This paper describes the criteria used in the design of a dynamically positioned vessel. There are two main criteria
Class Regulations
Guidelines including the user's particular requirements
This paper is presented in four parts:
Experience in Operating DP Controlled Vessels,
Comparison between DP and Anchor Mooring Controlled Operation both using a Monohull Vessel,
The Basic Design Philosophy for all DP Vessels with the Class Notation "DYNPOS".
Description of a Latest Generation DP Vessel with the DnV Class Notation "AUTR" and Corresponding ERN 99.99S9.
Ugland Companies have been involved in the design and operation of DP vessels since 1976, including specialised offehore installation vessels and shuffle tankers. Considerable experience has bean gained in the intervening years, all of which haa been put to good effect in the specification for the Ugland Maxita described in this paper.
However, the technological developments have been further advanced in the design of a duel purpose vessel currently under construction. She will incorporate the greatest DP control capability of any installation vessel and hence will offer the maximum operational flexibility in the offshore industry during the Summer months,
Advanced features will include:
Open System Architecture
Man/Machines Interface
Decision Support
The design of the vessel has been accomplished as a result of cooperation between Ugland and the Finnish National 6oard of Navigation who are the Owners,
During the Winter months, she will be employed as an Icebreaker in Finnish waters; In this capacity she will also provide the most efficient service available,
The use of dynamically positioned vessels, and their application, has increased tremendously during the last 10 years, The flexibility of this type of vessel is substantial, as is the benefit to the user. The standard and complexity of the systems available has improved, and redundancy has become a key issue. Systems today have a high level of safety, and from a technical point of view, reliable operation are to be expected.
In the past, more than 50% of all DP "accident" have been due to human error on the part of the operator of the DP system. However, under current Rules In the North Sea, certification of the DP operator is a mandatory requirement, and this is a step in the right direction. On board the vessel, the system require highly skilled operators and service personnel,
Consequential analysis performed on-line by the computer, and based upon worst case failure, Is now a standard requirement during operation, This provides a good operational guideline for the operator
The main objective for all parties involved in offshore work is to make the operations as safe as possible. The safe working limits for each activity are based upon this fundamental principle.
