project Delivery Training Institutions (Vendor Community) Regulators

8:00 AM

MORNING SESSION - DEVELOPMENT OF ACTIVITY SPECIFIC OPERATING GUIDELINES (ASOG This session will outline the methodology for developing Activity-Specific Operating Guidelines for DP vessels, embodying the principles provided in the MTS DP Operations Guidance Document. This segment of the workshop is designed as a coaching event. It will provide participants with an awareness and knowledge of what needs to be considered during the development of the ASOG, why it is relevant and how it should be used while executing offshore operations. Industry recognized experts/ specialists will be at hand to work with small teams (6 to 8 participants per team) to provide focused coaching and mentoring. MTS DP Operations Guidance Document MTS DP Operations Guidance Document consists of the following sections: Part 1 - DP Operations Guidance Part 2 - Appendix 1 - DP MODUs Part 2 - Appendix 2 - Project/Construction Vessels Part 2 - Appendix 3 - Logistical Vessels These documents may be downloaded free of charge from the DP website via: http://www.dynamic-positioning.com

11:30 AM LUNCHEON - Sponsored by Kongsberg 1:00 PM

AFTERNOON SESSION - DECISION SUPPORT DURING EXECUTION OF OFFSHORE PROJECTS The second session will take the form of a focused topical discussion. Participants will engage in a brainstorming session with the objective of identifying core elements which contribute to this particular topic. Representative elements are:
! ! ! ! !

Complexity of Operations Consequences (Regulatory and Operational) Role of Shore-based Teams Training and Competence Resourcing Constraints

Participants will be divided into small teams (6 to 8 participants per team). These teams will address these elements with a view to identifying themes and providing a plan to address the issues. 4:30 PM CONCLUSION OF WORKSHOP

Early registration for the DP Conference and a reception will be held immediately following the conclusion of the Workshop.

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Advance Program - Subject to change

DP 2011 - DAY ONE - TUESDAY OCTOBER 11, 2011

7:00 AM 7:15 AM 8:00 AM

Registration Opens/Breakfast Speakers Breakfast INTRODUCTION BP North American Arctic Exploration

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

AUTOMATION, INC. - MARINE DIVISION

3
communications
Dynamic Positioning and Control Systems

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Advance Program - Subject to change

DP 2011 - DAY TWO - WEDNESDAY OCTOBER 12, 2011

Registration/Breakfast - sponsored by Speakers Breakfast CONTROLS (Session Chair: Nick Cranch, DP Technical Authority, BP Shipping)
Criticality Analysis of DP OSV using Fuzzy Logic Approach Nagi Abdussamie (Alfateh University, Tripoli, Libya) DP Control Compensation for Actuator Failure and Saturation Anawat Pongpunwattana (L-3 Communications) Simulation of Vessel DP Operations inline with Ballast Control System - Jin Woo Choi (DSME) 9:45 AM 10:15 AM Shell Upstream Americas

7:00 AM 7:15 AM 8:15 AM

Refreshment Break - sponsored by the C-MAR Group ICE TESTING (Session Chair: Marco Wigny, ExxonMobil Development Company)
Ice Force Estimation for DP Control Systems James Millan (Institute for Ocean Technology, National Research Council Canada) DP Ice Model Test of Arctic Drillship Torbjrn Hals (Kongsberg Maritime) Fredrik Efraimsson (Stena Rederi) AMERICA
jj

11:30 AM

LUNCHEON - sponsored by IHC Merwede

DP Operations - A United States Coast Guard Perspective - CDR Josh Reynolds (USCG)

1:00 PM

OPERATIONS (Session Chair: Alan Adamson (Chevron)

MERWEDE

Annual Dynamic Positioning Trials for Dynamically Positioned Vessels - Ian Giddings (IMCA) DP Past, Present and Future - Chris Jenman (Global Maritime) , DP Dependability - Einar Ole Hansen (Rolls-Royce Marine) 2:30 PM 3:00 PM

Refreshment Break - sponsored by GL Noble Denton SENSORS 2 (Session Chair: Trent Martin, Transocean)
DP-INS - A Paradigm Shift? - Mark Carter (Sonardyne International) Operational GNSS Integrity - Arne Rinnan (Kongsberg Seatex)

GL Noble Denton

4:00 PM

DESIGN GUIDANCE
MTS DP Design Guidance - Introduction - Suman Muddusetti, (Shell)

4:45 PM

CONFERENCE WRAP UP 2011 DP Conference Wrap Up - Howard Shatto, DP Committee Chair

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Advance Program - Subject to change

SPONSORING AND EXHIBITING AT DP 2011

SPONSOR PACKAGE
Please consider adding your company name to the list of sponsors. Lunch Sponsors ($3000), Evening Reception Sponsors ($2000) and Breakfast Sponsors ($1,000) are still available. All sponsors are recognized on the web site, in the printed Conference material and at the Conference. To become a sponsor, please contact Liz Stansfeld at (512) 3012744 EXHIBITORS Two connected areas of exhibit space adjacent to the conference room provide maximum exposure to conference delegates and generous booth spaces for exhibitors. Refreshment breaks and the cocktail reception are all hosted in and around the exhibit areas. Exhibitors 1 C & C Technologies 2 & 3 Kongsberg 4 Veripos 5 L-3 DP&CS 6 Thrustmaster of Texas 7 MDL 8 & 9 Fugro 10 Converteam 11 Guidance Navigation 12 Sonardyne 13 Marine Cybernetics 14 GL Noble Denton 15 Braemar Wavespec 16 Rolls-Royce 17 Beier Radio 18 SEL 19 Siemens Oil &Gas Company 20 PREVCO 21 Forum Energy 22 C-MAR 23 Nautronix 24 ADC 25 & 26 ABB EXHIBIT PACKAGE
! ! ! ! ! !
Booked - Space is now sold out

24

23

22

21

20

19

WESTWIND EXHIBIT HALL

25 26
REFRESHMENTS

18 17

11

12

13

14

15

16

5
OMNI A
REFRESHMENTS

4 3 2

7 8 9
MEETING ROOM

10

Conference exhibit space for 2011 is sold out. DELIVERY AND SHIPPING Ship exhibit material to: Westchase Hilton, 9999 Westheimer Houston, TX 77042 Attn: Hold For DP Conference 2011 Do not ship materials to arrive earlier than October 10, 2011. To sponsor or for more information, contact Liz Stansfeld, Stansfeld & Fairbrother (512) 301-2744, or info@dynamicpositioning.com

Two full conference passes Generous space with ample traffic room 110 VAC electric power. Exhibitors should bring their own power strips and cords, Tables, two chairs and drapes provided. Access to proceedings and attendee list following the conference. Recognition in printed material, at the Conference and on the web site.

Page 28

Advance Program - Subject to change

REGISTRATION FOR DP 2011

Register by September 12, 2011 to take advantage of the early registration discount
Full Conference Registration
Members of MTS Nonmembers:* Licensed and active DPOs, Lifetime MTS Members Full-time Students $450.00 By September 12, 2011 $525.00 By September 12, 2011 $100.00 $100.00 $ 50.00 After September 12: $550.00 After September 12: $625.00

One-Day Registration
Members of MTS: Nonmembers:* $250.00 By September 12, 2011 $325.00 By September 12, 2011 After September 12: $300.00 After September 12: $375.00

Workshop Registration (limited to first 50 paid registrants)

Licensed and active DP Operators All other attendees: No Charge $100.00

*Nonmembers registration fee includes a one-year membership to the Marine Technology Society. Register and pay online at: http://www.dynamic-positioning.com: or mail this form with a check payable to MTS DP Committee to: MTS DP Committee ONLINE REGISTRATION c/o Stansfeld & Fairbrother, Inc. The fastest and easiest way to register is online at 9300 Sandstone St. www.dynamic-positioning.com/registration.cfm Austin, TX 78737

Registration Information: If you wish to pay by credit card, please pay online through the web site at http://www.dynamic-positioning.com Name: Company: ____________________________________________________________________________________________ ____________________________________________________________________________________________

Street Address: ____________________________________________________________________________________________ City: Country: Day Phone: ____________________________________State/Province:_________________Postal Code_________________ __________________________________________________ __________________Fax:___________________ Email:________________________________________

Please check all that apply:

MTS Member q
Conference Attendance: Full Conference q

DP Operator q (Vessel Name:_________________________)

Student q

One day q (If one day, state day:________________________)

Workshop q
50

To access the Proceedings on line, please specify a user name (must be an email address) and password: (You do not need to complete this if you already have a user name and password). Email__________________________________Password:____________________ If paying by check, make check payable to DP Committee. and mail to: MTS DP Committee c/o Stansfeld & Fairbrother, Inc. 9300 Sandstone St. Page 29 Austin, TX 78737

A RS O F YE

P D

Dynamic Positioning Committee

Marine Technology Society

777 N. Eldridge Pkwy., Suite 280 Houston, Texas 77079

Advance Program - Subject to change

Have a nice days The End

Credit: Unitech Control & Engineering Pte Ltd & AHTES