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 "slug": "dynamic-positioning",
 "title": "Dynamic positioning",
 "updated": "2026-10-25",
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 "excerpt": "Dynamic positioning is a marine control method that automatically holds a vessel's position and heading using its own thrusters, without anchors, typically within 1 to 2 meters.",
 "snippet": "Dynamic positioning is a marine control method that automatically holds a vessel's position and heading using its own thrusters, without anchors, typically within 1 to 2 meters.",
 "node": "technology.engineering.engineering.mechanical",
 "markdown": "# Dynamic positioning\n\nDynamic positioning (DP) is a marine control method that automatically maintains a vessel's position and heading using only its own thrusters and propellers, without anchors or other physical restraints. Dynamic positioning is defined as \"the ability to hold a vessel in its desired position automatically without the use of physical restraints\" such as ropes, cables, or anchors.<sup>[1](https://www.cambridge.org/core/journals/journal-of-navigation/article/abs/dynamic-positioning-systems/0AB0127ADF771C3339165A5C2C36A7F3)</sup> A DP vessel is one that automatically maintains its position and/or heading, whether at a fixed location, relative to another unit, or on a predetermined track, by means of thruster force.<sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> The DP control computer automates 3 of the 6 axes of vessel motion, surge, sway, and yaw, leaving roll, pitch, and heave to the waves.<sup>[3](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)</sup> Typical positioning accuracy is within 1 to 2 meters.<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup>\n\n| Key fact | Value |\n|---|---|\n| Controlled degrees of freedom | Surge, sway, and yaw (3 of 6 axes)<sup>[3](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)</sup> |\n| Typical station-keeping accuracy | 1–2 m, requiring position reference of about 1 m or better<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup> |\n| Standard controller | Kalman-filter-based observer with PID feedback and wind feed-forward<sup>[5](https://repositorio.usp.br/bitstreams/23ea34b6-f8e4-4084-9bd9-59e01bf5a28f)</sup> |\n| IMO Equipment Classes | Class 1, 2, and 3, differing in redundancy against single faults<sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> |\n| Loss-of-position frequency | On the order of \\( 10^{-5} \\) per DP hour, or \\( 10^{-1} \\) to \\( 10^{-2} \\) per vessel year (IMCA incident data)<sup>[6](https://dynamic-positioning.com/wp-content/uploads/2025/12/risk_verhoeven-1.pdf)</sup> |\n| Fleet size | Estimates differ: more than 2,000 DP vessels as of 2011;<sup>[7](https://dynamic-positioning.com/history-of-dp/)</sup> another review reports about 65 ships in 1980, about 150 in 1985, and over 1,000 at its time of writing<sup>[8](https://e-spacio.uned.es/bitstreams/8bf00502-f7f9-4c27-b823-305117c0b8cd/download)</sup> |\n| DP-mode fuel use example | A fully loaded 240,000-ton FPSO consumes about 6,900 t of fuel and emits nearly 20,000 t of CO₂ per year in DP mode, at a cost of 1.72 million EUR<sup>[9](https://www.mdpi.com/2077-1312/12/3/362)</sup> |\n\n## How it works\n\nA DP system is a closed feedback loop around the vessel. Its central problem is that a ship at sea moves in two superimposed ways: a low-frequency (LF) drift caused by wind, current, and second-order wave forces, and a high-frequency (HF) wave-induced oscillation. Thrusters must counteract only the LF and mean components; chasing first-order wave motion would cause excessive thrust modulation and wear.<sup>[10](https://www.ittc.info/media/8123/75-02-07-036.pdf)</sup> The filter model is therefore split into a low-frequency and a wave-frequency part, and because the LF vessel model contains geometrical nonlinearities, the Extended Kalman Filter (EKF) is used rather than the linear form.<sup>[5](https://repositorio.usp.br/bitstreams/23ea34b6-f8e4-4084-9bd9-59e01bf5a28f)</sup> The Kalman filter itself, the estimator on which this design rests, was introduced by R. E. Kalman in a 1960 paper in the Journal of Basic Engineering.<sup>[11](https://doi.org/10.1115/1.3662552)</sup>\n\nThe EKF state vector includes LF position, velocity, and heading, current velocities, bias forces and moment, and wave-frequency states with oscillation frequencies per degree of freedom. Innovations, the differences between measured and estimated positions, are multiplied by Kalman gains to update the LF states.<sup>[12](https://sima.sintef.no/docs/latest/simo/theory/force_models/dp.html)</sup> Because the filter incorporates a model of the system, it introduces less phase lag than the low-pass or notch filters of early systems, and it optimally fuses several redundant sensors while predicting environmental forces.<sup>[5](https://repositorio.usp.br/bitstreams/23ea34b6-f8e4-4084-9bd9-59e01bf5a28f)</sup>\n\nThrust demand is computed as feedback from the LF states plus feed-forward from measured wind forces and estimated wave-drift and current forces, with estimated bias subtracted.<sup>[12](https://sima.sintef.no/docs/latest/simo/theory/force_models/dp.html)</sup> A classical PID form of this law is\n\n\\[ F_{T0}(t) = K_{D}\\,\\dot{\\varepsilon}(t) + K_{p}\\,\\varepsilon(t) + K_{I}\\int_{0}^{t}\\varepsilon(\\tau)\\,\\mathrm{d}\\tau, \\qquad \\varepsilon(t) = x_{0} - x(t) \\]\n\nwith damping factors typically set to 0.7, meaning 70% of critical damping, and wave-frequency cut-off periods between 25 s and 50 s.<sup>[12](https://sima.sintef.no/docs/latest/simo/theory/force_models/dp.html)</sup> Wind feed-forward bypasses the vessel model for sudden wind changes, because model updates can take five to 30 minutes; the controller instead looks up aerodynamic data for the current draught and generates compensating thrust directly.<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup> The displayed \"current\" is a deduced residual force rather than a measurement; one manufacturer calls it \"sea force\" and displays it in tonnes.<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup>\n\nFinally, the allocator distributes the demanded force and moment over the available thrusters. The [Lagrange multiplier](https://www.edgepedia.org/lagrange-multiplier) method with penalty functions is usually implemented, considering each thruster's capability limits, the forbidden zones of azimuth thrusters, and thruster failure.<sup>[10](https://www.ittc.info/media/8123/75-02-07-036.pdf)</sup>\n\n## How it is done\n\n**Sensors.** The controller needs position data about once per second for high precision.<sup>[8](https://e-spacio.uned.es/bitstreams/8bf00502-f7f9-4c27-b823-305117c0b8cd/download)</sup> Position reference systems (PRS) can be satellite based (GNSS, DGPS, GLONASS, Galileo), optical laser (Fanbeam, CyScan, Spot Track, SceneScan), microwave (Artemis, RADius, RadaScan), underwater hydroacoustic (HPR), or mechanical (taut wire); the DP system pools data from two or more PRS into a best fix.<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup> Gyrocompasses supply heading, wind sensors supply feed-forward, and motion reference units measuring pitch, roll, and heave correct vertical-angle-based references such as taut wire and acoustic systems.<sup>[3](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)</sup> For Equipment Classes 2 and 3, at least three position reference systems, based on at least two different principles, and three gyro compasses must be installed and simultaneously available.<sup>[13](https://denizcilik.uab.gov.tr/uploads/pages/imo-gemi-dizayn-ve-techizati/msc-circ-645.pdf)</sup>\n\n**Running the operation.** Before a task, the operator confirms the vessel's capability against the expected environment; station-keeping assessments must cover design environmental conditions, intact thrusters, and onset of worst-case failure, with environmental loads calculated per API RP 2SK or class rules.<sup>[14](https://ww2.eagle.org/content/dam/eagle/rules-and-guides/current/other/191-guide-for-dynamic-positioning-systems-2024/191-dps-guide-feb24.pdf)</sup> During the task, an Activity-Specific Operating Guideline (ASOG) sets maximum allowable wind, current, tide, and wave limits, maximum excursions from set-point, drive-off and drift-off scenarios, and thruster biasing limits.<sup>[15](https://www.marinesafetyforum.org/wp-content/uploads/2022/05/182MSF-Rev.-4.pdf)</sup> For Class 2 and 3 vessels, Critical Activity Mode (CAM) defines the most robust, fault-tolerant configuration, including power plant set-up, open or closed bus ties, minimum generators per bus, and position reference availability.<sup>[15](https://www.marinesafetyforum.org/wp-content/uploads/2022/05/182MSF-Rev.-4.pdf)</sup> ABS distinguishes operator modes: automatic DP control, manual joystick position control, auto track or follow-target, and manual thruster control.<sup>[14](https://ww2.eagle.org/content/dam/eagle/rules-and-guides/current/other/191-guide-for-dynamic-positioning-systems-2024/191-dps-guide-feb24.pdf)</sup> DP periodic trials are required every 5 years.<sup>[3](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)</sup>\n\n## Origin\n\nAutomatic station-keeping was demonstrated at sea. The Eureka, a Shell coring vessel of roughly 400 long tons displacement fitted with two 200 hp steerable electric thrusters and a taut-wire position reference, switched on its analog automatic control in May 1961 in 1,000 ft of water in the [Gulf of Mexico](https://www.edgepedia.org/gulf-of-mexico) after an hour of unsuccessful manual control; the position dot moved to the center of the oscilloscope screen and held steady.<sup>[7](https://dynamic-positioning.com/history-of-dp/)</sup> In March 1961 the CUSS 1, a 3,400 LT converted barge with four 250 hp manually controlled steerable thrusters, held position within a 180 m radius while drilling in over 11,000 ft of water off Guadalupe for Project Mohole.<sup>[7](https://dynamic-positioning.com/history-of-dp/)</sup> The SEDCO 445 was a DP rig that used a riser and blowout preventer for oilwell drilling, and the Glomar Challenger replaced analog DP systems with digital computers.<sup>[7](https://dynamic-positioning.com/history-of-dp/)</sup> The mathematical basis arrived with R. E. Kalman's 1960 filtering paper in the Journal of Basic Engineering,<sup>[11](https://doi.org/10.1115/1.3662552)</sup> and was applied to DP from the 1970s, when Kalman filters and linear quadratic optimal controllers entered controller design; the approach was computationally demanding for the computers of the day.<sup>[5](https://repositorio.usp.br/bitstreams/23ea34b6-f8e4-4084-9bd9-59e01bf5a28f)</sup><sup> • </sup><sup>[12](https://sima.sintef.no/docs/latest/simo/theory/force_models/dp.html)</sup>\n\n## Variants\n\n**Equipment classes.** IMO MSC/Circ.645, approved in May 1994, and MSC.1/Circ.1580, issued 16 June 2017 for vessels built from 9 June 2017 onwards, define three Equipment Classes set by the consequence of losing position.<sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> Class 1 tolerates loss of position on a single fault; Class 2 requires no loss on a single fault in any active component; Class 3 additionally covers static components and complete loss of a compartment due to fire or flood.<sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> Class 2 requires at least two DP control computers; Class 3 requires a backup control system in a room separated by an A-60 division, with power systems divided between spaces separated by A.60 divisions and bus-tie breakers open during Class 3 operations unless equivalent integrity is accepted.<sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> Class societies map these classes to their own notations: [Lloyd's Register](https://www.edgepedia.org/lloyds-register) uses DP(CM), DP(AM), DP(AA), and DP(AAA), DNV uses DYNPOS, DYNPOS AUT, DYNPOS AUTR, and ABS uses DPS-0 through DPS-3.<sup>[16](https://www.escaeu.org/download/?Id=416)</sup><sup> • </sup><sup>[14](https://ww2.eagle.org/content/dam/eagle/rules-and-guides/current/other/191-guide-for-dynamic-positioning-systems-2024/191-dps-guide-feb24.pdf)</sup>\n\n**Capability standards.** The Environmental Regularity Number was introduced alongside the first DP rules; The unified capability standard DNVGL-ST-0111 defines capability levels 1 to 3 plus site-specific variants, with results expressed as a DP Capability number using Beaufort wind scale, significant wave height, wave period, and current speed as inputs. Each step on the scale represents environmental forces typically increasing more than 50%.<sup>[17](https://www.dnv.us/article/dp-capability-standard-clarity-consistency-comparability-86094/)</sup>\n\n## Applications\n\nDP is the primary means of station keeping on the U.S. Outer Continental Shelf.<sup>[3](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)</sup> Shuttle tankers almost always work in weathervane mode, because their [power-to-weight ratio](https://www.edgepedia.org/power-to-weight-ratio) precludes any other heading, using auto-approach and loading functions.<sup>[4](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)</sup> Offshore wind construction is now a growth area, prompting new class rules for specialized work vessels.<sup>[18](https://www.classnk.com/hp/pdf/rules/amendments/e-amend/20251225/25-3-33e_am.pdf)</sup>\n\n## Limitations and alternatives\n\nThree loss-of-position failure modes are defined: drive-off, caused by improper or undesired thruster force or control instability; drift-off, caused by partial or total loss of thrust; and force-off.<sup>[6](https://dynamic-positioning.com/wp-content/uploads/2025/12/risk_verhoeven-1.pdf)</sup> IMCA incident data suggest loss of position on the order of \\( 10^{-5} \\) per DP hour, or \\( 10^{-1} \\) to \\( 10^{-2} \\) per vessel year.<sup>[6](https://dynamic-positioning.com/wp-content/uploads/2025/12/risk_verhoeven-1.pdf)</sup> Humans contribute materially: of 552 IMCA station-keeping incident reports from 2007 to 2015, 62 (about 11%) were cataloged as human-related, and the probability of a human-initiated incident falls as the percentage of thrusters online rises.<sup>[19](https://www.mdpi.com/2077-1312/12/6/907)</sup>\n\nPower and sensor failures dominate the harder cases. A DP3 drillship suffered a complete blackout and loss of position during critical Outer Continental Shelf activities when a defective vacuum interrupter propagated a high-level ground fault through the 11 kV system; the USCG recommends open-bus configuration as the preferred mode during critical activities to limit failure propagation.<sup>[20](https://www.news.uscg.mil/maritime-commons/Article/3505269/safety-alert-11-22-dynamic-positioning-systems-dont-overestimate-their-capabili/)</sup> Sensor redundancy matters in practice: a DP2 vessel in 59 m of water running on only two DGNSS systems with about 50% GNSS quality developed increasing oscillations, leading IMCA to conclude that a minimum of three position reference systems should be used for DP2 operations.<sup>[21](https://imcaweb.blob.core.windows.net/wp-uploads/2020/09/IMCADPE-04-19.pdf)</sup> FMEA, required for Classes 2 and 3 to demonstrate that no single failure causes loss of position, must consider cross-connections such as simultaneous failure of port and emergency switchboards, confirmed by FMEA proving trials.<sup>[21](https://imcaweb.blob.core.windows.net/wp-uploads/2020/09/IMCADPE-04-19.pdf)</sup><sup> • </sup><sup>[2](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)</sup> Thrusters themselves account for 21% of DP incidents in IMCA data, motivating [fault-tolerant control](https://www.edgepedia.org/fault-tolerant-control), and DP security against denial-of-service and deception attacks on networked sensors and thrusters is a growing research area.<sup>[9](https://www.mdpi.com/2077-1312/12/3/362)</sup>\n\nThe main alternative is mooring. IMCA has published a comparison of moored versus dynamically positioned diving support vessels assessing risks and operational differences, but that document gives no quantitative cost comparison, and published sources do not settle the capex/opex balance between the two.<sup>[22](https://www.imca-int.com/resources/technical-library/document/617ece97-ca5e-ee11-8def-6045bd10f2f8/)</sup>\n\n## References\n\n1. [Dynamic Positioning Systems (J. J. S. Daniel, The Journal of Navigation, Vol. 37, Issue 2, May 1984, pp. 264-270)](https://www.cambridge.org/core/journals/journal-of-navigation/article/abs/dynamic-positioning-systems/0AB0127ADF771C3339165A5C2C36A7F3)\n2. [IMO MSC.1/Circ.1580 – Guidelines for Vessels and Units with Dynamic Positioning (DP) Systems (2017)](https://www.register-iri.com/wp-content/uploads/MSC.1-Circ.1580.pdf)\n3. [Introduction to Dynamic Positioning (DP) Systems (US Coast Guard)](https://safety4sea.com/wp-content/uploads/2019/12/USCG-introduction-to-dynamic-position-systems-2019_12.pdf)\n4. [DP Operator's Handbook (extract), The Nautical Institute](https://www.nautinst.org/static/8a5d1e69-27b3-4323-acdd08f4e7cb94e5/DP-Operators-handbook-extract.pdf)\n5. [Critical Analysis of Control and Filtering Algorithms Used in Real Dynamic Positioning Systems (Tannuri et al., ASME 2005)](https://repositorio.usp.br/bitstreams/23ea34b6-f8e4-4084-9bd9-59e01bf5a28f)\n6. [Safety of Dynamic Positioning Operation on Mobile Offshore Drilling Units (Verhoeven, MTS/DP conference)](https://dynamic-positioning.com/wp-content/uploads/2025/12/risk_verhoeven-1.pdf)\n7. [History of DP - Dynamic Positioning (including Howard Shatto's 2011 first-person account)](https://dynamic-positioning.com/history-of-dp/)\n8. [Chapter 4: An Overview about Dynamic Positioning of Ships (Aranda et al., UNED, Madrid)](https://e-spacio.uned.es/bitstreams/8bf00502-f7f9-4c27-b823-305117c0b8cd/download)\n9. [Dynamic Positioning Control for Marine Crafts: A Survey and Recent Advances (JMSE 2024)](https://www.mdpi.com/2077-1312/12/3/362)\n10. [ITTC Procedure 7.5-02-07-03.6: Dynamic Positioning System Model Test Experiments](https://www.ittc.info/media/8123/75-02-07-036.pdf)\n11. [R. E. Kalman (1960). A New Approach to Linear Filtering and Prediction Problems. Journal of Basic Engineering.](https://doi.org/10.1115/1.3662552)\n12. [SIMA Documentation, Dynamic Positioning module (SINTEF Ocean)](https://sima.sintef.no/docs/latest/simo/theory/force_models/dp.html)\n13. [IMO MSC/Circ.645 – Guidelines for Vessels with Dynamic Positioning Systems (adopted 6 June 1994)](https://denizcilik.uab.gov.tr/uploads/pages/imo-gemi-dizayn-ve-techizati/msc-circ-645.pdf)\n14. [ABS Guide for Dynamic Positioning Systems (February 2024)](https://ww2.eagle.org/content/dam/eagle/rules-and-guides/current/other/191-guide-for-dynamic-positioning-systems-2024/191-dps-guide-feb24.pdf)\n15. [Marine Safety Forum – International Guidelines for the Safe Operation of Dynamically Positioned Offshore Supply Vessels (Rev. 4)](https://www.marinesafetyforum.org/wp-content/uploads/2022/05/182MSF-Rev.-4.pdf)\n16. [European Subsea Cables Association – DP Capability and Comparison overview](https://www.escaeu.org/download/?Id=416)\n17. [DP capability standard - clarity, consistency, comparability (DNV)](https://www.dnv.us/article/dp-capability-standard-clarity-consistency-comparability-86094/)\n18. [ClassNK: Requirements for Electrical Installations of Dynamic Positioning Systems (amendment, effective 1 January 2026)](https://www.classnk.com/hp/pdf/rules/amendments/e-amend/20251225/25-3-33e_am.pdf)\n19. [Analysis of Human-Related Incidents during Dynamic Positioning Operations (JMSE)](https://www.mdpi.com/2077-1312/12/6/907)\n20. [USCG Safety Alert 11-22: Dynamic Positioning Systems: Don't overestimate their capabilities!](https://www.news.uscg.mil/maritime-commons/Article/3505269/safety-alert-11-22-dynamic-positioning-systems-dont-overestimate-their-capabili/)\n21. [IMCA DP Station Keeping Bulletin 04/19](https://imcaweb.blob.core.windows.net/wp-uploads/2020/09/IMCADPE-04-19.pdf)\n22. [A comparison of moored and dynamically positioned diving support vessels (IMCA)](https://www.imca-int.com/resources/technical-library/document/617ece97-ca5e-ee11-8def-6045bd10f2f8/)\n\n---\n*Topic: Encyclopedia › Technology and the built world › Engineering and manufacturing › Mechanical engineering*\n\n*Initially written Sep 29, 2026 · Edited: Oct 15, 2026; Oct 25, 2026*\n\n*Copyright 2026 EdgeChat AI, a subsidiary of Biostate AI.*\n\nLicense: Edgepedia Community License 1.0, https://www.edgepedia.org/edgepedia/license\n",
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 "speakable": "Dynamic positioning is a marine control method that automatically holds a vessel's position and heading using its own thrusters, without anchors, typically within 1 to 2 meters."
}