Dynamic Positioning Analysis

Methods to predict the DP performance of a vessel

With its wide expertise on hydrodynamics, MARIN is the ideal partner for ship owners, designers and shipyards.
Thanks to extensive DP knowledge and modern testing facilities, we can support them through determining and
optimising the DP performance of the vessel. To assess the performance of a DP vessel a number of analysis methods
can be carried out. This leaflet gives an overview of analysis methods that are available at MARIN to investigate the
capability of DP systems.

The most important aspects to be The present document describes a typical scope of work for DP analysis at MARIN.
investigated are: For DP vessels the available power determines whether or not the vessel can stay
 DP Capability: in position in a certain environmental condition. Depending on the design stage,
can the vessel keep position? different methods with corresponding accuracy can be chosen to analyse the DP
 DP system performance:
behaviour for any kind of vessel or offshore construction.
how accurate is the
 Static capability analysis (TRUST)
positioning?
 Dynamic analysis (aNySIM)
 Thruster interaction effects:
 Model Tests
what is the maximum effective
 Tuning of aNySIM numerical model
thrust in each direction?
 Redundancy:
what happens to the station These methods and their advantages/disadvantages are described in more detail
keeping ability in case of below.
worst single failure?
Static capability analysis (TRUST)
Static analysis is generally used in initial design phases. It predicts whether the
average environmental forces – current, wind and waves – can be counteracted
by the thrusters, based on their bollard pull capacity. This is done by computing a
footprint of the maximum allowable wind velocity that the vessel can counteract at
each incidence angle. Wind-wave relationships are used to determine the
corresponding wave height and wave mean drift forces. Current can be specified
co-linear to wind and waves or from a fixed direction. Because this is a static
computation, no dynamics are included and therefore no information about the
positioning accuracy can be retrieved. This method is a relatively fast and can be
used to compare different thruster configurations during early design phase.
 Summary For input, TRSUT uses:
 In the design of DP vessels  Wind coefficients of the vessel
analysis methods with  Current coefficients of the vessel
increasing complexity may be  Database with wave coefficients (diffraction database)
used. Depending on the  Thruster configuration (including maximum thrust per thruster)
requirements of the operator  Empirical thruster degradation effects
the focus may be on DP  Wind and current coefficients can be derived from database, CFD or wind
capability, positioning tunnel tests
accuracy or powering
Dynamic Analysis (aNySIM)
aspects.
Dynamic (time-domain) simulations provide insight about the positioning accuracy
and power consumption of the vessel. The dynamics introduced by the DP filter
and controller, thruster latency and slow varying wave drift forces are accounted
for in these simulations. The model can also be used to assess vessel drift-off after
worst single failure. The accuracy of the results depend on the accuracy of the
input data and correct modelling of the DP system, in which MARIN has extensive
experience.

Model tests
Dynamic positioning model tests can be performed to accurately determine the
station keeping accuracy of the vessel on DP, under different environmental
conditions. During these experiments, all hydrodynamic effects affecting DP
 In the above picture it can be performance are captured: thruster ventilation, thruster interaction effects, viscous
observed that up to 40% of effects, etc. Prior to the full environment tests, thruster interaction tests are
the nominal thrust may be lost performed to measure thruster efficiency. These generally include:
due to thruster interaction  Thruster-Thruster interaction
effects. Therefore, it is  Thruster-Hull interaction
strongly recommended to take  Thruster-Current interaction
these effects into account in  Thruster-Current interaction
the assessment of the DP CFD may also be used to quantify these effects. The adjacent graph shows a
performance.
typical thruster-hull degradation plot of an azimuth thruster of a semi-submersible.

Tuning of aNySIM numerical model

The software tools as described in
Model test results can be used to improve the input data of the aNySIM time-
this leaflet are available at MARIN,
domain model. This model can then be used to predict the DP behaviour in other
but can also be made available for
environmental conditions than those that were tested.
your own use.
Powering aspects
Most DP vessels have multiple modes of operation: they have to perform well
For more information, contact:
during dynamic positioning operations as well as during transit. The powering and
Bruno Rossin
DP requirements may be conflicting. For example a single propeller vessel can be
Project Manager, Offshore
more fuel efficient in transit conditions than a vessel with two azimuth thrusters.
T + 31 317 49 36 19
But the two azimuthing thrusters are favourable with respect to DP capability, and
E b.rossin@marin
during harbour manoeuvring. If the operational criteria are known, MARIN can
assist by optimising the design for the operational life of a vessel by comparing the
DP performance and powering requirements.

Third-party DP systems can be used during model tests and also coupled to the
aNySIM model.
V.02/13_Offshore

MARIN 6700 AA Wageningen T +31 317 49 39 11 I www.marin.nl

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