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 17

Layout Basic Systems

SDP11 - 12 - 21 - 22 - 31 - 32
Page 47
Principles
SDP 21
SDP 22
SDP 31
SDP 32
Page 55

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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
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

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 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
Simrad marketing of DP, acoustic and other vessel control systems. From 1st August
2003 the company is called Kongsberg Maritime AS.
LAN Local Area Network
LBL Long Baseline HPR
LTW Lightweight Taut Wire system
MCA The UK Marine & Coastguard Agency
Mercator A navigational chart projection using latitude and longitude co-ordinates
MOB Mobile transponder
MOU Mobile Offshore Unit
MPC Modular Panel Controller
MRU Motion Reference Unit
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
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
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
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 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

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

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HISTORICAL DEVELOPMENT
OF
DYNAMIC POSITIONING
 DP DEVELOPMENT

HISTORICAL DEVELOPMENT OF DYNAMIC POSITIONING

Background

Petroleum products play an important part in our modern civilisation, but even in Noah’s
time, tar was used to stop leaks in boats and ships. Later mankind has discovered more and
more ways of taking advantage of these products.

Oil was first found near the Caspian Sea. The oil was discovered on land, but as time went on
it was found that these oil fields extended into the sea. As early as the beginning of the 18th
century a well was drilled about 30 m off the 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

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 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.

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 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.

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 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

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 DP DEVELOPMENT

Dynamic Positioning (DP) - Introduction

CUSS 1 was the first vessel which had some kind of DP system onboard. The system
functioned with manual control. But the manual control of the thrusters was a very
complicated function, and the idea of developing a control unit to take care of that function
was born. Later that year (1961) the Shell Oil Company, USA, launched the drilling vessel
EUREKA. Very soon equipment which automated the thruster commands was installed. In
1964 another vessel, CALDRILL 1, was delivered to Caldrill Offshore Company, USA, with
similar equipment onboard. Both the EUREKA and CALDRILL projects were successful.
EUREKA drilled at a depth of 1 300 m with 6 m high waves and a wind of up to 21 m/s.
CALDRILL could drill at depths of maximum 2 000 m and was equipped with 4
manoeuvrable thrusters, each with 300 hp. The position was found using two taut wire
reference systems.

French engineers watched the American projects closely. France had interests in companies
laying pipelines in the Mediterranean, and dynamic positioning could make these operations
safer and more efficient. In 1963 the first dynamically positioned French vessels, namely
Salvor and Tèrèbel, were laying pipelines in the Mediterranean.

A few years later the oil adventure started in the North Sea, and Norway and the UK became
interested in dynamic positioning. British GEC Electrical Projects Ltd equipped in 1974
WIMPEY SEALAB, an old cargo vessel converted to a drilling vessel, and in 1977 UNCLE
JOHN, a semi-submersible platform, with equipment similar to that which the Americans and
Frenchmen had named Dynamic Positioning (DP) System.

Norwegian ship owners wanted a DP system produced in Norway because of the problems
connected with getting service in the North Sea from Honeywell, who had roughly the whole
DP market in the early 1970’s. Research was started up in Trondheim and a concept was
presented. Kongsberg Våpenfabrikk (KV) was chosen to carry out the project and Stolt
Nielsen ordered the first system. The first vessel to use a Norwegian DP system was the
SEAWAY EAGLE on 17th May 1977.

Dynamic positioning has changed a lot since CUSS 1 in 1961. From being designed for test
drilling and laying of pipelines, DP is now being used for different types of operations,
ranging from geological assignments, via military ones, to cruise ship manoeuvring in
lagoons. The basic principles from 1961 are the same, but the explosive development within
data has led to a similar development in DP systems, both when it comes to operating the
equipment and the technology itself. In short, a DP system can be defined as:

A computer based automatic positioning system for floating vessels.

The DP system is used to keep a vessel in position, or to move a vessel from one position to
another with low speed.

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 DP DEVELOPMENT

The History of Kongsberg Simrad’s DP System

The Norwegian DP adventure started in 1975 at the Kongsberg Våpenfabrikk with a small
group of engineers called Dynpos, belonging to the Defence Division. The group was soon
moved to the Oil Division, which was the Offshore Division in Kongsberg Våpenfabrikk.

Today, more than 20 years later, Kongsberg Simrad is the world’s largest manufacturer of DP
systems with a market share of more than 80%.

The DP systems are divided into two main groups;

KV technology with Kongsberg System 500 based systems, KS500, from the early
years. This computer was developed by Forsvarets Forskningsinstitutt and
Kongsberg Våpenfabrikk at the beginning of the 1970’s and is built up around
TTL logics.
 Own technology with SBC based systems from 1983 onwards. SBC, Single Board
Computer, is developed by Kongsberg Simrad and uses Intel micro processors
80186, 80286 and 80386 on respectively SBC1000, SBC2000 and
SBC3000/SBC3003. Our prototype of SBC1000 was the first computer in the
world using Intel 80186 micro processor.
Today’s systems use SBC400 which is based on Intel 960 RISK processor.

DP System Development

1977 ADP501 1 KS500 64k computer, HPR display

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

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 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. SY STEMS

SDP-OS
DGPS

TAUT WIRE
ARTEMIS

HPR

DUAL
ETHERNET
LAN
DPC-21
SENSORS

WIND

GY RO

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.

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 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.

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 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.

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Dynamic Positioning

Modes
and
Functions
 DP MODES & FUNCTIONS

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 DP MODES & FUNCTIONS

THE SDP SYSTEM

The Simrad Dynamic Positioning (SDP) system is a computerised system enabling the
automatic position and heading control of a vessel.

Setpoints for heading and position are specified by the operator and are then processed by the
SDP system to provide thrust control signals to the vessel's thruster and main propeller
systems. The SDP system always allocates optimum thrust to whichever propulsion units are
in use.

To control the vessel's heading, the SDP system uses data from one or more gyrocompasses,
while at least one position-reference system (for example, microwave, hydroacoustic, taut
wire or GPS) enables the SDP system to position the vessel. Deviations from the desired
heading or position are automatically detected and appropriate adjustments are made by the
system.

The SDP system also provides a manual joystick control which may be used for manual
control alone or in conjunction with a position-reference system for combined manual/auto
control.

Without a position-reference system, the SDP system can provide automatic stabilisation and
control of the vessel heading using the gyrocompass as the heading reference.

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 DP MODES & FUNCTIONS

BASIC FORCES AND MOTIONS

A seagoing vessel is subjected to forces from wind, waves and current, and from forces
applied by the vessel's propulsion system. Position reference systems, gyrocompasses and
vertical reference sensors measure the vessel’s responses to these forces (changes in position,
heading and speed). Wind sensors measure wind speed and direction.

The SDP system calculates the deviation between the measured position of the vessel and the
required position, and then calculates the forces that the thrusters must produce in order to
make the deviation as small as possible.

The system controls the vessel's motion in three horizontal degrees of freedom - surge, sway
and yaw.

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, but the system must have
information about these motions to allow the position-reference systems to correct for them.

The SDP system does not control or require information about the heave motion, but the
motion can be measured and displayed.

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 DP MODES & FUNCTIONS

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
Position & ERROR
Heading COMPUTATION Error
Compensation
Force
Vessel
Model
Update Ex ternal
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 COMMAND
SYSTEM SYSTEM

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 DP MODES & FUNCTIONS

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.

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 DP MODES & FUNCTIONS

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.

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 DP MODES & FUNCTIONS

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.

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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).

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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

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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 Controls Sensors Views Alarms

Alarms

Command 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

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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.

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).

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 DP MODES & FUNCTIONS

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 Microsoftâ Windows NT™ operating features such as
menus and dialog boxes.

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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.

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.

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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.

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

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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.

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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 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
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 DP MODES & FUNCTIONS

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.
 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
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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.

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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.

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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

The operator can select between two alternative strategies for passing waypoints:

 Slowing down at each waypoint before continuing to the next (used when the vessel
must remain on track, even during sharp turns)

= vessel movement

= predefined track
4
= way point

way point
reached
circle

1 2 (MD0051)

 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

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 DP MODES & FUNCTIONS

= 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.

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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

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

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 DP MODES & FUNCTIONS

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.

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Vessel's second position.

Movement occurs when
the target moves from its
third to fourth position.
Vessel's first position.
Target moves from its
first to second position
without causing the
vessel to move.

Target's first
position
Target's fourth position
The target moves to a
new position outside the Target's second
Target's third
previous reaction circle
and this causes the vessel position. position
(MD0057)
to also move.

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 towards the terminal point, while the position is controlled to follow a
Nov 03  Kongsberg Maritime AS Page 41
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circle, called the set point circle, around the terminal point. Weather Vaning is illustrated in
the diagram below.

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

 Loading Buoy without Mooring

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 Floating Loading Tower

Hose

Mooring hawser

(MD0061)

 Floating Storage Unit

Mooring hawser

Hose (MD0062)

 Submerged Turret Loading

Hose

(MD0063)

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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.

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.

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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:

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.

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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:

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.

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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

MAIN PROPELLER/ AZIMUTH TUNNEL

RUDDERS THRUSTERS THRUSTERS
INTERFACES

POWER MNG.

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 DP LAYOUT

SDP12 - INTEGRATED SYSTEM

SDP-OT SVC-OS STC-OS SDP-OS ECDIS-OS SDP-OT

Bridg ewing Remote
Remote

AR TEMIS
WIN D

D GPS

TAU T W IRE
DPC-12 GYRO

H PR
VR S/MR U
PR IN TER

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

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 DP LAYOUT

SDP21 - BASIC SYSTEM

REF. SYSTEMS

SDP-OS
DGPS

TAUT WIRE
ARTEMIS

HPR

DUAL
ETHERNET
LAN
DPC-21
SENSORS

PRINTER

WIND

GYRO

VRS/MRU

MAIN PROPELLER/ AZIMUTH TUNNEL

INTERFACES RUDDERS THRUSTERS THRUSTERS

POWER MNG.

Page 50  Kongsberg Maritime AS Nov 03

Training
 DP LAYOUT

SDP22 - INTEGRATED SYSTEM

SDP-OT SVC-OS STC-OS SDP-OS ECDIS-OS SDP-OT

Bridgewing Remote
Remote

ARTEMIS
WIND

DGPS

TAUT WIRE
DPC-22 GYRO

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

Nov 03  Kongsberg Maritime AS Page 51

Training
 DP LAYOUT

SDP31 - BASIC SYSTEM

REF. SYSTEMS
SDP-OS

DGPS

TAUT WIRE
ARTEMIS

HPR DUAL
ETHERNET
LAN

DPC-31

SENSORS
PRINTER

WIND

GYRO

VRS/
MRU

MAIN PROPELLER/ AZIMUTH TUNNEL

INTERFACES RUDDERS THRUSTERS THRUSTERS

POWER MNG.

Page 52  Kongsberg Maritime AS Nov 03

Training
 DP LAYOUT

SDP32 - INTEGRATED SYSTEM

SDP-OT SVC-OS STC-OS SDP-OS SPS-OS SDP-OT

Bridgew ing Remote
Remote

AR TEMIS

WIN D SEN SOR

D GPS DPC-32
GYRO
TAU T W IRE

PR IN TER
H PR VR S/MR U

SVC-OS

Pow er management
Machinery monitoring and alarm
PS 96 Auxiliary control
PS 112/ Ballast/bunker monitoring & control
PS 120 Cargo monitoring & control

PS 240
PS 480/
PS 400

Thruster
Control

AZIMUTH TUNNEL MAIN PROPELLERS/

THRUSTERS THRUSTERS RUDDERS

Nov 03  Kongsberg Maritime AS Page 53

Training
 DP LAYOUT

Page 54  Kongsberg Maritime AS Nov 03

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

Nov 03  Kongsberg Maritime AS Page 57

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

Page 58  Kongsberg Maritime AS Nov 03

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.

Nov 03  Kongsberg Maritime AS Page 59

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

Page 60  Kongsberg Maritime AS Nov 03

Training