Guide to Dynamic Positioning 2014

“OCIMF is very concerned at the fragmentation in the control and issue of DP certification. Formation of several issuing bodies with different standards is not ideal.”John Flynn, offshore assurance superintendent, BP Shipping

dynamicpositioning

guide to2014 • A supplement to Offshore Support Journal

Fast-moving DP sector at a crossroadsBP concerned by assurance, certification and inappropriate use

Evolving sector influenced by many changes

www.navisincontrol.com [email protected]

OSJ Guide to Dynamic Positioning 2014 I 1www.osjonline.com

contents2014

18Dynamic positioning is being used on an

ever-greater number of vessels and a growing number of applications

comment 5 The dynamic positioning sector is growing rapidly but is also faced

with major challenges

origins 6 First applied on drillships and drilling rigs then other offshore units and

vessels, DP technology has revolutionised the offshore industry

industry opinion12 Although recently updated and revised, dissatisfaction with the

Nautical Institute DP certification scheme has led to other schemes that

differ in key respects – the result has been confusion

expert view16 The DP sector is evolving rapidly making the kind of expertise brought

to bear at IMCA ever-more important

applications18 Most modern high spec offshore vessels have dynamic positioning,

and more and more vessels employed in the offshore oil and gas and

related sectors are applying it too

dp solutions26 The DP industry is served by a number of well-known providers of

equipment and services

12 The DP industry needs to address concerns about certification of operators

16 As DP evolves, expertise brought to bear by IMCA is ever-more important

40 OCIMF says it has reservations about the control and issue of DP certification

dynamicpositioning

guide to

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Published August 2014

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Front cover: Dynamic positioning is playing a growing role in the offshore industry – here, the heavy-lift vessel Igor Strashnov installs the substation for the DanTysk offshore windfarm whilst in DP mode (photo: DanTysk)

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“OCIMF is very concerned at the fragmentation in the control and issue of DP certification. Formation of several issuing bodies with different standards is not an ideal situation.”John Flynn, offshore assurance superintendent, BP Shipping

dynamicpositioning

2014 • A supplement to Offshore Support Journal

Fast-moving DP sector at a crossroadsBP concerned by assurance, certification and inappropriate use

Evolving sector influenced by many changes

contentscertification and training36 The way that DP operators obtain certification is changing, and

simulators are expected to play an increasing role in future

legislation & regulation39 DP legislation, regulation and guidance is evolving, as is class

notation, and in many cases, longstanding guidance documents are

being used as the basis of new regulations

last word40 John Flynn, an offshore assurance superintendent at BP, voices

concern about a number of issues relating to the growing use of

dynamic positioning

36 DPOs for DP vessels now have more than one route to certification

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David Foxwell

DP sector at a crossroads – full steam ahead?

W ith dynamic positioning becoming almost the

norm for so many offshore support vessels and

many other units, the first issue of Guide to

Dynamic Positioning is set to become a regular supplement

to OSJ. However, such is the rate of change in the DP sector

that it can cover only a fraction of the technical, regulatory

and other developments that are taking place in the industry.

Important issues such as vessel assurance and failure

modes and effects analyses will be covered in detail in other

supplements and subsequent issues of OSJ. In Guide to DP, we

have therefore focused on some of the most pressing issues

in the industry, including the fragmentation of certification

for dynamic positioning operators (DPOs).

The DP sector has always been a particularly important

one for the offshore vessel industry and increasingly for other

parts of the marine industry too, but it seems to me that it

could be said to be at a crossroads at the moment. Maybe we

have already crossed over into a new era, but what is certain

is that there are changes afoot that are taking place that

will shape the industry for the next 5–10 years. At Riviera

Maritime Media’s 2013 European Dynamic Positioning

Conference, a leading industry figure posed a question to the

Nautical Institute and DNV GL about working together to

harmonise their certification schemes. At the end of the 2013

event, it seemed hopeful that talks would take place and that

harmonisation was not out of the question. However, by the

2014 event, which took place in June in London, we knew

that harmonisation was not going to be possible. In fact,

another certification scheme, a third, has come to the fore

with the formation of the Offshore Service Vessel Dynamic

Positioning Authority (OSVDPA) in the US.

Since the 2013 conference, the Nautical Institute has

undertaken a wide-ranging revision of the DP training and

certification scheme it manages on behalf of the industry.

Evidently, however, the OSVDPA did not think those changes

went far enough and will soon have its own system up and

running. The OSVDPA believes that the Gulf of Mexico

market is a special case, with its own unique requirements.

Might there be other parts of the world where this is also

felt to be the case, one wonders? Could we see more regional

schemes? Would this be a good thing or, potentially, a bad

one? Are there sectors of the industry, certain types of vessels

for instance, for which a separate route to certification might

be proposed? Equally, is it a good thing that we will soon have

three certification schemes, perhaps more, each with elements

in common but with differences that, evidently, are too great

to be resolved? Looking from the outside in, who now speaks

for the industry and does it have a unified voice? The Oil

Companies International Marine Forum (OCIMF), which

is a sitting member of the Dynamic Positioning Training

Executive Group (DPTEG), says it is “very concerned at the

fragmentation in the control and issuing of DP certification”.

It feels that the formation of several issuing bodies with

different standards is not an ideal situation.

The issue of multiple certification schemes – and the

failure to achieve harmonisation – seems to me to

be a crucial one for the industry. When an industry

evolves rapidly, as rapidly as this one has, it often tends to

fragment. Plurality and new ideas can be a good thing, but

equally, it can lead to confusion and, potentially, a diminution

of standards. The certification question has come to dominate

the industry for the time being, but there are plenty of other

challenges to address. DP technology is evolving incredibly

rapidly but isn’t always evolving in a way that DPOs would

wish. Are manufacturers placing DPOs and their needs firmly

at the heart of what they are doing? Anecdotal evidence

suggests maybe not. Are other sectors in which DP technology

is being rapidly adopted sufficiently well versed in marine

operations and the use of DP? It is important for marine

operators to remember that DP does not stand alone, and

to operate in today’s offshore environment, DP skills alone

are not enough. Clients require a full package that usually

includes mandatory Standards of Training, Certification and

Watchkeeping (STCW) papers and the training that goes

along with them. DPOs must be familiarised with vessel and

company procedures, but too often, operations do not allow

for such procedures to be maintained.

To determine best practice for DP vessels, there has to be

consensus between operators and charterers. This has to be at

a practical level. Best practice should assist in identifying the

limitations of DP vessels as well as the capabilities. How can

this be achieved without apparently disadvantaging some

vessel owners by creating a ‘scoring system’ that may inhibit

openness? And how do charterers identify what is required

from a DP vessel? Meanwhile, operators face challenges

when dealing with different project requirements. What

criteria should be used to decide whether a vessel is suitable

for one job and not another?

And lastly, a statistic that should give us all pause for

thought: two-thirds of DPOs have less than two years’

experience. OSJ

comment

T he first dynamic positioning vessels

began to appear in the 1960s. Drilling

using anchor-moored floating vessels

had been shown to be feasible, and Walter

Munk of Scripps Oceanographic Institute

proposed to the National Science Foundation

(NSF) that drilling in very deep water might

allow drilling through the earth’s crust to

sample the Mohorovicic discontinuity.

The idea of mounting thrusters on the

drillship Cuss 1 was proposed, to see if they

could hold the vessel still enough without

anchors to drill without a riser in 3,350m of

water. Bill Bates, marine division manager of

Shell at the time who had worked with the

CUSS group – a consortium of Continental,

Union, Shell and Superior oil companies –

believed in the concept and convinced Shell to

build a smaller core drilling vessel for geological

oil prospecting. By 1960, it too was under

construction. The vessel was called Eureka.

Cuss 1 had been built from an old war-surplus

barge. It was to have a 250hp, direct engine-

driven thruster mounted near each of its four

corners. These were steerable thrusters capable

of swivelling through a full circle. Direction and

engine speed were to be controlled manually

from a central location. A compass measured

heading. The thought was that, with manual

control, the vessel could hold position inside a

180m radius ring of pre-installed buoys.

Eureka was built from scratch by Shell at the

Orange shipyard in Texas. With a displacement

of 400 long tons, the vessel had two 200hp

steerable thrusters electrically driven through

the full speed range. Thruster direction and

speed were each to be controlled separately and

manually from the bridge. The ship’s position

was to be viewed as a dot on an oscilloscope

First applied on drillships and drilling rigs, then other offshore units and vessels, DP technology has revolutionised the way the offshore industry works, but such has been its success – and the rate at which it has been adopted – that owners are struggling to keep up with demand for operators

origins

DP adopted for growing range of vessels

This drilling rig – and the vessel supplying it – both make use of DP

provided from a ‘tilt meter’ that would measure

the angle of a taut wire that would have lowered

a heavy weight to the ocean floor. The heading

was provided by a gyrocompass.

Howard Shatto, who nowadays is viewed as

the father of the DP industry, became involved

with the project. He believed that manual control

would not work and that what was needed was

an automatic control system to hold position

and heading. At the time, of course, nothing like

that existed.

This first DP system had all of the features

needed for an automatic DP control system.

“For a time at Shell, I had worked in gas plant

process control and was much impressed

with the controllers used to control flow,

temperature and pressure. Excellent electronic

three-mode controllers were becoming

available to replace the older pneumatic

devices for the process industries,” Mr Shatto

explained. “Honeywell had them available off

the shelf,” he noted in a history of DP that

he wrote for the Marine Technology Society

(MTS). “We would use one each to control

surge, sway and yaw. In May 1961, we

accepted Hughes Aircraft’s offer of US$50,000

to build our control machine, including the

three Honeywell process controllers.”

Cuss 1 began its tests in March 1961. With

manual control, it was possible to hold the vessel

within a 180m radius. The vessel drilled and

recovered cores in more than 3,350m of water

off Guadeloupe.

Eureka had her new control system installed

just before leaving the shipyard. In May1961,

the vessel moved to 300m of water in the Gulf

of Mexico. After trying for an hour to hold

station unsuccessfully with manual control,

the automatic system was turned on, the dot

on the oscilloscope moved to the centre of the

screen and held steady. After another hour,

during which the automatic system performed

flawlessly, drilling was started and cores were

successfully recovered as planned.

Eureka was a workhorse, Mr Shatto told the

MTS, drilling as many as nine core locations

in a day in water out to 1,100m. Anchored

competitors could get about one location and in

water depths of only around 60m.

After a few new small coring vessels were

built, the NSF sponsored construction of

Glomar Challenger, built for Scripps for the

first internationally supported ocean drilling

programme. Like the earlier vessels, it drilled

with bare drill pipe and no riser or mud

circulation. Built by General Motors’ Delco

division, Challenger was the first to use digital

computers to replace the analogue systems.

The first DP rig to use a riser and blowout

preventer (BOP) for oil well drilling was

SEDCO 445, built for Shell in 1971. It was

followed soon by more and bigger rigs and semis.

Many others included pipelay and construction/

crane vessels and dive support vessels.

The era when DP was used exclusively

for drilling in the offshore oil and gas

industry has long gone, and the technology

is used increasingly by an ever-larger group

of vessels – offshore construction, crane,

pipelay, heavy lift, diving support, remotely

operated vehicle (ROV) support and supply

vessels as well as specialist vessels such as

wind turbine installation vessels (which are

covered elsewhere in this guide). In Norway,

dynamic positioning vessels have been used to

transport and deliver fish food to fish farms up

and down the coast of the country for several

years. Then there are cruise liners, which use

DP to protect sensitive environments such

as coral reefs from damage, and many super

yachts too. Many other vessels that need

to position themselves with a high level of

accuracy, such as dredgers, also make use of

DP nowadays.

The late 1980s and early 1990s saw

the first generation of global positioning

reference systems introduced. Nowadays, this

kind of reference system is a cornerstone of

pretty much all DP systems, regardless of

their exact application or level of redundancy,

and we can hardly imagine a world without

GPS or GLONASS and await the arrival

of Galileo (the European global satellite

navigation system that is due to achieve

initial operational capability in 2015).

Many other changes and developments

have focused on the position measurement

systems that are a fundamental part of the

DP business. Some measurement systems have

fallen out of favour over the years and have

been overtaken by others, such as laser-based

equipment like CyScan. Conversely, one of the

Construction vessels such as Havila Subsea are enabled by DP technology

OSJ Guide to Dynamic Positioning 2014 I 7

8 I OSJ Guide to Dynamic Positioning 2014 www.osjonline.com

earliest pioneering measurement systems, taut

wire, just seems to go on and on, albeit with

improved designs. There are other measurement

systems – inertial navigation systems being, one

example – that appear to promise much but have

yet to fully establish their place and mature into

common commercial usage.

The DP control system itself has seen

multiple evolutions over 50 years. The graphic

capabilities of the operator consoles continue

to attract a lot of investment from users and

manufacturers alike. In the earliest days of

black and white displays, operators had to

cope with graphics cards that were incapable

of producing a true motion display. Today, high

resolution graphics are the norm, and they are

capable of displaying fully functional charts,

including mariners’ objects. The next generation

of graphic interfaces may well utilise technology

that instinctively looks more at home in the

entertainment or gaming industries.

The vast expansion of the global DP

fleet over the last 10–15 years has seen a

corresponding rapid increase in the number of

electrically propelled vessels. The popularity of

the all-electric vessel appears to be due in large

part to perceived improvements in efficiency

and reliability together with reductions in

thruster noise and a general improvement

in performance overall. The environmental

impact of DP operations now, rightly, occupies a

great deal of attention, and electric propulsion

systems offer the potential for improvements

in this regard.

Designers and manufacturers of DP control

systems and of electric propulsion systems

origins

The evolution of dynamic positioning• Late 1950s: Continental, Union, Superior and Shell convert war-surplus YF barge to anchored rig Cuss 1 to advance floating vessel drilling technology. NSF sponsored mounting engine-driven steerable thrusters, manually controlled, to test whether this could hold still enough to drill in deep water as an early prelude to drilling Mohole. Test was successful in 11,000ft (3,350m) of water in March 1961.• At the same time, Shell built small exploration core drill rig Eureka, which had steerable thrusters but was automatically controlled. It was tested in May 1961 in 1,000ft (300m) of water and performed perfectly• Success of the first automatic system spawned a few more small all-analogue DP core rigs• August 1968: Glomar Challenger, the first ‘digital’ computer-controlled core drillship,

was built for Deep Sea Drilling Project, managed by Scripps Institution, funded and administered by NSF• November 1971: Sedco 445, the first dynamic positioning oil drilling ship with riser and BOP, built by Sedco under contract to Shell started operation off Brunei• March 1974: Shell contracted Sedco to build and jointly own the first DP semi-submersible, Sedco 709• 1978: Large construction vessels such as Heerema’s Balder, Micoperi 7000, McDermott’s DB50 and others, dive support and utility vessels• 1990: Sedco/BP 471, built in 1985, renamed Joides Resolution and contracted to NSF to replace Glomar Challenger on new scientific drilling under Ocean Drilling Programme, managed by Texas A&M• 2003: Chikyu built for scientific drilling with riser and BOP to permit drilling in

areas otherwise prohibited because of possible hydrocarbons• 2011: It is estimated that more than 2,000 DP vessels are in operation• 2012: Major revisions to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (the STCW Convention) and its associated Code enter into force on 1 January 2012, with a five-year transitional period until 1 January 2017. These include new training guidance for personnel operating dynamic positioning systems• 2013: Certification of DP operators changes as DNV GL introduces a second route to certification• 2014: A third certification scheme is introduced by the recently formed Offshore Service Vessel Dynamic Positioning Authority.

A modern DP workstation is an ergonomically designed environment that enhances a DP operator’s capacity to do their job

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continue to work at the junction between a DP

control system and the machinery it controls. A

propulsion drive and its associated propulsion

machinery has several masters (DP system,

joystick, manual controls) and numerous

operating scenarios (transit, autopilot, DP,

track follow, joystick, manual manoeuvring,

emergency control). Optimised system setup

is often a compromise between the needs and

capacities of individual items of equipment and

their expectations under any one or more of

the various operating scenarios. In the worst

case, the system is set up to match the needs

of, for example, manual controls under transit

conditions, which may compromise effectiveness

in a DP drilling mode.

Manufacturers continue to pay significant

attention to this area and perceive it as

an opportunity to simultaneously improve

systems’ effectiveness and to improve synergy

between DP systems and machinery in a

manner that reduces emissions and other

environmental impacts.

A modern DP workstation is an ergonomically

designed environment that enhances the

capacity of a DP operator to do the job safely

and effectively and, in particular, to earn their

money in yellow and red-alert situations. Good

operators and good DP systems have a symbiotic

relationship in which one relies on the other for

support. Smart DP manufacturers have always

sought to recognise this and to provide plenty

of scope for the DP operator to apply their

knowledge and skills. The biggest, fastest, most

powerful processor in the DP system is still

the one between the DP operator’s ears, and

operator training has always been, and will

always remain, a hot topic.

Such has been the development and take-

up of dynamic positioning technology that

many operations that make use of DP are

taken for granted now but would not have

been possible only a few years ago. Seemingly

impossible operations are now safe and cost

effective because of advances in technology,

but with the widespread adoption of DP have

come issues and challenges, one of the most

pressing being recruitment and retention of DP

operators. This in itself is not a new problem

but one that is exacerbated by the fact that

virtually all newbuild semi-submersibles and

offshore support vessels are being fitted with

DP, and charterers expect vessels to be manned

at the appropriate DP class level. Another issue

– one that the Nautical Institute has taken

steps to address – is fraudulent applications

for DP certificates.

For many years, the world of DP was about

oscilloscopes and equations, and it is only really

in the last 30 years that true DP ‘operators’

have arrived on the scene, people who were

intelligent enough to understand the theories

were technically savvy enough to understand

the equipment but yet also understood the sea

and what was going on around them. Slowly,

the white coats gave way to boilersuits, and

a new bona fide career was forged, based on

some of the most incredible equipment ever

devised for ships.

However, change brings problems to solve,

and the standards of DP operators are being

closely scrutinised, employers are struggling

to find the best people and experienced

professionals are wrestling to ensure that

newcomers know the ropes. At the same time,

the potentially grave implications for failure

mean that shipowners have few options as they

look to attract, retain and develop current and

future personnel at the DP desk.

Today, we probably face one of the biggest

challenges to the continued success of the

sector. The equipment continues to become

ever-more cost effective, but there is an issue

with getting people to operate it. Unfortunately,

there continue to appear to be barriers to

recruitment, and the industry has sidelined

those who invest in their own training as they

look for a career path. Concerns have also been

expressed about what the growing number

of certification schemes will mean for the

industry. A single, harmonised scheme now

seems unlikely, and there is therefore a need

for guidance or a ‘roadmap’ for organisations

to follow.

Considerable growth in demand for DP

operators in the offshore industry, renewables

sector and for shuttle tankers has led to delays

in DP operator assessments and certification,

and as an industry, the DP sector is trying

to catch up with the new training schemes,

demand for DP operators and vessel assurance.

The industry is still trying to cope with the

growth in the number of DP vessels and

remains short of people to respond to that

demand. OSJ

origins

Dynamic positioning enables a huge range of operations to be undertaken – such as this float-over – safely and in a cost-effective manner


T he need to standardise the schemes

currently governing the certification of

dynamic positioning operators (DPOs)

around the world may seem a rather academic

subject to the uninitiated, but the lack of any

progress in achieving agreement is already

proving to be an impediment to the free flow

of business. If positive steps are not taken

soon, the situation will only become worse and

more intractable.

When raising this issue at the European

Dynamic Positioning Conference in London

earlier this year, I shared a real-life example of

how the two schemes that currently operate –

rather than complementing one another – are

now heading towards mutual exclusivity.

Last year, a Canadian DPO trained by

classification society DNV GL and sourced

through C-MAR was turned away on the

deck of a ship in Oslo because the charterer

refused to recognise any certification other

than that awarded by the Nautical Institute.

This was an incredible waste of a well

trained DPO who was ready and willing to

work. One can only imagine the needless

cost that the delay in finding a replacement

incurred, and I believe there are plenty of

other equally absurd examples that illustrate

the same point.

In an age when the free movement of labour

has never been more important to the success

of the global economy and to our industry in

particular, its ability to move manpower around

the globe is being compromised as never before,

ironically by the very organisations that train

its personnel.

The two schemes currently in place,

administered by the Nautical Institute and

DNV GL, operate to different standards

and adhere to fundamentally different

philosophies. When comparing the two

methodologies, there is little advantage in

simply trying to decide which is the better

Although recently updated and revised, dissatisfaction with the Nautical Institute DP certification scheme has led to other schemes that differ in key respects – the result has been confusion for the very people they are meant to serve and concerns that safety standards might slip

by Peter Aylott*

industry opinion

Lack of consensus could undermine safety

The number of DP vessels is growing – industry needs to address concerns about certification of operators


choice. Comparisons are often invidious and

usually subjective. The focus should be on

drawing out the best aspects of both.

The Nautical Institute is clearly the more

established of the two. It is responsible for

training over 20,000 certificated operators

worldwide and is universally recognised by both

national and international oil companies.

With 20 years of experience, the Nautical

Institute scheme can be praised for its strictly

controlled training system and obligatory

two-course attendance as well as recorded

experiential learning on board.

It could be said, however, that one

drawback is the lack of an independent

assessor. (Currently, the master of the vessel

awards the certificates.) There have also been

reports that logbooks are sent to a centrally

controlled system at the Nautical Institute,

which generates significant delays of up to

four months in some cases.

In contrast, DNV GL has set its own

standards for DP training and simulators. More

recently, it has created standards for training

test centres and recommended practice for

organisations that wish to provide DP training

and certification themselves.

Whereas the Nautical Institute offers a

single scheme and issues certificates centrally

utilising accredited and franchised training

centres, DNV GL does not have this level of

detail or comparable control. DNV GL audits

organisations that wish to use its standards

to set up their own scheme. Therefore,

SMS Trondheim, the only organisation that

currently has a DNV GL-approved scheme, does

the training, administers the scheme, assesses

students and issues certificates.

The DNV GL scheme is recognised

by some flag states and one national oil

company, Norway’s state-owned company

Statoil. It does not have wide recognition

at this stage and is comparatively small. Its

biggest strengths are that final assessments

are conducted independently on a simulator,

and the award of certificates is not subject

to delays. It has been observed in the

industry that the scheme would benefit from

increased experiential learning, which would

improve its chances of being recognised

by the Oil Companies International Marine

Forum (OCIMF).

The disparity between the training schemes

affects the capability of the student and

therefore the confidence of a charterer to

take them on board. As the chief operating

officer of a firm that trains offshore personnel

globally, I am keen to find some conformity in

the measurement of competence delivered by

the schemes.

What is the metric to measure competency?

Classroom experience is entirely different

to onboard experience. For me, competence

is knowledge plus skills plus experience. It

concerned me, therefore, to hear Aaron Smith,

Peter Aylott: “if the situation isn’t resolved, ultimately, safety could be compromised”

www.osjonline.com14 I OSJ Guide to Dynamic Positioning 2014

project leader at the fledgling US certification

initiative, the Offshore Service Vessel Dynamic

Positioning Authority (OSVDPA), say during

the European Dynamic Positioning Conference

panel session, “You never know what a DPO is

like until they get on board.”

There is also the issue of training of

the DP instructors themselves. There is an

imbalance in the uniformity of experience

among the assessors. The Nautical Institute

re-accredits every three years. At C-MAR, we

do this annually, and each of our instructors

is required to have at the very least five years

of experience. A good source of input for the

answer to this whole conundrum could be

the assessors themselves. But are they being

listened to sufficiently, if at all?

In 2013, I asked the Nautical Institute and

DNV GL to discuss their respective training

modules with the overarching objective of

moving towards one scheme. The Nautical

Institute and DNV GL subsequently held

discussions but unfortunately could not agree

on a way forward – an indicator perhaps of the

conviction on both sides.

Subsequently, a third organisation has now

been set up in the US by OSV operators in the

Gulf of Mexico, that is, the OSVDPA. Although

the OSVDPA has not formalised its training

scheme, it is believed to be modelled on those

of both the Nautical Institute and DNV.

So, we now face a situation where a possible

three schemes are training personnel, with

charterers potentially not ready to recognise two

of them. As I commented at the conference, if

the experts are confused, imagine how the poor

DPOs feel.

The truth of the matter is that it is not

remotely in the best interests of the industry to

have different standards. The primary goals are

safety and the reduction of risk.

The OSVDPA’s Aaron Smith told the

European Dynamic Positioning Conference that

they “never intended to set up a new scheme

but felt it was necessary to meet regional

needs”. Regina Bindao, director of accreditation

at the Nautical Institute agreed that “group

consensus is ideal”. It appears we all want

the same thing, but until now, it has been a

struggle to find consensus on how to achieve it.

Fortunately, there is some light at the

end of the tunnel. The International Marine

Contractors Association (IMCA) is reviewing

the official industry guidance document,

known as M117. I am pleased to be involved

in this process, sitting on the consultation

group, having encouraged IMCA to generate

an overarching framework that would allow

each of the three schemes to generate a

competence for DPOs. I am delighted that the

IMCA has agreed to look at this.

This is not an easy subject, and I do not

pretend to know all the answers. What I do

know, however, is that we need a roadmap to

guide the industry in the right direction.

We also need consensus, and we need

leadership from IMCA to encourage the

various accreditation bodies to agree a

practical and effective solution. Like any

business, we also need a framework for

guiding the mobilisation of our industry

around its strategic plan.

My greatest concern is the question of

where the next generation of DP operators

will come from, and flowing from that, will

they have the freedom to work internationally

and will they be hampered by a lack of

consensus in the industry?

Three separate schemes are not necessarily

a problem in principle, as long as they adhere

to the same basic standards, but turning a fully

qualified DP operator away from the deck of a

vessel because they have the ‘wrong’ piece of

paper is patently absurd.

It looks as if the industry is making the

first stirrings towards finding a solution.

Those efforts must not fail. In the long term, if

we do not address this issue, the situation will

become ever more complicated and eventually

develop into a threat not just to business but

to onboard safety, too. OSJ

*Peter Aylott is chief operating officer at the

C-MAR Group, the DP Centre

The number of certification schemes for DPOs has grown

industry opinion

DPO certification was addressed at the 2014 European Dynamic Positioning Conference


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P roviding guidance on all aspects of

dynamic positioning, technical reports,

incident reports and analysis plays an

important part in the work programme at the

International Marine Contractors Association

(IMCA). IMCA’s ‘go to’ man for dynamic

positioning is Ian Giddings, the association’s

technical adviser – marine, who spoke to the

Guide to DP about the many changes taking

place in the fast-evolving sector and about the

association’s work on the revision of a number

of its own guidance documents.

M 103 Guidelines for the Design and Operation

of Dynamically Positioned Vessels is one of IMCA’s

core documents and is currently being revised in

order to bring it up to date and reflect changes

in the DP sector such as guidance issued by

the Marine Technology Society (MTS) in the

US and Guidelines for Offshore Marine Operations

(which is owned and sponsored by a number

of organisations including the Norwegian

Shipowners’ Association, Norwegian Oil

and Gas Association, Netherlands Oil & Gas

Production Association, Danish Shipowners

Association, Oil & Gas UK and the United

Kingdom Chamber of Shipping).

“One of the most important developments

that led to the need to revise M 103 is that

the use of DP has grown a great deal and that

an ever-wide range of vessels are using it,”

Mr Giddings explained. “DP operations aren’t

the same on every vessel, and M 103 needs to

reflect that. Work on updating the document is

approaching completion – we have circulated a

revised text for comments and hope to be able to

publish it by the end of 2014.”

Also being revised by IMCA are a number

of other important documents that relate to

DP. These include M 166 Guidance on Failure

Modes and Effects Analyses, M 117 The Training and

Experience of Key DP Personnel and M190 Guidance

for Developing and Conducting Annual DP Trials

Programmes for DP Vessels.

“The revisions to M 117 reflect the

fundamental changes that have taken place

in DP training,” said Mr Giddings. “The main

change of course is that there is no longer a

single route to certification for DP operators

[DPOs – see elsewhere in this guide], but there

were other outstanding issues too.

“We would prefer that there was a single

certification scheme for DPOs, but the reality is

that that that isn’t the case, so we are revising

M 117 to take that into account and to reflect

the fact that, when a DPO finishes training, that

isn’t the end of the story.”

Apart from the new DNV GL certification

scheme, the Offshore Service Vessel Dynamic

Positioning Authority (OSVDPA) in the

US is close to finalising its scheme too, and

Mr Giddings said he doesn’t rule out further

fragmentation in the certification of DPOs either.

“I don’t think it is out of the question that

we could see more schemes in due course,” he

told the Complete Guide to DP. “It isn’t impossible

that someone somewhere else in the world will

think that, if DNV GL and the OSVDPA can do it,

why shouldn’t they, although anyone thinking

of doing so shouldn’t underestimate the amount

of work involved.

“Apart from the fragmentation that has taken

place with regard to certification schemes, I think

we need to acknowledge that training isn’t the

end of the process, and we want to reflect the

need to focus more on competence as well.

The updated M 117 will also take into account

The DP sector is evolving rapidly and has rarely been in such a state of flux, making the kind of expertise brought to bear at IMCA ever more important

expert view

DP expert helping to lead development of new guidance

On offshore vessels, such as this recently delivered subsea vessel, DP has almost become the norm

www.osjonline.com16 I OSJ Guide to Dynamic Positioning 2014

developments with the DNV GL assessment

scheme and the recommended practice that

DNV GL issued recently. Internally, we developed

a list of topics that needed to be looked at as part

of the revision of M 117. We have an outline and

hope to have the revised document ready by the

end of 2014,” he explained.

Asked about suggestions that IMCA might

play an increasingly important role in providing

guidance to industry regarding the various

certification schemes that are now available and

how this would be addressed as part of the

revision of M 117 now and in the future, Mr

Giddings there was also what he described as

“growing dismay” and concern about the Nautical

Institute scheme. Concerns about the scheme are

said to have been one of the main drivers behind

the formation of the OSVDPA. “IMCA can only

get involved further in this if our members want

us to do so,” said Mr Giddings, noting that it is

not out of the question that they might. “There is

undoubtedly a degree of confusion in the sector

at the moment.”

Starting in 2013, the Dynamic Positioning

Training Executive Group (DPTEG) undertook

a comprehensive review of the Nautical

Institute scheme and was assisted in this

by contributions from various other industry

organisations and individuals, including

Intertanko, the UK Chamber of Shipping,

Corporation of Trinity House, shuttle tanker

operators, DP system manufacturers and

various individual DP experts.

Mr Giddings said IMCA’s members are

concerned about fragmentation, but they are

also concerned about the seeming lack of a

clear path for the transition from the existing

Nautical Institute scheme to the new one, which

is based on the revision that was undertaken,

the target date for implementation of which

is January 2015. The International Support

Vessel Owners’ Association (ISOA), which acts

as a common focal point for offshore vessel

operators to discuss common, non-commercial

issues facing the supply vessel industry, has also

expressed concern.

As far as external regulation of DP is

concerned, the main document is the IMO’s MSC

645 Guidelines for Vessels with Dynamic Positioning

Systems, which is also being revised, but is not

expected to be discussed again until March

2015 and the next meeting of the IMO’s Sub-

Committee on Ship Systems and Equipment.

Mr Giddings explained that IMCA is working

on amendments to MSC 645 and is talking to

parties such as flag states who have an interest

in the revision process. “I don’t think that there

is a great deal necessarily that needs to change

in MSC 645,” he told the The Complete Guide to

DP. “There is a great deal of guidance out there

for people to use to complement it.”

The International Association of Drilling

Contractors and IMCA submitted a paper to

the 90th session of the IMO’s Maritime Safety

Committee proposing amendments to MSC 645.

The committee considered the proposal and

added it as a new work item. The original

document was published in 1994 – 20 years ago

– and although the basic principles remain valid,

it is in need of review and revision. Mr Giddings

and his colleagues at IMCA are playing a key

role helping the IMO to explore why and

where changes and additions may be needed,

recognising at the same that it is believed that

many vessels and their operators actually exceed

the compliance requirements of the document

by following the available guidance from IMCA,

MTS and DNV GL.

“These revisions will have implications for

maritime authorities, classification societies

and manufacturers, but these groups usually

adopt standards and requirements which exceed

those of these guidelines,” said Mr Giddings.

“Yes, a lot has changed in the 20 years since this

document was issued, but in many respects, it is

a case of if it isn’t broke, don’t fix it.”

“Yes, we need to revise the guidelines for

vessels with DP systems, but for the most part,

this can be done by incorporating improved

guidance available in multiple examples of

industry guidance documents, and we also need

to bear in mind that MSC 645 is itself ‘guidance’

and as such open to interpretation.”

Asked about what he sees as some of

the biggest challenges facing the industry,

Mr Giddings highlighted the fast pace of

development of DP technology as one issue. As

new technology is introduced into service, so

IMCA needs to respond with guidance on its

use. “Inertial navigation systems are a typical

example,” he explained. “The difficulty there

lies in the fact that a lot of it relies on defence

technology – it’s difficult to actually get your

hands on it.”

At the end of the day, notes Mr Giddings, we

also need to realise that technology needs to be

the servant of a master – the DPO. Technology

should make a DPO’s job easier, more efficient

and safer. “We recently had an example of a new

drive-off feature that a well-known manufacturer

incorporated into a DP system for accommodation

vessels. It was undoubtedly a clever piece of

technology,” he concluded, ”but the DPOs didn’t

like it. We need to keep people in the picture and

the DPO and their needs firmly in mind when we

develop new technology.” OSJ

Ian Giddings: “the use of DP has grown a great deal and an ever-wider range of vessels are using it”

www.osjonline.com OSJ Guide to Dynamic Positioning 2014 I 17

DP is being used on many vessels, such as on this wind turbine installation ship

applications

Sector sees increasingly diverse applications of technology

A lthough not itself DP-related, the

Deepwater Horizon incident in the Gulf

of Mexico in 2010 led to a lot of change

in the industry and what might generally

be described as a ‘flight to quality’ that has

had a direct influence on vessel owners. For

the DP sector it had the knock-on effect that

dynamically positioned vessels came to be seen

as 'better' and 'safer'. For Crowley Maritime

Corp, for instance, one of the best known and

largest players in the marine industry in the US,

the incident had a direct influence on plans for

a new generation of ocean-going tug.

Crowley was working on the specification

for a new class of ocean-going tug at about

the time that the Deepwater Horizon incident

occurred. In the aftermath of the Deepwater

Horizon, the feedback it got from its clients was

that, although DP did not play a role in any way

in Deepwater Horizon, any ocean-going tug hoping

to be successful in future would have to be DP2

rather than DP1.

Deepwater Horizon happened after Crowley

had selected a shipyard for its Ocean-class

project, which in turn led to a redesign. The first

two vessels in the series ordered by Crowley,

Ocean Wave and Ocean Wind, are DP1 vessels,

but the second pair, Ocean Sun and Ocean Sky,

Crowley’s third and fourth Ocean-class tugs, are

DP2 units.

The DP1 units were employed in the Gulf

of Mexico with a ‘blue chip client’, but prior to

the advent of the vessels, there were very few

ocean-going tugs that had dynamic positioning

capabilities. By that yardstick, Ocean Wave

and Ocean Wind already lay claim to being

trendsetters, but the latter pair of vessels, with

DP2, takes the concept to a different level.

Johan Sperling, a vice president at Jensen

Maritime, who designed the vessels, explained

that, in his view, for relatively simple tasks such

as towing an average-sized rig, it is not really

necessary to have DP2, but soon after activity

started to resume following the Deepwater

Horizon shut-down, Jensen started seeing a new

cautiousness among its customers – caution

that also reflects Crowley’s clients’ demand for

more capable vessels, which they perceive as

intrinsically safer.

Essentially, says Crowley, each of the DP2

The DP3 heavy-lift vessel Oleg Strashnov installs the substation

for the DanTysk offshore windfarm Dynamic positioning (DP) is most often associated with offshore support vessels and most modern high spec offshore vessels now have dynamic positioning, but it is being used for a growing number of applications and onboard more vessels in related sectors, and in other industries



units is a cross between an anchor handler

and a platform supply vessel (PSV). They are

also larger than a conventional ocean tug. The

company also highlights the fuel economy of

the DP2 vessels, and said it is confident that the

DP2 design is flexible enough to accommodate

future regulations and any performance

enhancements they might entail.

As if to confirm this trend towards DP2

ocean-going tugs, earlier this year, ALP Maritime

Services ordered a quartet of ultra-long distance

anchor-handling and towing vessels, which are

to be constructed at the Niigata Shipyard in

Japan. The company noted that an increasing

number of ultra-large floating production units

that are on order will require towing and hook-

up services in the next decade, which will result

in a growing demand for mooring leg survey,

maintenance, repositioning, refurbishment and/

or decommissioning services in the years ahead.

Floating productions units are increasing in

size and value, and field development projects

will increasingly rely on floating production/

storage units. Transporting these units from

the building yard and their subsequent

installation is a key part of a project, creating

a need for particularly powerful, course-stable,

reliable towing vessels. “Installation of floating

production units and mooring leg maintenance

and replacement operations demand the use of

DP2 vessels,” said ALP Maritime.

Apart from longstanding applications

of DP in the offshore vessel sector, such

as on PSVs, construction vessels and dive

support units, increasing use is also being

made of DP in other ways, such as in the

heavy-lift segment, a typical example being

a contract awarded to Seaway Heavy Lifting

for the transport and installation of the gas

compression unit for Statoil’s Gullfaks field.

Working as a subcontractor to Subsea 7,

Seaway Heavy Lifting will install the 500

tonne gas compression module 15km south

of the Gullfaks C platform, using the dynamic

positioning crane vessel Oleg Strashnov. Oleg

Strashnov entered service not long ago and

is capable of lifting up to 5,000 tonnes. The

vessel has an eight-point mooring system for

work in shallow water and is a DP3 unit.

Apart from highly specialised crane vessels

such as Oleg Strashnov, a new generation of DP2

heavy-lift vessels is also beginning to undertake

more and more work in the offshore oil and gas

and offshore wind sectors. SAL in Germany,

one of a number of companies to have opted

for DP2 vessels, notes that more and more

owners in the European market are looking to

remodel their ships to adapt to changing market

requirements, for example, by installing DP2

in order to enhance their ability to undertake

offshore operations.

Not long ago, SAL completed its first

DP2 offshore project when its vessel Lone

loaded two structures, transported them to

the field and lowered them to the seabed. The

first, an 80 tonne structure, was installed to

provide protection to a pipeline. The second,

a pipeline end manifold (PLEM), weighed

120 tonnes and was installed in support of a

floating liquefied natural gas unit. Lone is the

second of two type 183 vessels operated by

SAL. Interestingly, the first, Svenja, delivered

in 2010, is a DP1 vessel, whereas Lone was

upgraded to meet DP2 requirements and

differs from earlier generations of SAL

heavy lifters in as much as, with the precise

positioning that DP2 provides, the vessel is

able to install equipment offshore, not just

applications

DP enables SAL to transport and lower subsea infrastructure to the seabed

transport it and deliver it to the site.

The decision to invest in the vessels

followed an analysis of the heavy-lift market

that clearly demonstrated rising demand for

heavy-lift work for the offshore oil and gas

industries. The company could see the need

for larger cranes for its vessels and the need for

DP. In the past, the company’s vessels required

the assistance of tugs when unloading a cargo

at sea in order to maintain position or had

do so in sheltered waters. Obviously, this

adds to costs for the customer, so it made

sense to move to DP2 and to vessels that can

work without assistance. In contrast, the DP2

vessel can load cargo, deliver it anywhere and

install it, thus providing a ‘one-stop’ heavy

lift and offshore construction service. With

the older-generation vessels, if transporting a

cargo intended for deployment on the seabed,

SAL’s ships could not lower the cargo direct

to the seabed themselves – instead, they had

to undertake what is called a ‘wet handshake’

with another vessel.

DP2 vessels can do the whole job, and there

is no need for another installation ship to

get involved. Fitted with dynamic positioning,

the vessels will be able to perform both ‘wet

handshakes’ and subsea positioning. Put simply,

that means the dynamic positioning system

allows the vessel to provide a combination of

transportation and installation services.

Of course, SAL is not the only heavy-lift

company now able to carry out this kind of work.

Jumbo Shipping has carried out a number of

projects of this type too, such as the deployment

of five subsea structures for PetroSA’s Ikhwezi

project offshore South Africa. The installation

of the five structures, weighing between 35

and 185 tonnes, was executed by Jumbo’s DP2

heavy-lift vessel Fairplayer.

Rambiz 4000, a different type of unit also

intended for heavy lifting, is currently under

construction in Korea for Scaldis. Rambiz 4000

was ordered primarily for the installation of

offshore infrastructure and decommissioning

activity in deep water but could also play a

role on offshore windfarms. The shareholders

of the Antwerp-based company have ordered

an extremely powerful self-propelled crane

vessel that, unlike most earlier units of this

type, is a DP2 vessel. Four azimuth thrusters

and the DP2 system will allow installation

work to be conducted in deep water without

the use of anchors. Another advantage of

DP2 is that, as anchors are not required, the

vessel can carry out work where pipelines and

On Sea Installer DP is primarily used as an aid to manual positioning

Offloading in DP modeMid-2014 saw classification society ABS grant approval in principle for the Remora HiLoad DP BR, a second generation of the HiLoad dynamic positioning unit that attaches to and keeps conventional tankers in position when loading from offshore installations. The HiLoad technology, which was developed over 14 years, is based on the HiLoad Attachment System, which enables offloading to any conventional oil or liquefied natural gas carrier without requiring modifications.

In mid-2013, Remora AS was contracted by BG Group to perform a front-end engineering design (FEED) study for the next generation of HiLoad DP units. The HiLoad DP BR unit design will include increased engine power and the capability to manoeuvre vessels larger than Suezmax size in the Brazil Santos Basin environment.


cables may already be on the seabed.

An increasing number of dynamic

positioning self-propelled units are working in

the offshore renewables sector. Self-propelled

jack-ups are an increasingly common sight

in the offshore wind sector. The vessels do

not use DP mode to install turbines, but

their DP capability makes them especially

manoeuvrable and safe and ensures that they

can be positioned with a very high degree of

accuracy before commencing work.

A wide range of vessels controlled by

contractors such as DEME Group made use of

dynamic positioning during the construction

of the Thorntonbank offshore windfarm in

Belgian waters. The project made use of gravity-

based foundations installed on a gravel bed.

The gravel bed was laid by a DP2 fallpipe vessel

into pre-dredged foundation pits. The gravity-

based foundations were installed to a very high

level of accuracy by the heavy-lift unit Rambiz,

after which backfilling of the foundation

pit was undertaken using the multipurpose

pontoon. The pontoon was guided into place

and positioned using a dynamic positioning/

dynamic tracking (DPDT) system.

Two well known contractors in the offshore

wind sector, A2SEA and DBB Jack-Up Services,

have both recently highlighted the use they

make of DP, its advantages and potential issues.

From what they have to say, dynamic positioning

is an important aid to operations and one that

enables them to carry out operations more

quickly and safely.

As Maalte Bruun, master of A2SEA’s

installation vessel Sea Installer, noted recently,

one of the most exciting – and promising –

features of Sea Installer is its DP2 propulsion

and positioning system. “When considering Sea

Installer’s design, we emphasised how important

it is to achieve accurate positioning, even in

the worst of conditions,” Mr Bruun explained.

ALP Maritime’s long-distance towing vessels will be DP2 units

applications

Growing role for DP in float-oversAnother area in which dynamic positioning

is playing an increasing role is float-overs

conducted in DP mode. One of the latest

examples of this saw China National Offshore Oil

Corporation (CNOOC) undertake the first float-

over type platform installation in China using

DP technology. The installation of CNOOC’s

HZ25-8 DPP (drilling product platform) topside

earlier in 2014 was successfully completed in

the eastern waters of the South China Sea for

the Enping Oilfields.

Using DP technology is significantly

simpler than a mooring-assisted float-over

since a significant proportion of operations

are controlled and performed from the ship’s

bridge. There is no need to hook up to pre-laid

moorings and therefore no additional tugs or

winch operators to control, thus reducing risks

and increasing safety. Vessel preparations for

a DP float-over are minimal when compared

to the mooring-assisted method, since no

winches and power packs need be placed on

the main deck.

As a float-over on DP requires no mooring

lines to hold the vessel during the operation,

field preparations are minimal, with only

tidal reference gauges being required to be

installed on site. Most importantly, there is no

need for anchoring or pre-installing buoyed

moorings, as required by some field operators

for conventional float-overs. These advantages

provide significant savings for fields where there

are a number of subsea assets, pipelines and

other platforms, which cause obstructions for

mooring lines. Once the load transfer to the

jacket is completed for a float-over on DP, the

vessel can depart the field immediately. The

simplicity of a DP float-over is its most important

factor in terms of safety and economy.

Another obvious benefit for a DP-assisted

operation is the reduced window required

to perform the actual float-over. Work can

be performed in a much shorter timeframe,

which is also beneficial with respect to costs

and safety. Although there is no need for

extensive preparations such as installation of

mooring equipment, time is still required for

a DP trial, given the importance of a reliable

DP system for the intended operation. The

redundancy in a vessel’s DP system should

be considered, since a one-component failure

cannot result in unacceptable risks for the

operation. In order to meet safety standards,

DP trials are conducted prior to entering the

jacket, while a dedicated DP-capability plot is

also prepared during the engineering phase

of the project.

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“You have to be able to get into a safe position,

maintaining a safe distance from the foundation,

while making sure you are within the minimum

lifting radius. Then there’s the subsea cabling

– interfering with that can be a very expensive

affair indeed, and with components such as

nacelles becoming larger, it’s not a task that will

get any easier in the future.”

Sea Installer has a Kongsberg DP2 system

and three Voith Schneider propellers each with

3,800kW of propulsion power to enable fast,

responsive manual positioning. “We can get

thrust immediately in any direction, which is a

fantastic capability. It’s also a fully redundant

system, which means we have station-keeping

capability even if the system loses the function

of a major component. For example, there

are two operator stations and several motion

reference units,” Mr Bruun explained.

So just how good are Sea Installer’s

positioning and station-keeping capabilities?

As an example, with its DP2-based system, Sea

Installer can put its legs 20m down in a 2 knot

side current with up to 14 m/sec of side wind

speed in worse weather conditions than would

otherwise be possible.

“That said, I’m of the opinion that the DP

system, which has become a client requirement

for most turbine installation projects, should

primarily be seen as an aid to assist manual

positioning – an excellent additional capability

where accurate positioning and station keeping

is particularly important,” said Mr Bruun.

Ocean Wave is a DP1 unit, but later vessels in the series were upgraded to DP2

Position reference sensors you can trust.

• Allweather operation

• Autotarget detection

• 600moperatingrange

• ProvidesthehighestpositionalaccuracyusuallyassociatedwithhigherprecisionDGPS

*LouisianaandSingaporetoopenmid-2014.**Seeourstandardtermsofsale.

3localposition

reference sensors

3dedicatedworldwideservicecentres*

3yearwarrantyas standard**

W

A R R A N

TY

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Guidance Navigation Ltd, 4 Dominus Way, Meridian Business Park, Leicester LE19 1RP, UKTel:+44 116 229 2600Email: [email protected] www.guidance.eu.com

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applications


“There are many factors in relation to such

a system that mean that having experienced

people who can handle the task manually is

of vital importance. One such factor is the

need to continually have a more ‘human’

sense of the wind. Another is the challenge

of entering and exiting a harbour under a

variety of conditions.

“In particular, transitioning from

manoeuvring using the DP system to the point

at which the legs touch the seabed requires

careful handling, because if you are, say, 30cm

off what the DP system is expecting, it will try

to adjust after the legs are down. So you need to

be ready to shut down the system quickly and

smoothly to avoid any interference. It’s pretty

challenging, but it is also a manoeuvre that we

have trained to do again and again as part of

getting to know the vessel.”

DBB Jack-Up Services’ experience of using

dynamic positioning seems to be similar to that

of A2SEA. As Mads Alber, a master mariner and

head of HSEQ at the company noted, DBB Jack-

Up Systems uses DP to safely and accurately

position its jack-ups close to offshore wind

turbines. “This is a fully automated process,

so it removes, to a large extent, the possibility

of human error. It is fast and better than

positioning the jack-up manually. In the past, it

was necessary to use anchors, which was time

consuming and not an efficient way to work

compared with DP.”

However, it is not just turbine installation

vessels that are making use of DP – a new breed

of turbine maintenance units is too, one of

the first examples being Siem Offshore’s Siem

Moxie, for which DP is very much an ‘enabling

technology’. This new infield support vessel

(ISV) is fitted with an offshore crane that will

land containers of tools and equipment on small

platforms high on an offshore wind turbine. The

crane was developed specifically for Siem Moxie

and is used to lift containers and equipment

onto the platform on a turbine whilst the ship

is in DP mode. The crane itself has three-axis

motion compensation. OSJ

I N T RO D U C I N G P L AT I N U M D P :T H E N E X T S T E P I N T R U LY

I N T E G R AT E D V E S S E L C O N T RO L

L-3com.comDynamic Positioning & Control Systems

L-3 DP&CS’ new Platinum DP offers seamless user interaction for safer and more efficient DP operations.

For more information, please visit us at L-3com.com/DPCS or email us at [email protected].

ECO-DPavailable

in 2014

Portable DP system unveiledEarlier in 2014, Jack-Up Barge in the

Netherlands unveiled what it described as

a ‘portable’ dynamic positioning system for

jack-up barges. The system uses temporary

thrusters installed on the vessel and a DP

control system. It says the new concept will

provide a cost-effective technique for turbine

installation and could also have applications in

other industries, including offshore oil and gas.

In March 2014, The Netherlands-based

company successfully completed sea trials

using the portable DP2 system, which was

integrated into one of Jack-Up Barge’s

platforms to enable the jack-up to move

between work sites without assistance from

a tug. “The independence provided to the

platform as a result ensures the delivery

of an extremely time-efficient installation

process for offshore wind turbines. The time

saved during operations, combined with a

reduced reliance on tug vessels, also reduces

costs compared to conventional installation

methods,” said Jack-Up Barge.

To manoeuvre the barge, four retractable

thrusters were lifted onto it using its own 1,000

tonne crane and installed close to the legs of

the platform. Each thruster was served by an

independent generator housed in a container

on board. A control room, located on the main

deck, houses the DP system and a Cyscan

position reference system. The control room

serves as the vessel’s wheelhouse whilst the

system is in operation.


dp solutions

Amarcon to supply OCTOPUS-Onboard

Positioning provider is a PPPS pioneer

Amarcon is a wholly owned subsidiary of

ABB and provides monitoring and forecasting

software solutions to enhance the performance

and availability of sea-going vessels. ABB

acquired Amarcon in August 2012 in order

to strengthen its long-term growth strategy

in vessel information and control systems.

Together, the companies offer a particularly

wide range of systems to the marine market.

The company offers consultancy services and

a suite of products for engineering, monitoring,

routing and decision support: OCTOPUS-Office,

OCTOPUS-Onboard, OCTOPUS-Online and

OCTOPUS-TMS. These products are developed

to complement each other and enable the

complexity of ship dynamics in waves and its

consequences to be calculated and displayed

in an easy to understand format that informs

navigation decisions.

Among recent contracts is one for OCTOPUS-

Onboard for Dutch company Wagenborg for its

pioneering ‘walk to work’ vessel. This new

type of offshore vessel is currently being built

at the Royal Niestern Sander shipyard in the

Netherlands. The dynamic positioning DP2

vessel will be deployed in order to support

Nederlandse Aardolie Maatschappij during its

offshore operations and will be utilised in

maintenance and service projects on platforms

in the southern North Sea. Amarcon will deliver

an extensive OCTOPUS-Onboard installation

including motion monitoring and forecasting

and the DP capability forecast function in

order to increase workability and safety during

offshore supply operations. The master of the

vessel will have access to a DP capability

operational window.

C & C Technologies is a privately owned,

international surveying and mapping

company specialising in deepwater services.

With 600 employees worldwide, the company

has a range of products and services used in

the DP market.

C-Nav offers differential global navigation

satellite system (GNSS) receivers designed

to be used with all known DP stations as

a highly reliable sensor. Each receiver comes

fully compliant with the latest International

Association of Oil & Gas Producers (OGP)/


(IMCA) quality-assurance guidelines on GNSS

positioning in the oil and gas industry.

C&C Technologies pioneered a precise point

positioning service (PPPS) over a decade ago

and was one of the first companies to offer the

benefits of this service to the DP market. Today,

it offers two completely independent globally

corrected GNSS state-space solutions. Its latest

C-NavC2 service not only offers the benefits of

a correction message for both GPS and Glonass

constellations – providing 5cm accuracy – but

also extra stability, which is paramount for any

DP-related operation at sea.

C-Scape is one of the most recent additions

to the C-Nav family of products. It provides

independent real-time monitoring for DP

systems, offering multiple sensor inputs for

maximum positional quality assurance and

control. With an intuitive and easy-to-use

interface, it is suitable for most DP vessels.

C&C’s C-Mariner Inertial Navigation

System is based on Honeywell’s highly

trusted ring laser gyro technology, which

offers an unprecedented level of protection

in case of complete GNSS failure during

sensitive DP operations.

Wagenborg’s ‘walk to work’ vessel will have an OCTOPUS-Onboard system from Amarcon

DP training offered at new facility Classes are understood to have filled up

quickly for ecdis and dynamic positioning

(DP) training and certification at the Marine

Training Institute’s new facility near Houma,

Louisiana. The training facility was opened

earlier this year by Beier Radio.

It specialises in US Coast Guard approved

ecdis training and in basic and advanced DP

operator training. Students master navigation

and DP technology using simulators.

Beier Radio claims that the Marine

Training Institute is the only full time ecdis

training facility along the Gulf of Mexico.

The institute is also accredited by the

Nautical Institute in the UK and is the only

training facility for Beier Radio DP systems

along the US Gulf Coast.

The ecdis certification course uses the

Transas NS-4000 ecdis system to certify

trainees to the current IMO Model 1.27. The

institute plans to launch brand-specific ecdis

training for Transas and Furuno electronic

navigation systems.

The Maritime Training Institute will

be North America’s only Furuno ecdis-

certified training facility. Using Beier Radio’s

IVCS4000, students learn the fundamentals

of a DP system. In addition to the basic

course, an advanced class trains DP operators

in the full functionality and operation of a

DP system.

Beier Radio recently opened new facilities

in Gray, Louisiana and Mandeville, Louisiana.

The company said that, once completed, the

new facilities will help foster further growth

and help attract and retain staff.


Positioning to submetre and decimetre level

DP expertise is central part of C-MAR services

Fugro Satellite Positioning is a leader in the

delivery of satellite-based high performance

position reference services for dynamic

positioning applications. The company offers

a range of services with both submetre level

and decimetre level accuracy. In addition to

different service options, there are different data

delivery paths available to ensure true system

independence in DP2 or DP3 applications. The

company maintains a worldwide infrastructure

for augmentation of GNSS.

This infrastructure includes more than 110

reference stations dispersed on all continents to

measure and compare navigation satellite data.

All correction services are made available on more

than 10 communication satellites, thus providing

fully redundant positioning coverage around the

clock and around the globe.

The company’s Starfix positioning is a

positioning system used by offshore construction

vessels for survey operations, pipelay and cablelay

activities, seismic surveys, dive support, floating

production, storage and offloading (FPSO)

installation and monitoring. The SeaSTAR

precise positioning service provides reliable,

high accuracy differential GNSS corrections for

maritime positioning applications worldwide.

Fugro products and services for the

commercial marine market are delivered under

the MarineStar brand name. Based upon

the company’s proven, satellite base, precise

positioning technology, MarineStar navigation

services are suitable for use on scientific research

vessels, hydrographic survey vessels, naval ships

and other specialist vessels.

In 2009, a new G2 service was added to

the product range. G2 is a composite service

incorporating corrections for both the American

GPS navigation satellite constellation and the

Russian Glonass navigation satellite constellation.

Fugro Satellite Positioning released its

Seastar XP2 PPP GNSS augmentation service in

July 2014, which provides increased redundancy

for offshore GNSS position and navigation

applications. Like the Seastar G2 service, XP2

is an L1/L2, phase-based, orbit and clock PPP

service. Similar to the 24+ American GPS

satellites, XP2 incorporates a number of Russian

Glonass satellites to generate corrections that

permit the calculation of a real-time position

solution. XP2’s ability to use the 50+ available

GPS and Glonass satellites helps in delivering

extra performance compared to the GPS, serving

as the only XP service enabling receivers to

output accurate international decimetre

positions, irrespective of the vessel’s distance

from a reference station.

C-MAR Group is a global marine services

company with more than 20 years’ experience

in the offshore industry. Founded by experts in

the operation and maintenance of DP systems

and the blowout preventer valve, C-MAR has

expanded both its reach to markets and its areas

of capability and now services a broad range of

clients including oil majors, drilling and marine

contractors, offshore vessel owners, equipment

manufacturers, classification societies, shipyards

and, more recently, the world’s leading navies.

The group’s current range of service provision

is unique to the offshore service sector and

designed to support a DP asset from concept and

design through training and technical support to

full marine crew and vessel management.

The group has a global presence in Houston,

Rio de Janeiro, London, Aberdeen, Dubai,

Mumbai and Singapore. C-MAR has always

placed a strong focus on long-term client

relationships, optimising operational efficiency

while meeting the highest health, safety and

environmental standards.

C-MAR’s Dynamic Positioning Centre

provides one of the most comprehensive ranges

of training, technical and manpower services for

the DP industry.

It is both a global leader in Nautical Institute-

accredited DP operator training and a provider of

DP design and failure modes and effects analysis

(FMEA) consultancy services. Its expertise

covers the full range of DP applications, and

this operational focus enables it to provide

a comprehensive DP assurance service from

design and FMEA through to operation and the

output from the DP team.

New DP interface from GEGE recently unveiled its revised dynamic

positioning system user interface. The development

set out with three key principles for the new user

interface – it had to be intuitive, innovative and

mariner focused. The research phase centred on

creating a number of user and operational profiles,

which were examined in detail.

In a statement, GE explained, “Having been

in the DP business for over 30 years, it would be

fair to say that the DP development team knew

a lot about control systems and performance but

probably less about user interface design,” so it

liaised with GE’s software centre of excellence

in San Ramon, California, which has a user

experience (UX) team. “The key to success was

the symbiotic collaboration between engineering

and UX teams. One team could not have

produced the final design without the other,”

GE’s statement said.

The aim of the development was to ensure

inexperienced users could complete their tasks

easily and quickly, which GE expects will lead

to enhanced safety by making it clear how to

perform necessary actions. It will also bring a

benefit from reducing specific system training,

as the system is more obvious to use, meaning

that less time will be used showing people

how to use it and more time focusing on the

operational task the vessel has to complete.

GE advised, “Feedback received to date has

been almost universally positive. Users like the

style visually and agree that it is easier to find

the information and controls they need.” The

feedback was used to make some adjustments to

the design. Now, GE said, “we are well on course

for delivering the first vessels with the new user

interface this year.”

GE’s power conversion business recently

secured a contract for the supply of the DP

system for a floating accommodation unit that

Cosco (Nantong) Shipyard in China is building

for Logitel Offshore. The complete project

includes a C-Series Class 3 DP system and

manual thruster control system. The offshore

accommodation unit uses the Sevan Marine

cylindrical hull. Until now, this has used the

design only for FPSO units and deepwater

mobile offshore drilling units (MODUs).

Sevan hulls are suitable for operation in water

depths of more than 3,000m, and the units are

designed to operate in extreme conditions. This

puts a particular emphasis on the DP system.

The DP system for the new accommodation

vessel complies with DNV’s DYNPOS-AUTRO

notation. Compliance with DYNPOS-AUTRO

means the DP system has a very high level

of design redundancy featuring, for example,

an alternate back-up control position in

addition to the primary control position. The

accommodation unit is therefore able to remain

under effective position control following even

the most extreme single failures of equipment

or the spaces in which the equipment is located.


FMEA’sAnnual DP TrialsDP Operations ManualConversions & UpgradesCMIDSuitabilityDP Incident InvestigationTowage Approvals

www.dynamicsurveycompany.come: [email protected]

DYNAMIC SETB-with QR.pdf 1 13/08/2014 12:44

• Reducing incidents and accidents• Reducing off-hire and non-productive time• Securing safe and reliable operations

Join our Marine Cybernetics seminars; Todays Software Challenge please check our website: www.marinecyb.com and sign up.

Modern ships and rigs have advanced computer systems for dynamic positioning, power generation & distribution and drilling operations. Software errors in these systems lead to delay, non-productive time and compromise safety. Marine Cybernetics performs third party testing and verification of control system software. We detect and eliminate such errors and weaknesses using Hardware-In-the-Loop (HIL) testing technology.

Third-party HIL testing

Safe software – safe operations

[email protected] | marinecyb.com

a DNV GL company

SC

AN

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REKLAMEBYRÅ


dp solutions

DP specialist celebrates company anniversaryKongsberg Maritime delivers systems for

dynamic positioning and navigation, marine

automation, safety management, cargo

handling, subsea survey and construction,

maritime simulation and training, and satellite

positioning. Its solutions enhance efficiency

and safety throughout the whole maritime

technology spectrum, and it offers additional

competence in providing turnkey engineering

services within the shipbuilding and floating

production sectors.

Key markets are countries with large

offshore, shipyard and energy exploration

and production industries. In exploration,

it provides sophisticated underwater and

positioning technology and systems for survey

vessel operation, in field development, it

supports construction and offshore vessels with

innovative solutions for operation and specialist

applications, while in production, Kongsberg’s

hardware and software enhances output and

minimises downtime.

For maritime transport and offshore vessels,

it supplies navigation, automation, training and

safety systems. Kongsberg Maritime is a wholly

owned subsidiary of Kongsberg Gruppen,

which is celebrating 200 years in business in

2014. The group is an international technology

corporation that delivers advanced and reliable

solutions that improve safety, security and

performance in complex operations and during

extreme conditions.

The market segments it covers include

merchant marine, offshore, subsea, marine

information technology, simulation, process

automation, fishery and fishery research. It

has manufacturing locations in Canada, China,

Norway, the UK and the US. Across 58 offices in

18 countries, Kongsberg employs 4,260 people.

Sensor specialist is a microwave innovatorGuidance Marine, a division of

Guidance Navigation, is a leading

international developer and supplier

of position reference sensors for

dynamic positioning and other

sophisticated vessel control systems.

Its laser and radar CyScan, RadaScan

and Mini RadaScan sensors can

be integrated by all major DP

manufacturers and are used on a

daily basis by all offshore support

vessel operators for DP1, DP2 and

DP3 class vessels.

CyScan provides high accuracy

range and bearing measurements

effectively and efficiently for a diverse

range of operations for both mobile

and fixed structures. Total worldwide

installations are expected to reach

2,500 by early 2015. This success has

led to CyScan Mk4 being recognised as

the standard laser sensor of choice by

major DP providers.

These technologies, its intellectual

property and wealth of experience

have enabled Guidance Marine to

develop innovative, robust and reliable

products that are capable of operating

in hazardous offshore environments.

Guidance played a key role in developing

the concept of microwave precision

position sensing in the offshore DP

market, which historically was done

purely by mechanical, acoustic, GPS

or laser technologies. By introducing

a completely new technology concept

to the market, Guidance Marine has

achieved a higher level of operational

safety for these applications. Launched

in 2010, Mini RadaScan installations

are expected to pass 500 by the end of

this year.

Guidance Marine’s RadaScan system is complemented by a Mini RadaScan system launched in 2010

30 I OSJ Guide to Dynamic Positioning 2014

dp solutions

Marine Cybernetics now part of DNV GLMarine Cybernetics is a third-party supplier

of hardware-in-the-loop (HIL) testing, a

form of insurance that protects offshore

operations against undesired incidents and

non-productive time.

HIL testing is an efficient, powerful method

for testing and verification of control system

software, employing sophisticated simulator

technology. The HIL simulator acts as a real-

time ‘virtual world’ for the control systems

by modelling a vessel, its systems and its

environment. It responds to commands from

the control system in a realistic manner and

provides real and consistent measurements as

feedback. Hence, the control system believes

it is controlling the actual vessel and cannot

sense any difference between the real world

and the virtual world in the HIL simulator.

This facilitates systematic and comprehensive

testing of control system design philosophy,

functionality, performance and failure-

handling capability, both in normal and off-

design operating conditions.

Marine Cybernetics thoroughly tests not

only the functionality of its control systems

but also their robustness against a wide range

of failures and protective safety barriers

hidden in the software.

Today, Marine Cybernetics has more than

10 years of experience with headquarters

in Trondheim, Norway, and offices in Rio,

Houston, Stavanger and Ålesund.

As a world leader in third-party HIL

testing, it believes in its methods and is

dedicated to the task of safe software and

safe operations.

As of early May 2014, Marine Cybernetics

became part of the DNV GL Group. Reflecting

its cross-industry relevance and strategic

importance to DNV GL, Marine Cybernetics

will be an independent business unit within

the group.

US manufacturer is popular at home and abroadUS-based Marine Technologies specialises in

vessel control solutions for the offshore support

vessel market. A supplier of dynamic positioning

(DP) systems, integrated bridges and VSAT

communications, the company is based in

Mandeville, Louisiana, with offices in Norway,

Singapore and Brazil.

The company produces type-approved DP

systems of all IMO classes, as well as less

complex DP and joystick solutions; the Bridge

Mate integrated bridge system is approved to

DNV GL’s NAUT-AW standard.

In addition to designing and building DP

systems, Marine Technologies also offers DP

certification courses. Its DP training centre is

accredited by the Nautical Institute and the

training programmes it provides follow the

recommendations contained in IMO and the


(IMCA) guidelines.

Among recent contracts awarded to the

company was a complete bridge system for Siem

Offshore’s recently delivered infield support

vessel, Siem Moxie, which is based on the Ulstein

SX 163 design. The vessel has a Bridge Mate

integrated bridge system, DP system and joystick

and thruster control systems from the company.

Another recent contract saw Marine

Technologies selected to provide the DP system

for a new class of platform supply vessel (PSV)

for Aries Marine in the US. The LDS 270 DE

PSVs are diesel-electric units and are being built

at Leevac Shipyard.

The LDS 270 DE PSV will have a capacity of

4,000 dwt and will carry over 13,000 barrels of

liquid mud. It will be powered by four 3516C

Caterpillar generators rated at 1,825kW each.

The propulsion drives and thrusters are being

provided by Schottel.

Marine Technologies will be providing a DP2

system for the innovative vessels which will also

have Siemens’ recently developed Blue Drive

propulsion concept.

The vessels are due to be delivered in October

2014 and February 2015, respectively.

Siem Moxie is one of a number of vessels to have been fitted with DP systems from Marine Technologies

www.osjonline.com


www.adpsltd.comwww.adpsltd.com +44 (0) 1752 226797

Vessel management Crew management Consultancy O shore renewables

32 I OSJ Guide to Dynamic Positioning 2014

dp solutions

Innovative icebreaker uses Navis DP systemNavis Engineering is a leading developer and

supplier of dynamic positioning and ship

automation systems for the marine industry.

The company was founded in 1992 and is

privately owned.

The company has its head office in Vantaa,

Finland, where production is undertaken, and a

research and development site in St Petersburg,

Russia. At present, Navis employs 80 software

engineers, product managers, technical support

staff and other staff.

Among recent vessel installations completed

by the company was a DP system for Baltika,

an innovative multifunction icebreaking rescue

and emergency vessel that was commissioned

in early April 2014 and is fitted with a Navis

Nav DP4000 DP system and AP4000 heading

control system. Designed by Finnish company

Aker Arctic, Baltika was built by Arctech Helsinki

Shipyard and has a unique asymmetrical hull

and asymmetrical arrangement of its three

azimuth thrusters, enabling it to cut through ice

at oblique angles of up to 45 degrees (forward

and astern) in channels up to 50m wide – far

wider than a conventional icebreaker of the

same size. Baltika is also highly manoeuvrable

and can transit pack ice up to 1.0 m thick at a

speed of 3 knots.

The DP control system supplied to the vessel

by Navis can be set to automatic and semi-

automatic modes, with speed and drift angle

predetermined, while its DP algorithms also

take into account minimising the effect of the

hull’s asymmetry. Sea trials confirmed that

dynamic positioning control and heading control

systems met their declared performance of being

accurate at 6 Beaufort Sea State and wind of

14m/s to a positioning accuracy of 1m and a

heading accuracy of 1 degree.Baltika has a DP system and heading control system from Navis Engineering

Through-water technology is an offshore enablerNautronix specialises in through-water

communication and positioning technology

and in providing subsea positioning

solutions. As DP operations have become

the norm, so the need has grown for reliable

and redundant sensors feeding into a DP

system. Achieving true redundancy subsea is

a more difficult problem, and the installation

(and choice) of antennas (hydrophones) is

more difficult and expensive. There is a

choice of methodologies each with pros and

cons, but not all acoustic systems provide

true dual redundant capability. Changing

or retrofitting an acoustic system can be

difficult and expensive, and operators need

to be fully aware of redundancy requirements

and customer specifications to ensure a vessel

meets requirements.

Nautronix’s product and services include:

• NASNet – Nautronix acoustic subsea

network

• NASNet DPR – Nautronix acoustic subsea

network dynamic positioning reference system

• NASNet FPR – Nautronix acoustic subsea

network FPSO acoustic monitoring system

• NASeBOP – Nautronix acoustic subsea

emergency blowout preventer

• NASCoM – Nautronix acoustic subsea

monitoring system

• NASMUX – Nautronix acoustic subsea

multiplex

• NASDrill – Nautronix acoustic subsea drilling

• NASDive – a fully digital diver

communication system.

Among recent contracts secured by the

through-water technology and survey company

are a five-year frame contract from subsea

contractor Ceona, with an initial one year call-

off, for the supply of survey services to support

Ceona’s newbuild DP3 subsea construction

vessel Polar Onyx. The contract includes the

initial survey support and mobilisation of

the vessel in Europe before it commences

work in Brazil as a pipelay support vessel for

Petrobras. Nautronix will supply personnel

and equipment to provide survey services on

the vessel.

Nautronix will provide survey services for Ceona’s subsea vessel Polar Onyx

www.osjonline.com


Enhanced reference system is intuitive to useRenishaw’s Fanbeam keeps fleets at work year

after year in tough conditions and is the

most widely used laser dynamic positioning

reference position system. Fanbeam is

produced in Gloucestershire in the UK at the

Renishaw plant – winner of the 2012 Best

British Electrical and Electronic Manufacturing

Plant – and is proven by decades of in-field use,

supported by an experienced global servicing

network with product on-shelf back-up and

rapid response.

The new Fanbeam laser radar sensor

provides repetitive, high accuracy dynamic

positioning to offshore support vessels and

other marine structures. This next-generation

system adds greater performance and stability

through new control software that increases

reliability of its single-target tracking

capability and allows multiple operator

stations for situations where control needs to

be transferred between bridge personnel.

The new software’s advanced target tracking

and modelling prevent spurious targets from

causing a drive-off, while the intelligent clutter

rejection capability provides clearer signals

for a better understanding of the operational

environment. A training package with a fully

featured, realistic simulator is also included.

The Fanbeam system uses position data to

automatically hold vessels on station and is

typically the primary position reference during

critical short-range operations such as cargo

container lifts from platform supply vessels.

The system provides collision avoidance,

gangway monitoring and docking assistance

on vessels operating in crew supply, anchor-

handling tug/supply, construction support, dive

support, dredging and rock-dumping capacities.

Other applications include seismic source

positioning for geophysical exploration vessels

and positioning of mine detection equipment.

The system uses a laser sensor with a unique

vertically ‘fanned’ output, allowing returns to

be observed from passive retro-reflective targets

despite relative movement of the vessel. Accurate

to 20cm, the laser rotates horizontally in both

directions via a motorised base and can be tilted

±15 degrees in the vertical plane using a built-in

auto-tilt mechanism with servo-driven gearbox.

The motorised yoke has a software-selectable

scanning speed up to 50 degrees per second,

horizontal range of 0–360 degrees and 0.01

degrees horizontal resolution. A reflective tube

target is used for short-range operations, while

various prism cluster target options allow long-

range operations up to 2,000m.

The Fanbeam laser radar sensor provides repetitive, high accuracy dynamic positioning to offshore support vessels

Acoustics at heart of enhanced product rangeSonardyne International was formed in 1971

and specialises in enhancing underwater

navigation and communications through

innovation in acoustic signal processing,

hardware design and custom engineering. The

company has remained true to its roots as a

subsea pioneer, only now it delivers underwater

products for a wide range of industry sectors,

with underwater acoustics remaining at the

heart of much of what it develops.

Among the latest products from the

company are acoustic and inertial position

reference systems for all classes of vessels and

rigs. Ranger 2 USBL (Ultra-Short BaseLine) is

a leading acoustic DP reference, offering fast

and reliable position updates in any water

depth and simultaneous tracking of remotely

operated vehicles and other subsea targets to

beyond 6,000m.

Marksman LUSBL (Long and Ultra-Short

BaseLine) meets the demanding requirements of

drilling applications and offers added accuracy

and robustness to DP operations integrated

with riser profiling and blowout prevention

monitoring capability.

Complementing both Ranger 2 and

Marksman is DP-INS, Sonardyne’s inertial

navigation technology. DP-INS is as accurate

as GNSS applications, claims Sonardyne, but

is independent, allowing vessel positioning

and subsea operations to be safely maintained

during periods of short-term GPS and acoustic

disruptions. Approximately 250 Ranger 2,

Marksman and DP-INS systems are in use

worldwide, operating on all vessel types and

interfaced to all DP manufacturers’ systems.

Training enhances efficiency and improves safetyTransas is a leading global maritime electronics

company offering an extensive range of solutions

aimed at increasing safety even in demanding

environments such as the offshore sector or

passenger transportation.

Training is especially important to provide safety

of navigation in such areas. Transas simulation

solutions cover the most complex and risky

operations, and the Transas Offshore Simulator

has been designed to train teams involved in

the transfer and supply of mobile offshore units

(MOUs) in accordance with DNV GL, Nautical

Institute and other industry standards. The system

is intended for MOU personnel (oil installation

manager, MOU DP master, anchor winch operator,

offshore crane operator) and anchor-handling tug/

supply personnel (AH winch operator, DP master/

navigator). Transportation of oil and gas also

needs qualified personnel, which can be achieved

by means of the Transas Full-mission Liquid

Cargo Handling Simulator. It provides training

of personnel responsible for cargo operations on

board gas and liquid carriers including large crude

carriers, chemical and product tankers, LPG and

LNG tankers and terminals.

The company’s new oil spill response

simulator enables crew training in vessel and

equipment handling during oil spill response

operations. Command centre personnel can use

the system for resource management training

including resource cost calculation.

Transas provides complete offshore bridge

solutions including NAUT-OSV Bridge. The

solution is based on Transas Navi-Sailor 4000

Multifunction Display incorporating an electronic

chart display and information system, radar,

conning and alarm monitoring system.

The Transas Offshore Monitoring Solution

tracks vessel movements in a guarded area around

subsea installation and provides full situational

awareness for field operators. It ensures reliable

asset and environment protection and personnel

safeguard. The Transas Offshore Monitoring

Solution provides security on a number of oil and

gas platforms and windfarms all over the world.

dp solutions


Rolls-Royce DP3 for Farstad’s newbuildsRolls-Royce has developed a number of

dynamic positioning solutions for newbuilds

and upgrades. Virtually any vessel with

thrust equipment can be upgraded to a

DP specification range with Rolls-Royce’s

POSCON Joystick or ICON DP2. The Rolls-

Royce positioning product family includes

POSCON (an independent joystick) and ICON

DP1 and ICON DP2.

Among recent contracts awarded to the

company are one from Norwegian shipyard

Vard for DP3 dynamic positioning systems to

be installed on two new offshore construction

vessels. This was the first Rolls-Royce contract

for DP3. Vessels constructed to DP3 standards

are able to operate in very demanding situations

where any loss of position has the potential to

result in fatal accidents, severe pollution or

damage with major economic consequences.

Arnt-Ove Austnes, sales manager –

automation and control, said, “We are very

happy that Farstad Shipping is the first owner to

select our DP3 system. Farstad is an important

partner for Rolls-Royce in the continuous

development of automation systems.

“An increasing number of offshore

operations are performed with rigs and vessels

having to be kept in precise position without

using anchoring systems. With an increased

focus on risk limitation in the oil and gas

sector, we expect a growing demand for DP3

classed vessels.”

The two vessels will be built at Vard Group,

Langsten, Norway, and delivered during the

first half of 2015. Rolls-Royce will also supply

engines, thrusters, propulsion systems, steering

gears and rudders. Rolls-Royce has already

delivered many DP2 systems to Vard Group

across a range of ship designs.

Farstad’s offshore construction vessels will be the first with an ICON DP3 system from Rolls-Royce

Positioning service offers decimetre accuracyVeripos is a world leader in satellite

positioning services and software packages.

These products and services, which include

comprehensive training programmes, are

widely used by the world’s largest DP vessel

and DP drilling vessel providers.

Veripos provides decimetre accuracy,

highly reliable and redundant systems and

outstanding service levels across the globe

and offers two independent, high accuracy

GPS and Glonass positioning solutions – the

Apex2 and Ultra2 services. These allow users

to enjoy the benefits of both GPS and Glonass

constellations, two sources of corrections,

algorithms and at least two delivery satellites.

The Veripos Axiom service is a recent

addition to the suite of solutions provided. It

was developed in conjunction with Sonardyne

and utilises the latter’s Lodestar INS to

complement Veripos high accuracy GNSS

services. This offers the user a highly robust

and stable position in times of high ionospheric

noise, signal blockage or interference.

As one of the early innovators in the field

of precise positioning, Veripos aims to be

the market leader in precise navigation and

positioning solutions, through the innovative

application of technology, continuous product

development and operational excellence.

Veripos is totally focused on the success of the

clients to whom Veripos aims to be not just a

supplier but a partner for positioning.

Veripos can achieve accuracy of better than

10cm for vessels working in some of the

harshest environments.

To ensure maximum operational reliability,

Veripos operates, maintains and controls

its own network of over 80 GNSS reference

stations. Veripos also boasts fully redundant,

diverse Network Control Centres, which supply

data for two or more independent satellite

beams in each region of the world. OSJ

Ladehammerveien 4, 7041 Trondheim, Norway

Training and Certification scheme for DP operators

DP OPeraTOra new and flexible way to a DPO certificate

DPO Examination and certificationLEVEL 4

DPO SpecializationLEVEL 3

DPO Experience

DPO Start- At simulator center

- At simulator center


DPO Preparation- Self-study

LEVEL 0

LEVEL 1

LEVEL 2

- 3 alternative options

Ship Modelling and Simulation Centre AS (SMSC) is the first

training- and test-center in the world to offer a complete

set of courses and examinations for certification of Dynamic

Positioning Operators in accordance with guidelines given

by DNV SeaSkill™. The process is more flexible and effective

without compromising on the quality, enabling you to achieve

the DPO certification in a much shorter time than today. The

courses are open for all, including deck officers, candidates

under education and others with an interest for DP.

Read more at www.smsc.NO

Ship Modelling and Simulation Centre AS (SMSC) is the first training- and test-center in the world to offer a complete set

of courses and examinations for certification of Dynamic Positioning Operators in accordance with guidelines given

by DNV GL SeaSkillTM. The process is more flexible and effective without compromising on the quality, enabling you to achieve the DPO certification in a much shorter time than

today. In order to qualify for an exam, you may follow the Nautical Institutes training and guidelines, you may attend the

SMSC training program, and you can even combine the two. The SMSC courses are open for all, including deck officers,

candidates under education and others with an interest for DP.

LEVEL 0DPO Preparation

- Self-study

LEVEL 1DPO Start


LEVEL 2DPO Experience

- 3 alternative options

LEVEL 3DPO Specialisation


LEVEL 4DNV DPO Examination

and certification- At simulator center

SMSC DPO courses


C hanges are on the way for training

and certification of operators of

dynamic positioning (DP) systems.

The ultimate goal is to enhance competence

and improve assurance of competence of DP

operators (DPOs) and eliminate the risk of

failures causing serious incidents.

As readers of OSJ will know, the Nautical

Institute has long managed a scheme for

accrediting DP operator training institutions

and operates a process of checking certificate

applications. It has been known in the offshore

industry for some time, perhaps years, that there

are imperfections in this scheme.

The Nautical Institute scheme is considered

as initial training towards the DP certificate

that should be followed by more experience-

based training. This further training should

follow guidelines laid down in the International

Marine Contractors Association (IMCA) M 117

document and International Safety Management

Code. It is therefore down to the vessel owner to

ensure DP operators undertake the required

initial training, including shore courses, and

that operators are completely familiar with

the equipment installed on the ship, both for

operations and emergency situations.

However, a considerable increase in recent

years in the number of DP vessels has led to

greatly increased demand for DPOs and a growing

need to recruit new ones. There is a significant

shortage in competent DPOs who have the correct

certification and experience to work on offshore

support vessels (OSVs). There are also delays to

the certification process due to the large numbers

of applicants. For example, at the beginning

of this year, there was a backlog of more than

three months of certificate applications that the

Nautical Institute was working through.

The Nautical Institute operates the

certification scheme for the DP industry and is

advised by the Dynamic Positioning Training

Executive Group (DPTEG). This body is made up

of various interested parties from the industry.

Any changes to the Nautical Institute scheme

are suggested and approved by the DPTEG

before they are implemented.

One of the recently highlighted issues with

the existing certification scheme is that it covers

all DP systems, regardless of the type of system

to be used and the applications. Because of

the growing range of operations that OSVs

conduct, vessel operators feel that a ‘one-size-

fits-all’ certification scheme doesn’t meet their

requirements. They feel that certification doesn’t

ensure that DP operators are competent enough

or have the experience for managing more

complex vessel positioning operations.

For example, DP operations on a pipelayer

are very different to those on a heavy-lift vessel

or an anchor handler. There are also different

DP operator requirements on drillships to subsea

construction, or diving support vessels. The price

of failure has also increased over the years: a

serious incident on a diving vessel could easily

lead to fatalities among the subsurface team.

Positioning failure on a drillship could mean

damage to the riser and an oil spill incident.

Another possibility is the failure of a DP system

on a platform supply vessel when operating close

to an offshore production facility. This could,

potentially, result in a collision that destroys

that infrastructure – something that the oil

companies, and thus OSV clients, are keen to

avoid at all costs.

Another issue with the Nautical Institute

scheme is fraud. There have been a number

of incidents where DP operators have

submitted certification requests with incorrect

information. The Nautical Institute has to

double check submissions and has found in

the past that some DP operator trainees falsify

DP sea time. There have been examples of DP

operators claiming experience of working on

DP2 vessels when the vessels they cite don’t

even have a positioning system.

In response to this, the Nautical Institute said

applications and certificates that are found to be

fraudulent may be revoked and the individual

banned from the DP training scheme for a

period of up to five years. Others found to be

involved in the fraud cases may also have their

DP certificates removed and may be banned

from the system for a period of time.

The combination of all these concerns has

led to calls for an overhaul to the training,

assessment and certification processes.

Classification society DNV GL took initiative

and developed recommended practice for

training and assessment of DP operators. The

DNV SeaSkill guidance has a heavy focus on

simulator-based training and assessment.

DNV SeaSkill manager of simulation

certification Aksel David Nordholm explained

at Riviera Maritime Media’s recent European

Dynamic Positioning Conference that DP

operator certification should be split into

different competences that are assessed and

The way that DP operators obtain certification is changing, and simulators are expected to play an increasing role in future

by Martyn Wingrove

certification & training

Changes coming for DP training and assessment

Certification of DPOs for DP vessels is in a state of flux


tested on simulators before certificates are

issued. This would remove the issue of DP

operators claiming time of working in DP mode

and only having limited experience. Training

and testing on simulators would improve DP

operator competence and would allow them to

experience, in a safe environment, how to cope

with system failures.

“The scope of the recommended practices

includes all the elements that have been

identified as crucial in the development and

certification of DP operators,” said Captain

Nordholm. “It is based on the industry’s

expectations and covers competence

development and assessment, certification,

recertification and onboard competence

building.” DNV SeaSkill recommends that DP

operators go through training and assessment

for general DP operations, then perform another

level of courses to gain competence in specialised

operations. These can include the additional

competence requirements of:

• auto positioning/joystick mode

• approach mode (OSVs approaching rigs

and platforms)

• weather vane mode (involving floating

production systems)

• follow target mode

• auto track mode

• submerged turret modes (for shuttle tankers)

• position mooring (Posmoor).

DNV SeaSkill recommends that candidates

should already possess shiphandling skills

and be in the process of acquiring navigation

officer competencies. The scheme should enable

candidates to demonstrate DP expertise and DP

time on board. The duration of sea time should

be determined by the time it takes to complete all

tasks within the scheme, of which a minimum of

270 hours is spent at the DP controls. However,

there are methods of reducing the sea-time

element though approved practical simulator-

based training. The DNV SeaSkill scheme has

the backing of the Norwegian authorities.

The organisation is working to gain flag state

recognition for its recommended practices and is

working to certify assessment centres worldwide.

Another organisation has emerged this year

that is expected to have an impact on the

training and certification of DP operators on

OSVs. The Offshore Service Vessel Dynamic

Positioning Authority (OSVDPA) is developing

a scheme that it considers to be more in line

with the requirements of North American OSV

owners. OSVDPA executive director Aaron Smith

said this was because of the increasing need for

competence assurance and a more rapid process

of training and certificating DP operators.

The OSVDPA technical advisory council had

its first meeting in May to begin the process of

creating their own scheme. The council includes a

long list of US offshore vessel operators as well as

training academies and DP system manufacturers.

Mr Smith said the founding principles were that

the scheme should ensure DP operators are trained

in the activities that OSVs conduct on a daily

basis. That training is consistent and assessments

are structured. There will be a sea-time element,

probably to be set at 90 days observational and

270 hours of DP time. The measurement of DP

operator competence should be on daily activities

and in emergency operations, said Mr Smith.

The training and assessment scheme could be

a phased process with an induction course and

written assessment, followed by a familiarisation

time that incorporates 30 days of sea time and 90

hours of practical experience, all noted in a task

book. The third phase would involve a five-day

simulator course and simulator-based assessment

to gain a basic DP operator certificate. A candidate

could then consider doing a watchkeeping DP

operator course for either DP1 or DP2 and DP3

vessels. Both phases would include 60 days of

sea time and 180 hours of practical experience on

these systems, followed by onboard or simulator-

based assessment.

The Nautical Institute scheme is also changing

from January 2015. The organisation’s director of

accreditation, Regina Bindao, said the updated

scheme will have less sea-time requirement and

more allowance for simulator-based training and

assessment. It will also be split, with training for

offshore vessel DP operations separated from those

for shuttle tankers. The DP offshore training scheme

will be a phased process. The components include

an induction course followed by a minimum

of 60 days of sea time and completion of a task

section on a DP vessel. Once this is completed,

trainees would be expected to undertake a DP

simulator course and online examination.

The Nautical Institute DP offshore training

scheme would be split into a stream for DP1

operations and another for DP2 and DP3

vessels. There will be requirements for 60

days of sea time on DP vessels, followed by a

statement of suitability signed by the master

and accompanied by a company confirmation

letter. An online DP application document would

be sent to the Nautical Institute for assessment

and verification before certificates are presented.

However, as highlighted elsewhere in this

guide, there is growing confusion as to which

scheme DP operators should take to become

fully certified. C-Mar chief operating officer

Peter Aylott wants to see more clarification

on what is required. He said a ‘roadmap’ was

needed that provides guidance for organisations

and individuals to follow to determine what

is recognised as different levels of DP operator

competence. He said the International Marine

Contractors Association (IMCA) was in the best

position to provide that. “A document from IMCA

that already exists, IMCA M 117, would enable

companies to set up competence assurance

beyond the Nautical Institute certification. So

this just needs tidying up,” he said.

IMCA’s technical advisor, Ian Giddings, said

the organisation was due to revise its guidance

document IMCA M 117, which covers training

and competence. “We will be beefing up the

training requirements when we update IMCA

M 117. We will have more on competence of

DP operators, including competence of trainees

that have come out of training,” he said. What

this will mean is that, in future, training and

certification should improve the competence of

DP operators and assessment of their skills in

daily operations, and in emergencies. OSJ

Aksel David Nordholm: “recommended practice includes all the elements required

for certification of DP operators”

Regina Bindao: “scheme will be split with a separate stream for offshore vessel DP training”

SAFER, SMARTER, GREENER

NAVIGATING COMPLEXITYDNV and GL have merged to form DNV GL. The company is the leading technical advisor to the global oil and gas industry and the world’s largest classification society. We offer a flexible range of services within technical and marine assurance and advisory, risk management and classification, to enable safe, reliable and enhanced performance in projects and operations.

Together with our partners, we drive the industry forward by qualifying innovative technology, developing best practices and standards.

Our people combine industry expertise, multi-disciplinary skills and teamwork to solve challenges for our customers – to navigate safely in a complex business environment.

DNV GL global services: Classification • Verification • Technology and innovation • Operational performance • Environmental performance • Safety and risk control

www.dnvgl.com

© A

nette Westg

ård/Stato

il


W ith coastal authorities and

classification societies taking a

more active role in overseeing DP

operations, the evolving regulatory landscape

presents numerous challenges for vessel

operators, designers and charterers. These

changes will have an impact on DP vessels and

operations. Changes have also taken place – and

are underway – with regard to class notation and

survey rules, DP operator certification schemes

(see elsewhere in this guide) and measures to

protect the environment. Work is also underway

at the IMO on the revisions to IMO standards.

In a presentation at Riviera’s 2014 European

Dynamic Positioning Conference designed to

help delegates understand recent rule changes,

Peter Griffiths, lead, marine operations and

regulatory compliance at contract drilling

services company Transocean Offshore,

highlighted the impact of new class notation.

These include DNV GL’s Enhanced Reliability

(E & ER). DYNPOS-E addresses a dynamic

positioning system with: redundancy in

technical design; redundant main DP control

system; an independent, single alternative DP

control system; and flexibility and increased

availability of power and thrust by use of

connected power systems, standby start and

changeover. DYNPOS-ER addresses the use

of a dynamic positioning system with: A60

separation in high fire risk areas; A0 separation

in other areas; watertight separation below

damage waterline; and operator stations for

main and alternative DP control systems placed

in the same space (the bridge). DNV GL rules

for closed bus tie operations for DPS-3 require

additional testing at construction and for the

life of the vessel to include short circuits, earth

faults, automatic voltage regulators faults,

engine governor faults and other severe faults.

ABS also issued revised survey rules in 2013.

Previously, ABS required operational testing to

be carried out to the surveyor’s satisfaction. This

did not include complete performance tests to

demonstrate the level of redundancy established

in the failure modes and effects analysis (FMEA).

Under the revised survey rules, operational

testing is to be carried out to the surveyor’s

satisfaction and the tests are to demonstrate the

level of redundancy established by the FMEA. The

uninterrupted power supply (UPS) battery load

test has been increased to 30 minutes from 15

minutes, and verification that the failure modes

and effects of any modifications or upgrades

have been considered and incorporated in the

operations manual is required.

Among the evolving regulations highlighted

by Mr Griffiths as potentially affecting the DP

sector were emissions standards (for CO2, NOx,

SOx and particulate matter). It would be a

challenge to comply with new standards while

maintaining redundancy, he explained, noting

that air pollution is also on the European Marine

Safety Agency’s agenda. Other regulations that

could affect the DP industry include the IMO

Polar Code, which has been drafted, with plans

to make it mandatory. The relevant sections

were submitted to the Marine Environmental

Protection Committee (MEPC) and Marine Safety

Committee (MSC) at IMO for inclusion in Marpol

and Solas. The Polar Code is expected to come

into force in 2015–2016, Mr Griffiths explained,

but for the time being, it was not clear how the

code would affect DP operations in the Arctic.

Also at the IMO, MSC 645 is on the agenda for

revision in March 2015. The 2009 Mobile Offshore

Drilling Unit (MODU) Code has also been revised,

with new emergency power requirements.

“Guidance documents and certification

schemes developed by non-regulatory bodies

have been referenced in new regulations or

have become the default standard,” said Mr

Griffiths, highlighting the Nautical Institute’s

DP operators’ certification scheme. “The

Nautical Institute scheme became the default

standard,” he explained. Then there is the

Marine Technology Society (MTS) DP Operations

Guidance, which has been has been used by

the US Coast Guard in a notice of proposed

rulemaking and in ABS survey rules.

The MTS DP Operations Guidance, which dates

from March 2012, requires annual DP trials

including a series of tests of fault and failure

conditions relevant to a DP system. These tests

should be designed to prove system redundancy,

as defined in the DP FMEA. The ABS annual

survey rules of July 2013 state that the operational

testing is to be carried out to the surveyor’s

satisfaction and the tests are to demonstrate the

level of redundancy established by the FMEA.

DNV’s recommended practice also references

MTS guidance in E307 Dynamic Positioning Systems

Operation Guidance and E306 DP Dynamic Positioning

Vessel Design Philosophy Guidelines.

Mr Griffiths explained that, until the

US Coast Guard publishes a DP rule, it

recommends owners and operators of dynamic

positioning MODUs (not leaseholders who

contract MODUs) operating on the US Outer

Continental Shelf to voluntarily follow

guidance provided in the DP operations

guidance prepared through the Dynamic

Positioning Committee of the MTS.

One of the targets identified by the


marine division management committee for its

2014 work programme is the revision of IMCA

M 166 Guidance on failure modes and effects analyses

(FMEAs). Considered one of the division’s most

important documents, a comprehensive rewrite

of it is now required to modernise the content

and address the considerable developments in

industry practice and changes in regulation

since the document was published in April

2002. Owing to the large amount of technical

research and the expected size of the document,

it is anticipated that the revised document

will be available by June 2015. As highlighted

elsewhere in this guide, IMCA M 103 Guidelines

for the design and operation of dynamically positioned

vessels is also being revised and rewritten. OSJ

DP legislation, regulation and guidance is evolving, as is class notation, and in many cases longstanding guidance documents are being used as the basis of new regulations and have become ‘default standards’

legislation & regulation

Evolving sector being influenced by many changes

Legislation and regulation affecting DP vessels and their operation is evolving

www.osjonline.com

SAFER, SMARTER, GREENER

NAVIGATING COMPLEXITYDNV and GL have merged to form DNV GL. The company is the leading technical advisor to the global oil and gas industry and the world’s largest classification society. We offer a flexible range of services within technical and marine assurance and advisory, risk management and classification, to enable safe, reliable and enhanced performance in projects and operations.

Together with our partners, we drive the industry forward by qualifying innovative technology, developing best practices and standards.

Our people combine industry expertise, multi-disciplinary skills and teamwork to solve challenges for our customers – to navigate safely in a complex business environment.

DNV GL global services: Classification • Verification • Technology and innovation • Operational performance • Environmental performance • Safety and risk control

www.dnvgl.com

© A

nette Westg

ård/Stato

il


BP Shipping is one of the most important

players in the offshore market, so when it

expresses concern at aspects of dynamic

positioning, the industry should take note. Mr

Flynn is offshore assurance superintendent with

BP Shipping, based at the company’s offices in

Sunbury, and also a subject matter expert with BP

Shipping. In addition to assessing companies and

contractors, he is responsible for the ownership and

bareboat charter of eight BP-owned offshore vessels

– five currently working from Aberdeen and three

to be delivered this year from Korea. He sits on the

dynamic positioning (DP) workgroup for the Oil

Companies. International Marine Forum (OCIMF)

and is a member of the Nautical Institute. Mr Flynn

was previously a DP project manager with Global

Maritime in London.

A master mariner and former offshore assurance

superintendent, he joined BP Shipping in December

2011 and has 25 years’ offshore experience and

experience in commercial management, project

management and technical design of DP projects

throughout their life cycle. He also served as a

master on many offshore vessels including remotely

operated vehicle support vessels, anchor-handling

tug/supply vessels and platform supply vessels.

The marine offshore assurance team at BP

Shipping assesses offshore vessel operators working

for BP Shipping or tendering for BP Shipping work

upstream and assesses them against the offshore

vessel management and self-assessment (OVMSA)

system developed by the OCIMF. The team at BP

Shipping also conducts contractor assessments for

consultants working for BP Shipping or tendering

for BP Shipping work, conducts structural

assessments on vessels working for BP Shipping

that are more than 25 years old and plays a role in

designing and constructing vessels for BP Shipping.

It also provides plan approval and expertise for

newbuild projects and subject matter expertise in

dynamic positioning, so the views – and concerns

– that Mr Flynn expressed at the conference were

listened to with great interest.

“BP Shipping continually assists upstream

colleagues in assessing offshore vessel operators,

shipyards and offshore projects to evaluate

their compliance and competence in line with

government and industry standards,” Mr Flynn.

“The team works with contractors to help develop

their systems in line with BP’s expectations. This is

in line with BP’s overriding goal of no accidents, no

harm to people and no damage to the environment.”

As Mr Flynn explained, OCIMF is a sitting

member of the Dynamic Positioning Training

Executive Group (DPTEG). Through the input

of oil company experts, it plans to protect its

members and ensure the licensing and competence

of dynamic positioning operators is controlled

and regularised to ensure safety and reliability

throughout offshore operations. Mr Flynn said

OCIMF is “very concerned” at the fragmentation

in the control and issue of DP certification (see

elsewhere in this guide) and feels that the

formation of several issuing bodies with difference

standards “is not an ideal situation”.

Describing some of the potential consequences

of loss of DP and position, Mr Flynn highlighted

drive-off and drift-off situations. Others include

unnecessary loss of DP class, non-productive

time, reputational damage, a complete or partial

blackout, failure of power management system

blackout recovery, potential environmental

damage vessel/equipment damage and potential

injuries or fatalities.

As Mr Flynn explained, the OCIMF DP

workgroup has investigated dynamic positioning

and has come up with four main issues that relate

to operating DP vessels. The four issues classed

as having the potential to cause incidents that

may cause BP loss of or damage to people, the

environment, property and reputation are:

• assurance of DP vessels from design through

build to commissioning and operation

• the competence and certification of DP

operators

• use of DP systems during operations that the

system is clearly not designed for

• the inability of vessel masters and senior

officers to operate vessels manually.

“It is the responsibility of the marine authority

for each region to ensure the vessels operating

within our operations are manned with suitable

certified and competent personnel,” Mr Flynn told

the conference. “We measure against IMCA M 117.

We expect all DPOs to have a marine qualification

suited to the vessel’s size and area of operation.

At this time, our policy accepts only Nautical

Institute and Norwegian Maritime Directorate-

approved certificates, although we are reviewing

and assessing with other DP certificate issuers.”

As he explained, BP has come across several

incidents where vessels have been using DP in

what the company regards as non-appropriate

operations. These include:

• anchor-handling operations

• heading-control operations

• towing

• berthing.

“Normal DP systems are not designed to have

fluctuating tensions/forces applied outside of

normal environmental forces,” he said with regard

to the above-mentioned, noting that, in one of the

above cases, the tension reached 190 tonnes. As he

also explained, OCIMF’s DP workgroup is currently

looking at issues such as these and is expected to

produce guidance before the end of 2014.

“It has also been noted that some vessels

are trying to use DP to berth vessels in port

due to inability to manually operate the ships,”

Mr Flynn told delegates. “Is this due to inability,

incompetency, lack of knowledge or design

issues?” he asked.

Some potential solutions to issues such as

these include greater use of simulators, improved

design of thruster controls, more on-the-job

training, enhanced assessment and verification

and greater use of training records and log books

to enhance competence and assess it. OSJ

Speaking at the 2014 European Dynamic Positioning Conference, John Flynn, an offshore assurance superintendent at BP Shipping, voiced concerns about a number of issues relating to the growing use of dynamic positioning

last word

BP looking at assurance, certification and use of DP

John Flynn: “masters and senior officers on some DP vessels cannot drive a vessel manually, if required”

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RTCM over Internet Protocol) service is available as a back-up

method over data delivery for all users.

Fugro Satellite Positioning ASwww.fugroseastar.com

Guide to Dynamic Positioning 2014

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Transcript of Guide to Dynamic Positioning 2014