Kongsberg K-Pos DP (OS)

Dynamic Positioning System

with Offshore Loading
Application
Operator Manual
Release 8.2

385603/C
June 2014 © Kongsberg Maritime AS
Document history
Document number: 385603
This version describes the operation of the K-Pos DP at basis
Rev. A March 2014
software release 8.2.0.
This version describes the operation of the K-Pos DP at basis
Rev. B April 2014
software release 8.2.0. Updated for Class ER.
This version describes the operation of the K-Pos DP at basis
Rev. C June 2014
software release 8.2.1.

The reader
This operator manual is intended as a reference manual for the system operator. This manual is based on
the assumption that the system operator is an experienced DP operator with good understanding of basic
DP principles and general DP operation. If this is not the case, then the operator should first attend the
appropriate Kongsberg Maritime training courses.

Note
The information contained in this document remains the sole property of Kongsberg Maritime AS. No
part of this document may be copied or reproduced in any form or by any means, and the information
contained within it is not to be communicated to a third party, without the prior written consent of
Kongsberg Maritime AS.
Kongsberg Maritime AS endeavours to ensure that all information in this document is correct and fairly
stated, but does not accept liability for any errors or omissions.

Warning
The equipment to which this manual applies must only be used for the purpose for which it was
designed. Improper use or maintenance may cause damage to the equipment and/or injury to personnel.
The user must be familiar with the contents of the appropriate manuals before attempting to operate
or work on the equipment.
Kongsberg Maritime disclaims any responsibility for damage or injury caused by improper installation,
use or maintenance of the equipment.

Comments
To assist us in making improvements to the product and to this manual, we welcome comments and
constructive criticism.
e-mail: [email protected]

Kongsberg Maritime AS
www.kongsberg.com
 Operator Manual

Table of contents
Glossary..................................................................................................................13
K-POS DP SYSTEM THEORY ............................................. 19
Dynamic Positioning System .................................................................................19
The K-Pos DP system.............................................................................................19
Basic forces and motions........................................................................................20
K-Pos DP system principles ...................................................................................21
The Extended Kalman Filter ........................................................................ 22
The Controller ............................................................................................ 23
Thruster allocation ...................................................................................... 24
INTRODUCTION TO DYNAMIC POSITIONING .................. 25
Main DP components .............................................................................................25
IMO definitions of the main DP components ............................................... 25
Equipment classes ..................................................................................... 27
Consequence Analysis ............................................................................... 28
DP operator - a DP system component ........................................................ 29
Training of DP operators ........................................................................... 29
Operational modes..................................................................................................32
Special applications ................................................................................................33
Offshore Loading....................................................................................... 33
The K-Pos family of DP systems ...........................................................................34
K-Pos DP-11 and DP-12 ........................................................................................35
K-Pos DP-21 and DP-22 ........................................................................................37
K-Pos DP-31 and DP-32 ........................................................................................38
Integrated Control System (ICS) ............................................................................39
K-Chief - Marine Automation...................................................................... 39
K-Thrust - Thruster Control......................................................................... 39
Heading reference systems .....................................................................................39
Vertical reference sensors (VRS) ...........................................................................40
Position-reference systems .....................................................................................40
Hydro Acoustic Position-Reference systems (HPR) ..................................... 40
RADius...................................................................................................... 46
Artemis .................................................................................................... 47
Global Positioning Systems (GPS and DGPS) ............................................. 49
Other satellite navigation systems ............................................................... 53
Fanbeam ................................................................................................... 54
The DP system's utilisation of the position measurements............................. 54
Operational planning ..............................................................................................55
Resetting the DP system prior to operation............................................................55

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Resetting DP controller process stations ..................................................... 55

Resetting DP Operator Stations .................................................................. 56
Thruster control command signals .........................................................................56
General procedure for checking stand-alone dual-redundant DP
systems ...................................................................................................... 57
OFFSHORE LOADING....................................................... 58
K-Pos DP Offshore Loading application................................................................58
Weather vaning.......................................................................................................59
Tandem loading (FSU/FPSO).................................................................................60
Single anchor loading (SAL)..................................................................................60
Single point mooring (SPM) ..................................................................................61
Submerged turret loading (STL) ............................................................................62
Operational modes..................................................................................................62
Approach mode ......................................................................................... 62
Weather Vane mode.................................................................................... 63
Connect mode............................................................................................ 63
Loading mode............................................................................................ 63
Additional functions ...............................................................................................64
Selecting a buoy ........................................................................................ 64
Changing the setpoint radius....................................................................... 64
Compensating for hawser tension................................................................ 64
Setting weather vane limits......................................................................... 64
DP position limits ...................................................................................... 64
Axis control............................................................................................... 64
GPS relative settings .................................................................................. 65
SAL buoy settings...................................................................................... 65
FSU Position function ................................................................................ 65
FSU Heading function................................................................................ 65
USER INTERFACE ............................................................ 66
Operator station ......................................................................................................66
Operator panel ........................................................................................................67
Push buttons ............................................................................................... 67
Input keypad............................................................................................... 69
Trackball.................................................................................................... 70
Joystick...................................................................................................... 70
Heading wheel............................................................................................ 70
Display layout.........................................................................................................72
Top bar....................................................................................................... 75
Dashboard layout........................................................................................ 78
Side bar...................................................................................................... 84
Working areas............................................................................................. 84
Dialog boxes .............................................................................................. 84

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Display views .........................................................................................................89

Orientation of the OS and effect on display views ......................................... 89
Tooltip/hotspot cursor and change of cursor image ........................................ 89
Selecting display views and panes................................................................ 90
View control dialog boxes ........................................................................... 91
Zooming .................................................................................................... 92
Preselect dialog box .................................................................................... 92
SYSTEM SETTINGS .......................................................... 95
Changing user.........................................................................................................95
Printing the display picture.....................................................................................96
Printing system report ............................................................................................97
Adjusting the panel light ........................................................................................97
Dimming level............................................................................................ 97
Lamp test ................................................................................................... 98
Presentation Units dialog box.................................................................................99
Editing Presentation Units ......................................................................... 100
Vessel and sea current speed ...................................................................... 101
Wind, waves and sea current direction........................................................ 101
Resetting the presentation.......................................................................... 102
Set System Date/Time dialog box ........................................................................102
Changing display colours .....................................................................................102
Changing the display palette on Operator Stations that are not set to have
an independent palette selection................................................................. 103
Changing the display palette on a single Operator Station ............................ 103
Alarm Limits dialog box ......................................................................................103
Position page ............................................................................................ 103
Weather Vane page.................................................................................... 104
Hawser page............................................................................................. 106
Pipe page ................................................................................................. 106
Gain dialog box ....................................................................................................107
Gain Level for High Precision controller mode ........................................... 108
Rotation Center dialog box...................................................................................109
JOYSTICK ..................................................................... 112
Joystick Settings dialog box ................................................................................. 112
Rotation centre for joystick manoeuvring ............................................................ 113
Joystick Calibrate dialog box .............................................................................. 114
Calibrating the joystick ............................................................................. 115
MESSAGE SYSTEM ......................................................... 117
System diagnostics ............................................................................................... 117
Operational checks ............................................................................................... 117
Audible and visual indications ................................................................... 118

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Message priority ................................................................................................... 118

Presentation of messages...................................................................................... 119
Defining the time span for the Historic Event Page...................................... 122
Alarm states ..........................................................................................................123
Acknowledging messages ....................................................................................124
Silence button........................................................................................... 125
Alarm lamps .........................................................................................................125
Indications of errors related to the ALARMS button group ........................... 125
Drive-off detection for Offshore Loading ............................................................126
Messages on the printer ........................................................................................127
Event Printer dialog box............................................................................ 127
Message explanations — online help ...................................................................128
Operator advice messages ....................................................................................129
Offshore loading related messages.......................................................................130
Warning and alarm messages for OLS, SAL and SPM buoys ...................... 131
Warning and alarm messages for FSU buoys.............................................. 133
Warning and alarm messages for STL buoys.............................................. 137
Buoy depth monitoring............................................................................. 138
STARTING OPERATIONS ............................................... 139
System start-up/shut-down and OS stop/restart ...................................................139
Stop/Restart dialog box ............................................................................. 139
Restarting the system ................................................................................ 140
Logon Configuration dialog box ..........................................................................140
Command transfer ................................................................................................142
Taking command ...................................................................................... 142
Giving command ...................................................................................... 142
Requesting command ................................................................................ 143
Command Control dialog box ..............................................................................143
DP-OS page ............................................................................................. 144
Overview page ......................................................................................... 145
Give page................................................................................................. 146
Command Groups..................................................................................... 146
Controls and indicators.............................................................................. 147
Connect dialog box...............................................................................................148
CONTROLLER PROCESS STATIONS ................................ 150
Resetting controller process stations ....................................................................150
Resetting the controller PS in a single-computer system .............................. 150
Resetting one controller PS in a dual or triple redundant system................... 150
Resetting all controller PSs in a dual or triple redundant system ................... 151
Redundant systems ...............................................................................................151
Error objects............................................................................................. 152

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Dual redundant system .............................................................................. 152

Triple redundant system ............................................................................ 153
Redundant Stations dialog box................................................................... 154
SENSORS ...................................................................... 158
Gyrocompasses.....................................................................................................158
Sensors dialog box — Gyro page ............................................................... 158
Gyro status lamp....................................................................................... 160
Displayed heading information .................................................................. 160
Rejection of heading measurements ........................................................... 160
Faulty gyrocompasses ............................................................................... 161
Heading dropout ....................................................................................... 161
Gyro Deviation dialog box ........................................................................ 162
Wind sensors.........................................................................................................163
Sensors dialog box — Wind page............................................................... 163
Wind status lamp ...................................................................................... 165
Faulty wind sensors .................................................................................. 165
Rejection of faulty wind data ..................................................................... 166
Operating without wind sensor input .......................................................... 166
Vertical reference sensors (VRS) .........................................................................166
Sensors dialog box — VRS page ............................................................... 167
VRS status lamp ....................................................................................... 168
Displayed VRS information....................................................................... 168
Faulty VRS .............................................................................................. 168
Sensors dialog box — Speed page .......................................................................169
Sensors dialog box — Draught page ....................................................................171
Sensors dialog box — FSU Heading page ...........................................................173
Sensors dialog box — Hawser page....................................................................173
Sensors dialog box — STL page ..........................................................................174
Sensors dialog box — Rate Of Turn page............................................................175
POSITION INFORMATION ............................................. 177
Handling position information .............................................................................177
Position Presentation dialog box ..........................................................................178
Datum Details dialog box.....................................................................................181
Local N/E Properties dialog box ..........................................................................182
UTM Properties dialog box ..................................................................................183
Additional information ............................................................................. 184
Methods for enabling position-reference systems................................................185
Panel buttons ........................................................................................................186
Reference System Settings dialog box .................................................................186
Reference System dialog box ...............................................................................189
Enable page.............................................................................................. 189

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Weight page ............................................................................................. 190

Validation page ......................................................................................... 191
GPS Relative Settings dialog box ........................................................................192
Reference System Properties dialog box..............................................................193
Quality Filter Actions................................................................................ 195
Coordinate systems...............................................................................................196
Global and local position-reference systems ............................................... 196
System datum ........................................................................................... 196
The reference origin.................................................................................. 197
Tests on position measurements ...........................................................................197
Standard deviation of position measurements.............................................. 198
Freeze test ................................................................................................ 198
Variance test ............................................................................................. 198
Prediction test........................................................................................... 199
Divergence test ......................................................................................... 200
Median test............................................................................................... 200
Procedures for enabling position-reference systems ............................................203
Enabling the first position-reference system................................................ 203
Enabling other position-reference systems .................................................. 203
Changing the reference origin ..............................................................................204
Position dropout ...................................................................................................205
MAIN MODES AND OPERATING PROCEDURES ............... 206
Standby mode .......................................................................................................206
Returning to Standby mode/manual levers .................................................. 207
Joystick mode .......................................................................................................207
From Standby mode to Joystick mode ........................................................ 208
Joystick control of position and heading ..................................................... 208
Position and heading information............................................................... 209
Joystick electrical failure ........................................................................... 209
Mixed joystick/auto modes........................................................................ 209
Joystick mode with automatic heading control ............................................ 209
Joystick mode with automatic position control in both surge and sway........... 210
Joystick mode with automatic stabilisation ................................................. 211
Auto Position mode ..............................................................................................212
From Joystick mode to Auto Position mode................................................ 213
Offshore loading modes .......................................................................................214
Approach mode ....................................................................................................214
Changing the reference origin .................................................................... 214
Weather Vane mode mode ....................................................................................215
Connect mode.......................................................................................................215
Loading mode.......................................................................................................216
Using the trackball to change the position setpoint in Loading mode ........... 217

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Leaving the buoy ..................................................................................... 217

CHANGING THE POSITION SETPOINT ........................... 219
Stopping the movement during change of position..............................................219
Marking a new position setpoint on the Posplot view..........................................220
Position R/B dialog box (range/bearing)..............................................................221
Position Inc dialog box (incremental) ..................................................................221
Position dialog box ...............................................................................................222
Inc page ................................................................................................... 222
Speed page ............................................................................................... 223
Circle Around Buoy dialog box ...........................................................................224
Acceleration/Deceleration Settings dialog box ....................................................225
CHANGING THE HEADING SETPOINT ............................ 227
Stopping the rotation during change of heading ..................................................227
Marking a new heading setpoint on the Posplot view..........................................228
Heading dialog box ..............................................................................................229
Heading page............................................................................................ 229
Rate Of Turn page..................................................................................... 231
Acceleration/deceleration factors in the yaw axis ................................................231
OFFSHORE LOADING USER INTERFACE ......................... 233
Buoy Select dialog box.........................................................................................233
DP Practice ...........................................................................................................234
DP Practice for Tandem and SPM .............................................................. 235
DP Practice for OLS and SAL ................................................................... 235
Practice Mode R/B dialog box ................................................................... 235
SAL Buoy Settings dialog box .............................................................................236
Setpoint radius ......................................................................................................237
Tandem functions..................................................................................... 237
FSU Position function ..........................................................................................238
Enabling the FSU Position function........................................................... 241
FSU Position function implications .......................................................... 241
Mode changes and operator interaction...................................................... 242
FSU Heading function..........................................................................................243
Enabling the FSU Heading function .......................................................... 243
Mode changes and operator interaction...................................................... 244
STL mean offset ...................................................................................................244
STL goto base/buoy..............................................................................................245
Axis Control dialog box .......................................................................................247
Position Automatic Shutdown function ...............................................................248
THRUSTERS .................................................................. 250
Enabling thrusters.................................................................................................250

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Thruster Enable dialog box........................................................................ 251

Automatic Thruster Start dialog box ....................................................................252
Thruster Allocation dialog box.............................................................................253
Allocation Settings dialog box .............................................................................256
Power optimal allocation......................................................................................257
Power Optimal Allocation dialog box..................................................................258
Thruster Combinator Control Settings dialog box ...............................................259
Clutch Settings dialog box ...................................................................................260
POWER SYSTEM ............................................................ 262
Power monitoring .................................................................................................262
Power load monitoring and blackout prevention .................................................262
SYSTEM STATUS INFORMATION ................................... 265
Remote Diagnostics dialog box............................................................................265
pcAnywhere Waiting... dialog box.......................................................................267
Print Status dialog box .........................................................................................267
Export Log Files dialog box .................................................................................270
About dialog box ..................................................................................................270
SYSTEM STATUS MONITORING ..................................... 273
Introduction ..........................................................................................................273
System architecture ..............................................................................................273
Operator stations....................................................................................... 274
Process stations ........................................................................................ 274
IO system................................................................................................. 275
Monitoring functions................................................................................. 276
Equipment dialog box ..........................................................................................277
PS page .................................................................................................... 278
PS Redundancy page................................................................................. 279
OS/HS page.............................................................................................. 280
Event Printer page .................................................................................... 281
Net Status................................................................................................. 282
Print Image............................................................................................... 283
Station Explorer dialog box..................................................................................284
IO Manager dialog box.........................................................................................286
RBUS IO Image ...................................................................................................289
Overview level ......................................................................................... 289
Detailed level ........................................................................................... 291
IO Terminal Block dialog box..............................................................................293
Shortcut menu .......................................................................................... 296
Signal Conditioning elements .................................................................... 296
IO Point Browser dialog box................................................................................298
Properties — DpPs Serial port .............................................................................301

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SerPort page ............................................................................................. 302

Disable status page ................................................................................... 303
Resetting a disabled serial line .............................................................................304
BUILT-IN TRAINER ....................................................... 307
Trainer functions ..................................................................................................307
Using the trainer ...................................................................................................307
Setting the start position for the next session .......................................................309
Leaving the trainer................................................................................................309
DP ONLINE CONSEQUENCE ANALYSIS .......................... 310
DP online consequence analysis...........................................................................310
Selecting the DP class .......................................................................................... 311
Consequence analysis status messages................................................................. 311
Consequence analysis alarm messages.................................................................312
OFFSHORE LOADING PANES ......................................... 313
Circle around buoy pane.......................................................................................313
Loading pane ........................................................................................................314
SAL loading ............................................................................................. 314
SPM loading............................................................................................. 314
STL loading ............................................................................................. 315
FSU/FPSO loading ................................................................................... 316
Tandem functions pane.........................................................................................316
DISPLAY VIEWS............................................................ 318
Diesel view ...........................................................................................................318
Joystick view ........................................................................................................320
LTW view .............................................................................................................324
Light Taut Wire Plot view control .............................................................. 328
Numeric view .......................................................................................................329
Numeric offload view ...........................................................................................332
Posplot view .........................................................................................................333
Posplot view — riser disconnect limit ........................................................ 338
Power view ...........................................................................................................340
Power Plot view control ............................................................................ 344
Power consumption view .....................................................................................345
Reference system main view ................................................................................346
Refsys view control .................................................................................. 352
Reference system view .........................................................................................355
Sensor view ..........................................................................................................357
STL Monitor view ................................................................................................360
Thruster forces view .............................................................................................363
Thruster main view...............................................................................................366

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Thruster view — tunnel thruster ..........................................................................370

Thruster Sub Plot view controls ................................................................. 371
Thruster view — azimuth thruster .......................................................................373
Thruster Sub Plot view controls ................................................................. 374
Thruster view — propeller/rudder.......................................................................376
Thruster Sub Plot view controls ................................................................. 378
Thruster setpoint feedback view...........................................................................379
Trends view ..........................................................................................................380
Trend Plot view control ............................................................................. 383

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Glossary

Abbreviations
ARP Alternative Rotation Point
BIST Built-In Self Test
BITE Built-In Test Equipment
cPos Kongsberg Compact Dynamic Positioning
CCW Counter Clockwise
CG Centre of Gravity
COG Course Over Ground
CW Clockwise
DGPS Differential GPS
DP Dynamic Positioning
DPC DP Controller
DQI Differential Quality Indicator
EBL Electronic Bearing Line
FLP Floating Loading Platform
FLT Floating Loading Tower
FPSO Floating Production, Storage and Offloading vessel
FSU Floating Storage Unit
GPS Global Positioning System
HDOP Horizontal Dilution Of Precision
HiPAP High Precision Acoustic Positioning
HPR Hydroacoustic Position Reference
ICS Integrated Control System
I/O Input/Output
IMO International Maritime Organisation
KM Kongsberg Maritime
K-Pos Kongsberg Dynamic Positioning system
LTW Light-weight Taut Wire
MOB MOBile transponder
OS Operator Station
OT Operator Terminal
PMS Power Management System
PS Process Station

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RIO Remote Input - Output

rms root mean square
ROT Rate Of Turn
ROV Remotely Operated Vehicle
RPM Revolutions Per Minute
SAL Single Anchor Loading
SPM Single Point Mooring
UPS Uninterruptible Power Supply
UTC Universal Time Coordinated
UTM Universal Transverse Mercator
VRS Vertical Reference Sensor
WGS World Geodetic System
WT Wing Terminal

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General terms
Apparent wind See Relative wind.
Bearing The horizontal direction of one terrestrial point from another,
expressed as the angular distance from a reference direction,
clockwise through 360º.
Blackout A method of preventing a power failure due to overloading of the
prevention supply generators.
Cartesian A coordinate system where the axes are mutually-perpendicular
coordinate straight lines.
system
Command A group of functions that reflect the way the system will operate
group for a specific process area, for example, Propulsion and Propulsion
Simulation.
Controller A group of one or more controller process stations.
group
Course The horizontal direction in which a vessel is steered or is intended
to be steered, expressed as angular distance from north, usually
from 000º at north, clockwise through 360º. Differs from
Heading.
Crab angle The angle between the vessel heading and the track.
Cross-track The distance from the vessel's present position to the closest point
error on the track.
Datum Mathematical description of the shape of the earth (represented by
flattening and semi-major axis as well as the origin and orientation
of the coordinate systems used to map the earth).
Dead reckoning The process of determining the position of a vessel at any instant
by applying to the last well-determined position the run that has
since been made, based on the recent history of speed and heading
measurements.
Destination The immediate geographic point of interest to which a vessel
is navigating. It may be the next waypoint along a route of
waypoints or the final destination of a voyage.
Feedback Signals returned from the process (vessel) and used as input
signals to the Vessel Model.
Gyrocompass A compass having one or more gyroscopes as the directive
element, and which is north-seeking. Its operation depends
on four natural phenomena: gyroscopic inertia, gyroscopic
precession, the earth's rotation and gravity.

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Heading The horizontal direction in which a vessel actually points or

heads at any instant, expressed in angular units from a reference
direction, normally true north, usually from 000º at the reference
direction clockwise through 360º. Differs from Course.
Integrated Integrated Control System from Kongsberg. In an Integrated
Control System Control System the K-Pos DP system communicates with other
Kongsberg systems such as K-Chief (vessel control) and K-Thrust
(thruster control) via a dual ethernet LAN.
International Coordinates the activities of national hydrographic offices;
Hydrographics promotes standards and provides advice to developing countries
Organisation in the fields of hydrographic surveying and production of nautical
charts and publications.
International Formally called IMCO, the IMO is the specialised agency of the
Maritime United Nations responsible for maritime safety and efficiency
Organisation of navigation.
Kalman filter The Kalman filter is a set of mathematical equations that provides
an efficient computational (recursive) solution of the least-squares
method. The filter is very powerful in several aspects; it supports
estimations of past, present and even future states, and it can also
do so, even when the precise nature of the modelled system is
unknown.
Leg The straight line between two waypoints.
Median value A number dividing the higher half of a sample or population from
the lower half, i.e. the middle number.
Navigation leg The leg of a voyage on which the vessel is currently travelling.
Process Station One Central Processing Unit (CPU) plus I/O interfaces, possibly
shared with other CPUs in redundant configurations. A physical
PS may be single, part of a dual-redundant-physical PS or part
of a triple-redundant-physical PS. The PS utilises RCU or PC
hardware.
Reference origin The reference point of the first position-reference system that is
selected and accepted for use with the system. The origin in the
internal coordinate system.
Relative bearing The bearing of an object relative to the vessel's heading.
Relative wind The speed and relative direction from which the wind appears to
blow with reference to the moving vessel.
Route A planned course of travel, usually composed of more than one
navigation leg.
SENC A database resulting from transformation of the ENC by ECDIS
for appropriate use, updates to the ENC by appropriate means and
other data added by the mariner. It is this database that is actually

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accessed by ECDIS for display generation and other navigational

functions and is equivalent to an up-to-date paper chart. The
SENC may also contain information from other sources.
Setpoint circle The circle around the terminal buoy where the vessel is positioned
during offshore loading operations.
Safety Of Life International convention for the Safety Of Life At Sea (SOLAS)
At Sea developed by IMO.
Standard The square root of the Variance.
Deviation
Surge Vessel movement in the fore-and-aft direction.
Sway Vessel movement in the transverse direction.
Thruster In this document, this is used as a general term for any element of
the vessel's propulsion system, such as an azimuth thruster, tunnel
thruster, main propulsion or rudder.
Transponder In this document, this is the physical reference of a
position-reference system. For example: for an HPR system this
means any deployed transponder; for an Artemis system, the
Fixed Antenna unit/beacon; for a Taut Wire system, the depressor
weight.
True bearing Bearing relative to true north.
Unavailable Describes a status indication or entry field that is shown but
appears dimmed. An unavailable entry field cannot be changed.
Variance A measure of the expected deviation from the mean. The square
root of the variance is the standard deviation.
Vessel Reference A mathematical model of the vessel which makes it possible to
Model simulate vessel movements and behaviour in the horizontal plane
(surge, sway and yaw).
Yaw Vessel rotation about the vertical axis (change of heading).

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K-Pos DP system theory

This section contains the following topics:

Dynamic Positioning System...........................................................................................19
The K-Pos DP system ......................................................................................................19
Basic forces and motions .................................................................................................20
K-Pos DP system principles ............................................................................................21

Dynamic Positioning System

The International Maritime Organization (IMO) has defined DP vessel and DP system
as described below:
Dynamically positioned vessel (DP vessel) means a unit or a vessel which automatically
maintains its position (fixed location or predetermined track) exclusively by means of
thruster force.
Dynamic positioning system (DP system) means the complete installation necessary for
dynamically positioning a vessel comprising the following subsystems: Power system,
Thruster system and DP control system.

The K-Pos DP system

Kongsberg K-Pos DP system is a computerised system for automatic position and
heading control of a vessel and .
To control the vessel's heading, the K-Pos DP system uses data from one or more
gyrocompasses, while at least one position-reference system (for example, DGPS or
hydroacoustics) enables the K-Pos DP system to position the vessel.
Setpoints for heading and position are specified by the operator and are then processed
by the K-Pos DP system to provide thrust control signals to the vessel's thruster and main
propeller systems. The K-Pos DP system always allocates optimum thrust to whichever
propulsion units are in use.
Deviations from the desired heading or position are automatically detected and
appropriate adjustments are made by the system.

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The K-Pos DP system also provides a manual joystick control which may be used for
manual control alone or for combined manual/auto control.
Without a position-reference system, the K-Pos DP system can provide automatic
stabilization and control of the vessel heading using the gyrocompass as the heading
reference.
The DP system includes control strategies that will reduce fuel consumption and
greenhouse gases.

Basic forces and motions

A seagoing vessel is subjected to forces from wind, waves and current, as well as from
forces and moments generated by the vessel's propulsion system.
The term “forces” in the following sections includes both forces and yawing moments,
unless otherwise stated. The vessel's responses to these forces, i.e. its changes in
position, heading and speed, are measured by position-reference systems, gyrocompasses
and vertical reference sensors. Reference system readings are corrected for roll and
pitch using readings from the vertical reference sensors. Wind speed and direction are
measured by the wind sensors.
The system calculates the forces that the thrusters must produce in order to control the
vessel's motion in three degrees of freedom - surge, sway and yaw - in the horizontal
plane.

Figure 1 Forces and motions

The vessel also moves in three vertical degrees of freedom: pitch, roll and heave.

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 K-Pos DP system theory

Figure 2 Pitch, roll and heave

Pitch Roll Heave

(CD3292) (+ = bow up) (+ = starboard down) (+ = down)

The pitch and roll motions are not controlled by the K-Pos DP system. However, in order
to allow the position-reference system to correct for these motions, the system must have
information about them. This information is received from vertical reference sensors.
The K-Pos DP system does not control or require information about the heave motion,
but the motion can be measured and displayed.

K-Pos DP system principles

A simplified block diagram of the K-Pos DP system is shown in system principles Figure
3, and described in the sections that follow.

Figure 3 K-Pos DP system block diagram

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The K-Pos DP system relies on a mathematical vessel model which includes

hydrodynamic characteristics such as current drag coefficients and virtual mass data.
This model, called the Mathematical Vessel Model, describes how the vessel responds to
an applied force, e.g. from wind or thrusters.

The Extended Kalman Filter

The Extended Kalman Filter estimates the vessel's heading, position and velocity in each
of the three degrees of freedom - surge, sway and yaw. It also incorporates algorithms
for estimating the effect of sea current and waves.
The Extended Kalman Filter uses a mathematical model of the vessel. A mathematical
model itself is never a 100% accurate representation of the real vessel. However, by
using the Extended Kalman filtering technique, the model is continuously corrected.
The vessel's heading and position are measured using the gyrocompasses and
position-reference systems, and are used as input data to the K-Pos DP system. These
measurements are compared with the predicted or estimated data produced by the
mathematical model, and the differences are then used to update the model.

Figure 4 Simplified block diagram showing the extended Kalman Filter

The Extended Kalman Filter provides the following advantages:

• Optimum self-adaptive noise filtering of heading and position measurements
according to noise level and measurement-update rate.

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 K-Pos DP system theory

• Optimum combination of data from the different position-reference systems. The

system calculates a variance for each position-reference system in use, and places
different weighting on their measurements according to each system's individual
quality.
• In the absence of position measurements, the model provides a “dead-reckoning”
mode. This means that the system is able to perform positioning for some time
without position measurement updates from any position-reference systems.
In the Extended Kalman Filter, the Mathematical Vessel Model's reliability and the
noise level of the position measurement are the basis for deciding how much to trust
each measurement. As time elapses the model uncertainty will decrease by learning
from measured vessel response.
The process is adaptive. If, for example, only one position-reference system is active
and it has a low update rate, the model uncertainty will increase in the periods between
measurements, and the vessel model will therefore be heavily updated with each
measurement.
Offshore trials have verified that the K-Pos DP system principles give:
• Improved suppression of noise in position measurement with a better station-keeping
performance.
• Reduced power consumption and wear and tear on the thrusters due to the improved
suppression.
• A robust handling of combined high and low update rate position sensors, such as
DGPS and traditional Long Base-Line hydroacoustic positioning.
The Extended Kalman Filter is also used for the heading information based on
measurement from the actual gyrocompass in use.
Additional advantages can be obtained by use of:
• Speed measurements
Speed measurements can be used as an addition to position measurements to improve
the vessel speed control, and to make calibration of position measurements faster
when sailing at high speed.
A combination of speed measurement and a position-reference system will be better
able to handle drop out of position measurements during sailing.
The speed measurement interface can be DGPS or Doppler Log.
• ROT measurements
ROT (Rate Of Turn) measurements from ROT sensors can be used to improve the
heading control of the vessel. This is useful when very accurate heading control is
required during high-speed sailing, or when the vessel has a hull shape that makes it
difficult to control the heading.

The Controller
The controller calculates the resulting force to be exerted by the thrusters/propellers in
order for the vessel to remain on station.

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The K-Pos DP Controller in K-Pos DP Offshore Loading systems work in the so-called
High Precision control controller mode.
High Precision control provides high accuracy station-keeping in any weather condition
at the expense of power consumption and exposure to wear and tear of machinery and
thrusters.

High Precision
• Excursion Feedback
The deviation between the operator-specified position/heading setpoints and the
actual position/heading data, and similar deviations with respect to the vessel's
velocity/heading rate, drive the excursion feedback. The differences are multiplied by
gain factors giving a force demand (restoring demand and damping demand) required
to bring the vessel back to its setpoint values while also slowing down its movements.
• Wind Feed-Forward
In order to counteract the wind forces as quickly as possible, the feed-forward concept
is used. This means that the K-Pos DP system will not allow the vessel to drift away
from the required position, but counteracts the wind-induced forces as soon as they
are detected.
• Current Feedback
The excursion feedback and wind feed-forward are not sufficient to bring the vessel
back to the desired setpoints due to unmeasured external forces (such as waves
and current). The system estimates these forces over time, and calculates the force
demand required to counteract them.

Thruster allocation
The controller of the K-Pos DP system continuously calculates the actual force
requirements in the alongships and athwartships directions (the force demand), and the
required rotational moment (the turning moment demand).
The Thruster Allocation distributes these demands as pitch/rpm/force/load and azimuth
control signals to each thruster/propeller, thus obtaining the force and moment required
for the position and heading control.
If it is not possible to maintain both the turning moment and the force demand due
to insufficient available thrust, priority is normally set to obtain the turning moment
demand (heading).
If a thruster/propeller is out of service or deselected, the “lost” thrust is automatically
redistributed to the remaining thrusters/propellers.
The magnitude of thrust allocated is reduced if the available power is too low to meet
the thrust demand. The allocated thrust will however still be correct with respect to the
direction of thrust. Heading (or position) priority is also kept in such a situation.
Power optimal allocation is the primary barrier for preventing blackouts and requires the
same information as that required for Power Load Monitoring and Blackout Prevention.

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Introduction to dynamic
positioning

This section contains the following topics:

Main DP components.......................................................................................................25
Operational modes ...........................................................................................................32
Special applications .........................................................................................................33
The K-Pos family of DP systems.....................................................................................34
K-Pos DP-11 and DP-12 ..................................................................................................35
K-Pos DP-21 and DP-22..................................................................................................37
K-Pos DP-31 and DP-32..................................................................................................38
Integrated Control System (ICS) .....................................................................................39
Heading reference systems ..............................................................................................39
Vertical reference sensors (VRS) .....................................................................................40
Position-reference systems...............................................................................................40
Operational planning........................................................................................................55
Resetting the DP system prior to operation .....................................................................55
Thruster control command signals...................................................................................56

Main DP components
The K-Pos DP control system with its computers, screens and panels is just a small part
of the vessel's total dynamic positioning system.
Dynamic positioning is dependent on several main systems and functions on board
the vessel.

IMO definitions of the main DP components

Different authorities and classification societies define the main components differently,
but they all include the same components. We will here relate this to the IMO definitions.

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DP vessel
Dynamically positioned vessel (DP vessel) means a unit or a vessel which automatically
maintains its position (fixed location or predetermined track) exclusively by means of
thruster force.

Dynamic positioning system

Dynamic positioning system (DP system) means the complete installation necessary for
dynamically positioning a vessel comprising the following subsystems: Power system,
Thruster system and DP control system.

Position-keeping
Position-keeping means maintaining a desired position within the normal excursions of
the control system and the environmental conditions.

Power system
Power system means all components and systems necessary to supply the DP system
with power. The power system includes prime movers with necessary auxiliary systems,
including piping, generators, switchboards and distributing system (cabling and cable
routing). There are also requirements for uninterruptible power supply (UPS) and power
management system (PMS) for DP Equipment Class 2 and DP Equipment Class 3
systems.

Thruster system
Thruster system means all components and systems necessary to supply the DP system
with thrust force and direction. The thruster system includes thrusters with drive units
and necessary auxiliary systems including piping, main propellers and rudders (if these
are under the control of the DP system), thruster control electronics, manual thruster
controls and associated cabling and cable routing.

DP control system
DP control system means all control components and systems, hardware and software
necessary to dynamically position the vessel. The DP control system consists of
computer and joystick systems, sensor system, display system (operator panels),
position-reference systems and associated cabling and cable routing.

Computer system
Computer system means a system consisting of one or several computers including
software and interfaces.

Redundancy
Redundancy means ability of a component or system to maintain or restore its function
when a single failure has occurred. Redundancy can be achieved, for example, by
installation of multiple components, systems or alternative means of performing a
function.

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Equipment classes
The following is an extract of the IMO MSC/Circ. 645 Guidelines For Vessels With
Dynamic Positioning Systems, regarding Equipment Classes:
“A DP system consists of components and systems acting together to achieve sufficiently
reliable position-keeping capability. The necessary reliability is determined by the
consequence of a loss of position-keeping capability. The larger the consequence, the
more reliable the DP system should be.”
To achieve this philosophy the requirements have been grouped into three Equipment
classes. For each Equipment Class the associated worst-case failure should be defined.
The Equipment Classes are defined by their worst-case failure modes as follows:

Equipment Class 1
Loss of position may occur in the event of a single fault.

Equipment Class 2
Loss of position must not occur in any active component or system in the event of
a single fault.
Normally, static components will not be considered to have failed where adequate
protection from damage is demonstrated.
Single-failure criteria include:
• Any active component or system (generators, thrusters, switchboards,
remote-controlled valves, etc.).
• Any normally static component (cables, pipes, manual valves, etc.) which is not
properly documented with respect to protection and reliability.

Equipment Class 3
Loss of position must not occur in any active component or system in the event of
a single fault.
Single-failure criteria include:
• Items listed above for Class 2, and any normally static component which is assumed
to fail.
• All components in any one watertight compartment, from fire or flooding.
• All components in any one fire sub-division, from fire or flooding
For Equipment Classes 2 and 3, a single inadvertent act should be considered as a single
fault if such an act is reasonably probable.

Equipment classes from various classification societies

The general requirements listed in the previous section form the basis of the detailed
requirements for the technical arrangements.
Different authorities and societies have different names for the various classes.

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Table 1 Classification societies and their Equipment Classes

Classification society Name of Equipment Classes (lowest class first)

IMO Class 1, Class 2 and Class 3
Det Norske Veritas DYNPOS-AUT, DYNPOS-AUTR and DYNPOS-AUTRO
Lloyds Register of Shipping DP(AM), DP(AA) and DP(AAA)
American Bureau of Shipping DPS-1, DPS-2 and DPS-3
Bureau Veritas DYNAPOS AM, DYNAPOS AM R and DYNAPOS AM RS
RINA DYNAPOS AM, DYNAPOS AM R and DYNAPOS AM RS

IMO state that the Equipment Class for a particular operation should be agreed between
the owner of the vessel and the customer based on a risk analysis of the consequence
of a loss of position, or that the class may be set by IMO or the coastal state. Interest
organisations such as the International Marine Contractors Association (IMCA) in the
UK have been working to set standards for the industry based on common practice
and experiences.
The Norwegian Petroleum Directorate (NPD) and NORSOK (competitive standings for
the Norwegian shelf) have indicated in their guidelines which classes shall be used
for different operations.
The following general principles apply:
• Class 3 for all operations in contact with hydrocarbons
• Class 3 for diving where the diver is inside a structure
• Class 2 for diving in open water where the diver has a free route back to the bell
• Class 2 generally for all construction operations inside 500 metres of a platform
• Class 1 for operations outside the 500 meter zone
For more information about redundancy requirements, refer to the document NORSOK
Standard, Marine Operations J-003, Rev. 2 (August 1997).

Consequence Analysis
For Equipment Classes 2 and 3, the DP control system shall include a software function,
normally known as Consequence Analysis, which continuously verifies that the vessel
will remain in position if the worst-case failure occurs. Based on the single failure
definition for the class, the worst-case failure shall be determined for the vessel and used
as the criterion for the Consequence Analysis. The analysis shall verify that the thrusters
remaining in operation after the worst-case failure, can generate the same resultant
thruster force and moment as required before the failure. The Consequence Analysis
should provide an alarm if the occurrence of a worst-case failure would lead to loss of
position due to insufficient thrust in the prevailing environmental conditions.

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DP operator - a DP system component

A DP system consists of several systems and components acting together to achieve
the dynamic positioning. If any of these systems or components fail, it may lead to a
situation where the vessel drifts out of position.
Some failures will need immediate operator action to avoid incidents developing into
accidents. One such failure is a thruster error. It happens from time to time that a thruster
fails, and maybe starts to run unintentionally with 100% force in a fixed direction.
The only action that can prevent the vessel from being driven out of position is that the
thruster is stopped by the operator. This is normally done by using an emergency stop
button for the specific thruster. If the DP system is unattended, a failure like this can
easily develop into an accident.
Watch-keeping practice varies between vessels. For most operations the DP system must
be monitored by an operator at all times.
It is normal practice to have two watch-keepers on the bridge for Class 2 and 3
operations, where one of them attend the DP system while the other perform all other
bridge functions. They will normally swap jobs several times during the watch to
maintain the required level of concentration on the DP.

Training of DP operators
To ensure optimal safety in an operation it is important that all involved personnel
are well trained on the equipment in use, familiar with the vessel and have a full
understanding of the operation.
Training is generally considered to be one of the most powerful tools in ensuring the
competency of DP Operators to deal with routine and extraordinary situations and is
directly linked with the human factor element.
Guide-lines in this matter, the document Training and Experience of Key DP Personnel,
issued by the International Marine Contractors Association (IMCA) are referred by
IMO as an industry standard. The Nautical Institute “training scheme” or flow chart for
DP operators, is built into these guide-lines. This training scheme is leading up to the
Dynamic Positioning Operator's Certificate, issued by the Nautical Institute in UK.
Generally we can say that the training scheme consists of 5 phases:
1 A DP Basic/ Introduction course
2 A minimum of 30 days' seagoing DP familiarisation
3 A DP Advanced/Simulator course
4 A minimum of 6 months' watch-keeping experience
5 A statement of suitability by the Master
All of the five phases are recorded in a DP Logbook, held by the trainee. All entries
are to be validated by the Master, and it is his responsibility that the candidate he
recommends for the Dynamic Positioning Operator's Certificate has the required skills
and practical DP experience.

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The Nautical Institute issue two grades of certification: The “Full” certificate is issued
for operators with qualifying experience from Equipment Class 2 or 3 systems, while a
“Limited” certificate is issued for those with experience only from Class 1 vessels. A
“Limited” certificate can be upgraded be additional sea time on Class 2 and 3. For
specific details see the flow chart at the end of this section.
The certificate is solely a confirmation that the holder has undergone basic training and
has some DP watch-keeping experience. This is most probably experience from one
vessel in one type of operation using one type of DP system in one specific way. The
certificate must therefore not be regarded as proof of a fully-qualified DP operator who
can be set to operate any DP system on any vessel in any operation.
When changing vessel, or when changing equipment or when a new operation is being
performed, the DP operator needs familiarisation.
Most vessels spend a lot of time off DP. To make it possible to do training on board, in
addition to “real” experience, all K-Pos DP systems are fitted with a built-in Trainer
function. The built-in Trainer provides simple simulations for operator training purposes.
All normal functions and operational modes can be simulated. The operator can also
define environmental conditions. For familiarisation with new equipment the built-in
Trainer can be very useful.
The flow chart in Figure 5 is an overview of courses and watch keeping practice required
to become a DP Operator.

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Figure 5 Dp Operator Certification

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Operational modes
The K-Pos DP system can be used in one or more of the following modes:
• Standby mode on page 206
This is a waiting and reset mode in which the system is in a state of readiness, but in
which no control of the vessel can be made using the system.
• Joystick mode on page 207
In this mode, the vessel movement can be controlled in all three axes using the
joystick.
The Joystick mode also allows automatic control of either one or two of the surge,
sway and yaw axes.
• Auto Position mode on page 212
In the Auto Position mode, the vessel is under full automatic control in all three axes.
The operator can use standard functions to control the vessel's position, heading,
speed and rate of turn.
The operator can set warning and alarm limits for position and/or heading deviation.
The vessel's position and heading is monitored continuously by the system, and a
message is given if the deviation limits are exceeded.
Controller Gain Selection allows the operator to select one of three predefined
controller gain levels (High, Medium or Low) to adjust the vessel response.
• Auto Track (move-up, low and high speed) mode (refer to separat manual)
This mode enables the vessel to automatically follow a predefined track. The system
controls the position, the heading and the speed using all available propulsion forces.
Auto Track mode is normally not available on shuttle tankers.
• Autopilot mode (refer to separat manual)
When available, this mode enables the vessel to steer along a selected course.
• Follow Target mode (refer to separat manual)
When available, this mode enables the vessel to automatically follow a moving
submerged target and keeps the vessel at a constant position relative to the target.
The system is supplied with either a Trainer function or a Simulator function:
• The built-in Trainer function (see Built-in trainer on page 307) provides simple
simulations for operator training purposes, and for analysing the vessel behaviour
during changes in operational conditions.
• The Simulator function (refer to separate Simulator operator manual) provides the
same features as the Trainer function but with more functionality and flexibility in
defining the operational conditions. The simulator can be provided as either a built-in
or a stand-alone function.
In addition to these modes, various tailored modes have also been developed to optimise
vessel operation for a wide range of applications and types of vessels.

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Special applications
In addition to the standard operational modes and functions, the following tailored
functions are available to optimie vessel operation for a wide range of applications
and vessels:
• Offshore loading
• Cable laying
• Pipe laying
• Trenching
• Dredging
• Drilling
Kongsberg Maritime also supplies tailored functions for many other special application
areas.

Offshore Loading
When loading oil offshore, it is possible to reduce the thruster/propeller force required to
retain the vessel's position relative to the offshore loading buoy, by using the stabilising
effect of the environmental forces acting on the vessel's hull. In order to achieve this
reduction, the vessel's bow must always face the environmental forces. The system
therefore includes special weather vaning operation modes which cause the vessel to
always point towards the environmental forces.
Weather vaning causes the vessel to act like a weather vane. The vessel is allowed to
rotate with the wind, current and waves around a fixed point called the terminal point.
Neither the heading nor the position of the vessel is fixed. The heading of the vessel is
controlled to point towards the terminal point, while the position is controlled to follow a
circle, called the setpoint circle, around the terminal point. This kind of weather vaning
requires a minimum sideways holding force, and the available thruster capacity on the
vessel is used for maintaining the correct distance and heading towards the terminal point.
The vessel's position is not controlled in the athwartships direction. The vessel's motions
are only damped. The terminal point, the setpoint circle and the maximum and minimum
distances that the vessel may move from the terminal point are defined by the operator.
The distance from the terminal point is monitored and an alarm is given if one of these
limits is exceeded.
For further information about the principles of offshore loading, see Offshore loading on
page 58.

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The K-Pos family of DP systems

The range of K-Pos DP systems provides functions which fulfil the requirement for
International Maritime Organisation (IMO) and all major classification societies, in
combination with an independent joystick control system. The K-Pos DP system is
type-approved by Det Norske Veritas (DNV) and American Bureau of Shipping (ABS).
The Heading Control System (HCS) (Autopilot) has a mark of conformity (wheelmark)
in accordance with the Marine Equipment Directive (MED) (EU Council Directive
96/98/EC on marine equipment) of the European Union.
The K-Pos concept consists of a number of different types of DP control systems
designed for various applications and types of vessels. All the systems are based on
the same hardware and software platform.
• The stand-alone systems interface with other systems, such as power plant and
thrusters, via conventional signal cables and serial lines.
• The integrated systems communicate with other KONGSBERG systems such as
K-Chief (Marine Automation) and K-Thrust (Thruster Control) via a dual ethernet
LAN.
The design gives the K-Pos concept a high degree of flexibility and extensive possibilities
for upgrading. In addition, the K-Pos concept has a number of options in order to adapt
to various demands and safety requirements.
The K-Pos systems are based on a small number of flexible hardware units which form
the building modules of the different system types. The same modules are also used as
the building blocks for integrated systems.
Basic K-Pos DP systems on page 34 shows the basic systems within the K-Pos DP family.

Table 2 Basic K-Pos DP systems

Systems
DP-11 Stand-alone single DP control system
DP-12 Integrated single DP control system
DP-21 Stand-alone dual-redundant DP control system
DP-22 Integrated dual-redundant DP control system
DP-31 Stand-alone triple-redundant DP control system
DP-32 Integrated triple-redundant DP control system

The flexibility of the K-Pos concept means that systems designed for a particular class
notation can be easily upgraded to fulfil the requirements of a higher class, as shown in
Basic K-Pos DP systems and corresponding IMO Equipment Classes on page 35. The
table shows the basic system types and the corresponding IMO Equipment Class. The
remarks indicate the first stage of the upgrading possibilities. The flexibility of the
K-Pos concept allows a simple upgrade path.

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Table 3 Basic K-Pos DP systems and corresponding IMO Equipment Classes

System IMO Equipment Class Remarks

DP-11/12 Class 1 Can be upgraded to Equipment Class 2
DP-21/22 Class 2 Can be upgraded to Equipment Class 3
DP-31/32 Class 2 Can be upgraded to Equipment Class 3
DP-21/22 with DP-11/12 Class 3 DP-11/12 as backup
DP-31/32 with DP-11/12 Class 3 DP-11/12 as backup

The IMO Equipment Classes are defined in the IMO MSC/Circ.645 Guidelines For
Vessels With Dynamic Positioning Systems.

K-Pos DP-11 and DP-12

The DP-11 and DP-12 are single DP control systems comprising a DP controller unit
(DPC-1) and a dedicated operator station (K-Pos OS). The controller unit and the
operator station communicate via a dual high-speed data network for DP-12 and single
network for DP-11. Both systems satisfy IMO Equipment Class 1 and corresponding
class notations. The DP-11 system (see Figure 6) provides a direct interface to the
thrusters and includes the necessary interfaces to power plant, position-reference systems
and sensors. The DP-12 system is designed for integration with the KONGSBERG
K-Thrust and K-Chief systems. In this configuration, the interfaces to the thruster and
power systems are via a dual data network to other parts of the integrated system.

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Figure 6 DP-11

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 Introduction to dynamic positioning

K-Pos DP-21 and DP-22

The DP-21 and DP-22 are dual-redundant DP control systems comprising a dual
redundant DP controller unit (DPC-2) and two identical operator stations (K-Pos
OS). The controller unit and the operator stations communicate via a dual high-speed
data network. Both systems satisfy the requirements of IMO Equipment Class 2 and
corresponding class notations.
The DP-21 system provides a direct interface to the thrusters and includes the necessary
interfaces to power plant, position-reference systems and sensors (see Figure 7).

Figure 7 DP-21

The DP-22 system is designed for integration with the KONGSBERG K-Thrust and
K-Chief systems. In this configuration, the interface to the propulsion and power systems
is via a dual data network to the other parts of the integrated system.

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K-Pos DP-31 and DP-32

The DP-31 and DP-32 are triple-redundant DP control systems comprising a
triple-redundant DP controller unit (DPC-3) and three identical operator stations (K-Pos
OS). The controller unit and the operator stations communicate via a dual high-speed
data network. Both systems satisfy the requirements of IMO Equipment Class 2 and
corresponding class notations.
The DP-31 system provides a conventional interface to the vessel's propulsion and power
systems, while the DP-32 system is designed for integration with the KONGSBERG
K-Thrust and K-Chief systems.

Figure 8 DP-31

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Integrated Control System (ICS)

Integrating all the functions for monitoring and control of a vessel provides a real benefit
both technically and economically. Functions can be integrated in order to reduce the
overall need for hardware and software functions and to reduce interfacing requirements.
This in turn leads to less demand for special software, cabling and testing. Furthermore,
integrated systems offer a far greater degree of redundancy, and therefore increased
system availability and operational performance.

K-Chief - Marine Automation

K-Chief is a distributed vessel automation and control system covering functions such as:
• Power management
• Machinery monitoring and alarm system
• Auxiliary monitoring and control
• Ballast monitoring and control
• Cargo monitoring and control
• Vessel-wide mode control

K-Thrust - Thruster Control

The thruster control system monitors and controls the vessel’s propulsion and thruster
system. The system includes the following functions:
• Individual control of propulsion/thruster units
• Joystick control
• Station-keeping
• Monitoring and control of propulsion/thruster prime power units
• Monitoring and control of propulsion/thruster auxiliary units
• Emergency stop of propulsion/thruster units
In an integrated system K-Thrust operator stations may also act as backup for any of the
K-Pos operator stations, thereby increasing the system availability.

Heading reference systems

Good heading reference is crucial for a DP system. The heading reference is not only
used for the heading control of the vessel, but also used to correct the position-reference
system for its offset to the center of the vessel. For systems measuring angles relative to
the hull of the vessel, the heading reference will correct for the orientation of the vessel.
Without heading reference, the DP system will not accept any position-reference systems.
Inaccuracies, fluctuations or drift in the heading reference will affect all position-reference
systems. Firstly, the measurements from the position-reference systems relative to the
sensor head or antenna, are calculated back to the center of the vessel. The heading

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measurement will affect this. Secondly, it will have great impact on short range Artemis
(beacon) and FanBeam because their measured relative bearing is corrected with the
heading to get true bearing. It may also directly affect all systems using vertical angle
measurements such as SSBL HPR/HiPAP and Taut Wires, dependent on the angles.
A commonly used heading-reference system is the gyrocompass. There are normally
two or three gyrocompasses installed for a redundant DP system.

Vertical reference sensors (VRS)

The vertical-reference sensor measures the vessel's pitch and roll angles. These are
used to correct the position measurements for the motion of the antennas and sensor
heads. Without a good VRS, the effect of pitch and roll would look like noise on the
reference systems.

Position-reference systems
The position-reference systems used for dynamic positioning must have good accuracy,
preferably within a few meters. The required positioning accuracy may vary from
operation to operation. For example, a vessel positioning ten metres from an installation
requires much more accurate position measurements than a drill ship operating at 2000
meters water depth, and allowed to move inside a circle of 50 meters without any
consequences for the operation.
The position-reference systems used are either accurate navigation systems, systems used
for surveying or systems specially designed for measuring a vessel's position locally.
The most common types are global satellite navigation systems (GPS/DGPS/DARPS),
hydro acoustic position-reference systems (HPR/HiPAP), microwave surveying system
(Artemis), laser surveying system (FanBeam), taut wire systems (LTW).
Various types of position-reference systems are described in the sections that follow.

Hydro Acoustic Position-Reference systems (HPR)

Hydro Acoustic Position-Reference (HPR) systems use sound (in water) to find the
vessel's position relative to transponders on the seabed. There are three different ways in
which this can be done.
• In SuperShort BaseLine/UltraShort BaseLine (SSBL/USBL) systems the HPR will
measure the distance and direction between a transponder on the seabed and a
transducer on the vessel.
• In Short BaseLine (SBL) systems the HPR measures the distance between a
transponder on the seabed and three or four transducers on the vessel. When the
transducer positions on the vessel are known, the distance differences will give the
position of the vessel relative to the transponder.

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• In Long BaseLine (LBL) systems, the HPR measures the distance between four
transponders (transponder array) on the seabed and one transducer on the vessel.
When this method is used, it is necessary to know the exact position of the
transponders on the seabed. The LBL system will assist in this during the calibration
phase of the LBL array.
There are different types of transducers with different beam shapes and accuracy, and
there are different types of transponders with different beam shapes and functions
varying from standard units to units designed for a specific type of operation.

Sound in water: velocity, noise, reflections and refraction

Figure 9 Underwater acoustics

Various physical laws influence the sound signals travelling through water.
The speed of sound in water is approximately 1500 m/s, but this varies with the density
of the water. The density is dependent on temperature, salinity and pressure. When the
speed increases from the surface to the seabed (higher salinity and/or temperature), the
signal path will be bent up. When the speed decreases from the surface to the seabed
(lower salinity and/or temperature), the signal path will be bent down. The refraction
(ray bending) will increase with increasing angle.

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Figure 10 Velocity of sound in water

This will especially influence the accuracy of the SSBL HPR when the vessel is moving.
If the vessel is still and the acoustic situation in the sea is constant, the refraction will
not affect the positioning. When the vessel moves or the acoustic situation in the sea
changes, the change in the refraction will cause the HPR to show a different motion than
the other reference systems. This mismatch between the reference systems must be
corrected by the operator. If the sound velocity profile can be measured and the data is
fed to the HPR system, this error can be compensated for.
When sound is radiated from a source and propagates in the water, it will be spread in
different directions. The wave front covers a larger and larger area (see Figure 11).
For this reason the sound intensity decreases. The maximum operation distance for a
HPR system depends on the signal to noise ratio. This means that it depends on the
signal strength of the transmitted signal relative to the noise level in the sea at the same
frequency. The signal strength will decrease as the sound spreads out in the water
(propagation) and because of signal loss. At a certain distance, the signal will not be
strong enough to be distinguished from the background noise.

Figure 11 Transmission loss

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The most dominating background noise comes from the thrusters (see Figure 12).

Figure 12 Environmental acoustic noise level

The noise from thrusters changes dependant on the thruster type. On pitch-controlled
thrusters, the noise level is higher when running idle than when running with load. In
addition the impact of the thruster noise is determined by the direction (azimuth) of the
thruster. Running thrusters on low RPM and high pitch normally generates less noise
than a thruster on high RPM and low pitch. In general, thrusters with variable RPM/fixed
pitch generate less noise than thrusters with fixed RPM/variable pitch.

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Deployment and retrieval of transponders

When deploying the transponder, it is important to prevent the air produced by for
example main propellers, thrusters and diving bell from obstructing the path of
communication between the transponder and the transducer. The transponder should
be deployed in a position where the current carries the air from a diving bell or other
air-producing equipment away from the operating area.

Figure 13 Deployment of transponders

The transponders might be deployed with a rope or a wire going to a buoy or the vessel
on the surface, or they might be "thrown" over the side of the vessel if they have an
acoustic release mechanism.

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Figure 14 Transponder

The length of the rope between the transponder base and the weight can be 2-5 m.
The recommended weight of the sinker is approximately 60 kg for 1000 m transponders
and 100 kg for 3000 m transponders.
Another way to deploy the transponder is to mount it on a tripod and lower it to the
seabed with a transponder winch. The winch should preferably be of a constant tension
type which will pay out wire as the vessel moves. If the winch is not of a constant
tension type, there must be procedures to ensure that sufficient extra wire is paid out to
avoid dragging the transponder when the vessel is moving.

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Simultaneous use of transponders

If more than one transponder is being used, it is important to select transponder channels
using different frequencies. Using the same frequencies may cause bad performance
because ringing (reflections) of the sound increases the noise level on the frequency and
thereby lowers the sensitivity of the receiver.
The general advice is not to use more than four transponders simultaneously on one HPR.

More than one HPR system in operation in the same area

If more than one HPR is in operation in the same area, it is important that the use of HPR
channels is coordinated on the different fields.

RADius
RADius is a short-range relative positioning system. It is based on radar principles
and has no moving parts.
RADius consists of an interrogator typically located on a moving vessel, one or several
transponders that are deployed on the target (vessel or installation). All deployed
transponders at the target has unique identities, thus multiple transponders can be utilised
for integrity and high availability. The RADius system measures distance and bearing
between the moving vessel and the transponders.
One transponder is sufficient for DP operations, RADius can however use up to five
transponders simultaneously, giving increased reliability and integrity. A transponder
can serve several interrogators simultaneously providing multi user functionality.
The RADius system’s 90° opening angle of the interrogator combined with several
transponders enables a wide range of operations for example a supply vessel.

Figure 15 Typical operational scenario for a supply vessel operation

Floating Production Storage Unit

Transponder Crane Transponder Transponder

Supply vessel

Interrogator Interrogator

(CD070400)

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Artemis
Artemis is a high-accuracy surveying system measuring range and bearing between two
points. Artemis uses a microwave-based horizontal tracking system. The system consists
of one fix station (FIX) installed on a fixed point and accurately aligned to north, and
one mobile unit (MOB) installed on the vessel. During operation, the two antennas are
locked to each other. The fixed station measures the direction to the mobile antenna and
sends it to the mobile antenna. The mobile station measures the distance.

Figure 16 Artemis position-reference system

Use and Limitations

The Artemis has a theoretical maximum operational distance of 30 km. The measurement
accuracy for distance is 1 meter and for direction 0.02 degrees. This limits the practical
maximum distance for DP application to about 10 km. If the fix station is installed on a
moving unit such as a moored drill rig or similar, the heading variations of the unit limit
the practical distance to a few hundred meters.
The Artemis is low-power system radiating 100 mW 3 cm radar frequency constant
wave. The Artemis may be disturbed by the high-energy pulse-modulated 3 cm radar
systems radiating pulses of 25 to 75 kW in the same frequencies. Therefore, there will
normally be radar silence in the 3 cm band when Artemis is used.

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Artemis is affected by what are known as dip-zones. These are distances where the direct
radiated energy and reflected energy hits the antenna in anti-phase. In some situations,
the reflected and the direct signals cancel each other and the Artemis receives no signals.
These dip-zones occur at fixed intervals dependant on the frequency and the antennas'
heights above the surface.

Figure 17 Dip zones

All Artemis systems basically use the same frequencies. If two vessels need to use
Artemis in the same area, they will disturb each other if they are inside each other's
antenna sectors. In the Artemis Mk4, the operator can select one of four frequency
pairs from the control panel. To generate the intermediate frequency (IF) of 30 MHz
used in the receiver circuits, the Fix and Mobile stations shall always be tuned to a
frequency difference of 30 MHz.

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The Artemis is generally resistant to weather types such as fog, rain and snow. Wet snow,
which fastens to the front of the antenna, will however block the signals. Hot air or hot
gasses, such as exhaust from a funnel or the heat from a flare will affect the system either
by blocking the signals totally or by changing the direction of the signals.
When working at short distances, height difference between the antennas may cause the
systems to leave the vertical sector of the antennas. This problem may be increased by
pitching and rolling of the vessel.
The Artemis may also work in a short-range mode where the FIX station is replaced by a
beacon. This system can only measure the distance, and the direction has to be calculated
from the relative antenna direction corrected for the vessel heading. In the short-range
mode the system accuracy is highly dependent on the accuracy of the gyrocompass. The
range for use with DP will be limited to a few hundred meters.

Global Positioning Systems (GPS and DGPS)

Global Positioning System (GPS)
The NAVSTAR GPS (Navigation Signal Timing and Ranging Global Positioning
System) was developed by the United States' Department of Defense to provide
all-weather, round-the-clock navigation capabilities for the military forces. It has later
become an important navigation and positioning system for civilian users.
Functional description
The GPS system consists of a space segment, a control segment and a user segment.
The space segment consists of 24 operational satellites in six orbital planes (four
satellites in each plane). The satellites operate in circular 20,200 km (10,900 nm) orbits
at an inclination angle of 55 degrees and with a 12-hour period. Additional active spare
satellites gives 26-28 operational satellites at any time.
The control segment consists of:
• five Monitor Stations (Ascension Island, Colorado Springs, Diego Garcia, Hawaii
and Kwajalein)
• three Ground Antennas (Ascension Island, Diego Garcia and Kwajalein)
• one Master Control Station (MCS) (located at Schriever AFB in Colorado)
– Geometry
– Satellite clock accuracy
– Ephemerid errors (errors in satellite orbits/position)
– Signal propagation delays in the troposphere and ionosphere (atmospheric effects)
including scintillation effected by the sun spots activity
– Receiver noise
– Multi path (reflected signals)

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The monitor stations passively track all satellites in view and accumulate ranging data.
This information is processed at the MCS to determine satellite orbits and to update
each satellite's navigation message. Updated information is transmitted to each satellite
via the Ground Antennas.
The user segment consists of antennas, receivers and processors that provide position,
velocity and precise time to the user. Measurements to at least four satellites are
necessary for a 3D position/clock error determination . Measurements to more than four
satellites enables the GPS receiver to do error checks and reject erroneous data.
The satellites transmit on two L-band frequencies: L1 = 1575.42 MHz and L2 = 1227.6
MHz. All satellites transmit on the same frequencies with individual code assignments.
Each satellite transmits data including the satellite location, the exact time the signal was
transmitted, the satellite's unique pseudo-random noise (PRN) code and an almanac,
which gives the approximate data for all active satellites.
The position and the receiver clock error are calculated from the exact position of the
satellites and the time the signals have used to travel from the satellites to the receiver.
Accuracy
There are several factors effecting the accuracy of GPS:
GPS gives the position with an accuracy of 5 m to 25 m. For operations close to other
installations or operations where the vessel has to position accurately, stand-alone GPS
would not be accurate enough.
Geometry
The geometric constellation of the satellites in use will affect the accuracy of the GPS.
The Positional Dilution of Precision (PDOP) value is used to express how favourable
this geometry is. The more widely spread the satellites are, the better the geometry.
Two other DOP figures may be displayed on the GPS system; the HDOP which is
the Horizontal Dilution of Precision and the VDOP which is the Vertical Dilution of
Precision. A low DOP figure is merely an indication that the geometry is favourable. A
high DOP figure should be a warning that the position accuracy may be poor and that the
position not should be trusted.
Multipath (reflected signals)
Multipath refers to a situation where a signal reflected from a surface (the sea, the deck, a
wall or another vessel) is mixed with a signal coming directly from the satellite. This
gives a distance error, which will affect the accuracy of the position calculations. The
choice of antenna and antenna position can reduce the problems of multipath.

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Figure 18 Multipath effects

Signal propagation delays

Signal propagation delays in the troposphere and ionosphere will affect the range
measurements and thus create errors. The ionospheric propagation error is eliminated in
receivers using both the L1 and L2 frequencies. (Different frequencies travel differently
through the atmosphere and the error can thereby be found).

Figure 19 Signal propagation delays

Ionospheric scintillation
Ionospheric scintillation is the rapid fluctuation of the phase and intensity of a radio
signal that has passed through the earth's ionosphere, typically on a satellite-to-ground
propagation channel. (For the radio signals this phenomenon is similar to the twinkling
of the light from a star in the night sky). It is caused by the radiation from the sun, which
varies with the sun spot activity. The affect on GPS is that the signals from satellites
may be lost. Scintillation problems are known around the equator during sunrise and
sunset and in high latitudes during the day. When scintillations are expected, the DP
operator should carefully follow up the behaviour of the GPS and, whenever necessary,
remove it from the DP's position calculations.

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Differential Global Positioning system (DGPS)

To overcome the inaccuracies in ranges deriving from clock inaccuracy, ephemerid errors
and signal-propagation delays, a differential GPS can be used. A DGPS will receive
range corrections from one or more reference stations where the exact antenna position is
known. Since the exact satellite positions are also known (from the GPS almanac), the
exact distances to the satellites are known. The difference between the measured and the
known distances to the satellites represents the errors. This difference is transmitted to
the users and used to correct the measurements. The accuracy for DGPS is dependent of
the distance to the reference stations. The further away from the reference station, the
poorer the accuracy. This is because stations far apart will not use the same satellites,
and the signals received will have travelled different paths and therefore been affected
differently by the atmosphere.

Figure 20 DGPS

Differental Absolute and Relative Positioning System (DARPS)

In some applications it is necessary to be able to position relative to a moving object,
for example when loading crude oil from a Floating Storage Unit (FSU) or a Floating
Production, Storage and Offloading (FPSO) vessel (both referred to as FSU throughout
this manual). The production vessel rotates around a “turret” which is moored to the
seabed. The production vessel will always try to keep its heading towards the weather
to minimise vessel motions and to ensure that any gasses from the production plant
are blown in a safe direction. The offshore loading tanker shall be positioned within a
predefined sector behind the FSU at a certain distance from the loading point (the stern)
of the FSU. It is therefore necessary to know the position of the loading point and the
heading of the FSU. The DARPS provides this information.

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Each DARPS onboard the FSU and the shuttle tanker is fitted with a UHF transceiver
and/or a 870 MHz tranceiver (TDMA). The measured satellite ranges and the gyro
heading is transmitted from the FSU to the tanker. The DARPS on the tanker can then
find the range and bearing between its own antenna and the antenna on the FSU. In the
DP system this is used together with the buoy data to find the position of the loading
point and to define the sector for the tanker.
Note that excessive multipath, GPS signal obstructions or interference will reduce the
performance for both absolute and relative positioning.

Other satellite navigation systems

GLONASS
GLONASS (Global'naya Navigatsionnaya Sputnikovaya Sistema) is the Russian
counterpart to the American GPS. It works in the same manner, with 24 satellites flying a
little lower than the GPS and using slightly different frequencies. In December 2006
there were twelve operational GLONASS satellites. The plan is to upgrade to 24
satellites by 2010. In areas with scintillations problems, a combined GPS/GLONASS
system may be safer. Such receivers are available in the market.

Galileo
The European system Galileo is planned to be set into operation in 2010. It consists of
30 satellites, dual frequencies as standard and 14 ground stations.

Satellite-Based Augmentation Service (SBAS)

Aviation administrations in USA, Europe and Asia are developing the Satellite-Based
Augmentation Service (SBAS). The SBAS improves the accuracy of the basic GPS
signals. This system will allow aircrafts to use GPS as a primary means of navigation for
take off, en-route travel, approach and landing.
An augmentation system consists of a number of ground reference stations monitoring
the satellite data. A master station collects data from the ground stations and produces
a GPS correction message accounting for satellite orbit errors, clock drift and signal
delays caused by the troposphere and ionosphere. The corrected differential message
is then broadcast through geostationary satellites. The information is compatible with
the basic GPS signal structure, which means any GPS receiver enabled for the service
can read the signal.
• Europe's augmentation system is named European Geostationary Navigation Overlay
Service (EGNOS).
• The North American system is named Wide Area Augmentation System (WAAS).
• The Japanese augmentation system is named MTSAT Satellite based Augmentation
System (MSAS).

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Fanbeam
Fanbeam® is a laser position-reference system designed for repetitive, high-accuracy
positioning and tracking of marine vessels, and static and semi-static anchored structures.
The system is primarily used to control or assist automatic docking of a vessel next to a
platform, jetty or other vessel. The system is also widely used to position seismic vessels
gun array floats during seismic surveys.
The basic system consists of a laser-scanning unit mounted on a motorised yoke that can
rotate 360º at up to 50º per second. The Fanbeam® laser can measure to a range of 2000
m to within an accuracy of ±10 cm. It uses a vertical 20º fan of pulsed light produced by
a multiple array of semiconductor laser diodes in combination with special optics.
Pulses reflected from a reflector mounted on a rig or a vessel, are timed and multiplied
by the speed of light to give distance. At the time of the received return, the optical
bearing encoder is read to give the bearing.
An auto tilt mechanism incorporated into the yoke of the Fanbeam® allows the
laser-scanning head to be adjusted by ±15º giving a total beam range of -25º to +25º.
This valuable feature makes it easy to adjust for the large variations in height between a
vessel and a rig or two vessels in different states of ballast.
The Fanbeam uses laser light and is dependent on line-of-sight. Any obstructions
between the Fanbeam and the reflector will cause it not to work. The Fanbeam is affected
by fog, rain and snow. The target type and placing must be carefully selected to avoid
the Fanbeam from jumping to other nearby targets or to be obstructed by any part of the
operation, for example a crane lift.
Fanbeam must be considered a short-range system when used with Dynamic Positioning.
The relative bearing to the target, which is measured with good accuracy by the Fanbeam,
is corrected for the vessel's heading measured by the vessel's own gyro. A gyro accuracy
of ± 0.5° will, at 1000 m distance, have an effect on the position calculation of ± 8.7 m,
which for some operations may not be accurate enough.

The DP system's utilisation of the position measurements

The position measurements from the position-reference systems shall be used to find the
vessel's position, but the measurements may be incorrect.
The position measurements are validated within the DP system before they are used to
calculate the vessel position and to update the vessel model.Various methods of data
validation and filtering are used by different vendors and in different DP generations. It
is important that the DP operator is familiar with how the DP system in use functions.

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Operational planning
Thorough operational planning is crucial for safe and efficient operation, and to reduce
the risk of human errors. The main focus must be on safety, but the planning should also
take into consideration economy and efficiency. All information about the operation
must be obtained.
The plan should cover the approach to the work site, the whole operation and also the
departure. The plan should be a step-by-step procedure for how, where and when to
move, deploy, set up and test equipment.
Hazards and risk should be defined, and the operation should be planned to minimise
these.
Examples of factors to be considered:
• Possible sub-sea, surface or overhead hazards
• Manoeuvrability
• Weather conditions, forecasts and predictions
• Water depth (shallow or deep water operations)
• Equipment class required for the operation and the number of position-reference
system and sensors available and required
• Factors that can cause position-reference systems to become degraded or unavailable
• External forces
• Power of the vessel and thruster configuration
• Extraordinary power consumption, for instance by cranes or winches
• The vessel's capability and ability to react to change in weather-conditions
• Standing orders
• Any restrictions from the field operator or the client, or restrictions on the vessel that
may affect the operation and/or the vessel's capability to stay in position.
When the plan is ready, it is of utmost importance that all involved personnel are well
informed about the operation.

Resetting the DP system prior to operation

It is good work practice to reset DP systems before performing a new operation.

Resetting DP controller process stations

Some types of software errors build up over time and may, at some point, crash the
computer. These include errors such as counters overrunning their maximum value if
not reset.

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The schedule for resetting the system has to be based on experience with that particular
system and it would be good practice to reset prior to the start of any critical or long-term
operation.
The DP controller process stations can be reset in three different ways:
• Use the Reset Controller PS dialog box on the System menu (software restart). See
Resetting controller process stations on page 150.
• Hardware reset:
– Dedicated reset button
– Switch power off and on
We recommend that you use the software restart method.
Reset the controller process stations before you start the approach to the operational area.
The DP controller process stations can be reset in any system mode, but to ensure that
resetting the controller process stations does not affect the safety of the vessel, follow
these simple rules:
1 Ensure that the DP system is in Standby mode.
2 Ensure that no thrusters are enabled for use by the DP system.
3 Reset all controller process stations simultaneously.

Resetting DP Operator Stations

The operator stations are not the most critical part of the system. If one stops, you can
still use the other to control your DP. Even if all OSs should stop, the DP controller
process station(s) will continue operating, and you have time to restart the OSs, although
you have no active control of the system.
• Reset the operator station whenever it is not performing correctly.
• Reset the operator stations one by one.
• Reset the operator station by selecting System→Stop/Restart→Restart.
This will not affect the positioning of the vessel or any settings in the DP controller
process stations.

Thruster control command signals

In K-Pos systems, the command signals to the thrusters are generated in the controller PS.
In a dual-redundant K-Pos system, the controller PSs are called A and B, respectively. In
a triple-redundant K-Pos system, the controller PSs are called A, B and C, respectively
For further information about the dual- and triple-redundant K-Pos systems, see
Redundant systems on page 151.

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Prior to operation, check that change of master can be performed. For dual-redundant
systems this include selection of online computer (i.e. which computer that controls
the thrusters). (All other data and signals are checked and compared between the two
controller PS, and a difference here will result in an AB difference message being given.)

General procedure for checking stand-alone dual-redundant

DP systems
1 Set up the vessel on Auto Position with both computers and all thrusters running.
2 Check that the DP system is performing correctly.
3 Set controller PS A as master (online).
4 Check that the DP system is performing correctly.
5 Test auto-switch from controller PS A to controller PS B:
a Stop controller PS A.
b Check that controller PS B is master (online).
6 Test controller PS B:
a Check that the DP system is performing correctly.
b Check that the feedback is equal to the setpoint for all thrusters.
7 Restart controller PS A, and wait until it is up and running.
8 Test auto-switch from controller PS B to controller PS A:
a Stop controller PS B.
b Check that controller PS A is master (online).
9 Test controller PS A:
a Check that the DP system is performing correctly.
b Check that the feedback is equal to the setpoint for all thrusters.
10 Restart controller PS B.
• The test finishes and the system is fully operational when controller PS B is up
and running.

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Offshore loading

This section contains the following topics:

K-Pos DP Offshore Loading application .........................................................................58
Weather vaning ................................................................................................................59
Tandem loading (FSU/FPSO) ..........................................................................................60
Single anchor loading (SAL) ...........................................................................................60
Single point mooring (SPM)............................................................................................61
Submerged turret loading (STL) ......................................................................................62
Operational modes ...........................................................................................................62
Additional functions ........................................................................................................64

K-Pos DP Offshore Loading application

The K-Pos DP Offshore Loading application provides dynamic positioning functions for
use during offshore loading operations.
Offshore Loading is a fully-integrated application of the K-Pos DP system.
Different procedures are used depending on the loading method. Procedures for the
following offshore loading methods are described in this operator manual:
• Bow-loading methods:
– Tandem loading (FSU/FPSO)
– Loading buoy without mooring (OLS)
– Single anchor loading (SAL)
– Single point mooring (SPM)
• Submerged Turret Loading (STL)
Four distinct operating modes are provided for approaching the offshore loading buoy
and for position-keeping during loading:
• Approach mode — when approaching the buoy
• Weather Vane mode — when loading (bow-loading methods)
• Connect mode — when connecting to, or disconnecting from, an STL buoy
• Loading mode — when loading from an STL buoy

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In all of these modes, the vessel's bow or mating cone (not the Midships position) is
used as the reference point for positioning.
The vessel's rotation center is Midships for all operating modes except Connect and
Loading, where the mating cone is used as rotation center.

Weather vaning
Position and heading control both in the Approach and Weather Vane modes are based on
the “weather vaning” principle.

Figure 21 Weather vaning

The vessel is allowed to rotate with the wind and waves around the offshore loading
buoy. This positioning method reduces the thruster/propeller force required to maintain
the vessel's position relative to the buoy.
• The vessel position is controlled in the surge axis to maintain the required distance
from the bow or mating cone to the buoy without oscillations. The distance to the
buoy is specified as a setpoint circle, centred on the buoy or base position.
• The vessel heading is controlled in the yaw axis to keep the heading steady and
directed towards the buoy.
• The vessel position in the sway axis is allowed to change on the setpoint circle so that
the vessel is driven by the environmental forces to the optimum heading (where the
effect of the environmental forces is at a minimum).
• The vessel motion in the sway and yaw axes is damped to prevent “fishtailing”.

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Tandem loading (FSU/FPSO)

This type of weather vaning is made around the stern of a Floating Storage Unit (FSU)
or a Floating Production, Storage and Offloading (FPSO) vessel. The stern of the FSU
acts as the terminal point and the position of the terminal point will therefore vary. The
station-keeping may be performed with or without tension in the mooring hawser. If the
vessel has sufficient thruster capacity, it is generally advisable to have zero tension
in the mooring hawser.
The best performance is obtained if both the vessel's position relative to the FSU and its
geographic position are measured and communicated to the DP system. Alternatively
only relative position-reference systems may be used.
Note
Throughout this operator manual, the term FSU is used to cover both FSU and FPSO to
enhance the readability and to avoid unnecessary repetition.

Figure 22 Loading at a floating storage unit or a floating production and storage object

Single anchor loading (SAL)

This type of weather vaning is made around a fixed terminal point i.e. the anchor
(moored buoy). The vessel is linked to the buoy/anchor by a single mooring hawser.
There is always tension in the mooring system. One or more absolute position-reference
systems are needed.

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Figure 23 Single anchor loading

Single point mooring (SPM)

This type of weather vaning is made around the boom-tip of a mooring buoy. The
boom-tip acts as the terminal point and the position of the terminal point will vary since
the boom can move. The station-keeping may be performed with or without tension in
the mooring hawser. If the vessel has sufficient thruster capacity, it is generally advisable
to have zero tension in the mooring hawser.
One or more buoy-relative position-reference systems are needed.

Figure 24 Single point mooring

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Submerged turret loading (STL)

Approach and loading from an STL buoy is performed in three phases:
• Approaching the buoy (Approach mode)
• Connecting (and disconnecting) the buoy (Connect mode)
• Loading while connected to the buoy (Loading mode)
One or more absolute position-reference systems are needed. An HPR system may be
used to provide the position of the vessel relative to the base position. The additional
HPR transponder located on the turret (STL buoy) allows the system to monitor the
position and depth of the turret while it is not connected.

Figure 25 Loading at a submerged turret

Operational modes
For detailed operating procedures, refer to the Offshore Loading Procedures for each
individual buoy.
The operating modes available in the K-Pos DP Offshore Loading application are
summarized below.

Approach mode
The Approach mode is used when approaching an offshore loading buoy from a distance.
In this mode, the weather vaning principle is used to control the vessel's heading and
position. The approach is performed in steps by adjusting the setpoint radius.

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Weather Vane mode

For bow-loading operations, it is recommended that the chain stopper is closed and/or
the hose is connected to the vessel before Weather Vane mode is selected.
In this mode, the weather vaning principle is used to control the vessel's heading and
position.
In the Weather Vane mode (and in the Approach mode when the hose is connected), the
preconfigured position warning and alarm limits are activated.
The following additional functions are available in Weather Vane mode:
• Hawser tension compensation
• Fore/aft position alarm limits (weather vane limits)

Connect mode
For STL operations, the Connect mode is used when connecting and disconnecting the
STL buoy to/from the vessel's mating cone. This mode can be selected when the vessel
is close to the base position.
While the STL buoy is being hauled in or lowered, and when the buoy is connected, the
mooring forces from the buoy are taken into account in the Vessel Model. The horizontal
tension in the STL buoy as a function of the offset from the base position and the depth,
is provided as part of the preconfigured buoy information.
Full automatic position and heading control to maintain the present position and heading,
are selected when entering the Connect mode. You can change the heading and position
setpoints using the standard procedures available in Auto Position mode. In addition,
you can set the position setpoint to the base position or the buoy position using the
Goto Base or Goto Buoy functions.
When the STL buoy is connected, the Loading mode must be selected.

Loading mode
For STL operations, the Loading mode is used during the loading operation and must be
selected when the STL buoy is connected to the vessel.
The mooring forces from the STL buoy are taken into account as in the Connect mode.
Position and heading control is the same as in the Connect mode except that you can
select either full position control, only damping control, or no control (only monitoring)
in each of the surge, sway and yaw axes.
In the Loading mode, the preconfigured position warning and alarm limits are activated.
The following additional functions are available in Loading mode:
• Fore/aft position alarm limits (weather vane limits)
• STL mean offset

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Additional functions
Additional functions are available depending on the operating mode and the type of
buoy selected. These functions are summarised below with references to sections that
contain further information.

Selecting a buoy
Selecting the buoy to approach for an offshore loading operation is done in Standby
mode. You must choose the buoy by selecting from a list of available buoys. For each
buoy there is a set of preconfigured information, comprising both field data (such as buoy
position and alarm limits) and vessel-specific data. The information provided depends on
the type of loading operation. See Buoy Select dialog box on page 233.

Changing the setpoint radius

In Approach and Weather Vane mode you can adjust the radius of the setpoint circle
within preconfigured maximum and minimum limits. These limits depend on the
selected buoy and the operating mode. See Setpoint radius on page 237.

Compensating for hawser tension

When the vessel is connected to the loading buoy by a hawser, measurements of the
tension forces on the chain stopper are used to allow the system to compensate for the
hawser tension. See Sensors dialog box — Hawser page on page 173.

Setting weather vane limits

In the Weather Vane and Loading modes, you can specify fore and aft position alarm
limits (in addition to the preconfigured position alarm limits for the selected buoy). In
Weather Vane mode, these limits are relative to the setpoint circle. In Loading mode (for
STL buoys), these limits are relative to the base position.
These limits are two parallel lines, perpendicular to the vessel's heading, at a specified
distance on each side of the setpoint circle or the base position. See Weather Vane page
on page 104.

DP position limits
You can use the standard DP position alarm and warning limits in any of the Offshore
Loading modes. See Position page on page 103.

Axis control
In the Loading mode (for STL operations), this function allows you to select automatic
or manual position control, or only vessel motion damping, in the surge, sway and yaw
axes. See Axis Control dialog box on page 247.

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GPS relative settings

When the vessel is equipped with two GPS reference systems with DARPS functionality
for positioning relative to an FSU, you can change the UHF and TDMA link
configuration. See GPS Relative Settings dialog box on page 192.

SAL buoy settings

When performing Single Anchor Loading, you set the position of the hose head relative
to the base position of the buoy. This hose position plus/minus a preset angle defines
a sector within which the vessel must be positioned when connecting. See SAL Buoy
Settings dialog box on page 236.

FSU Position function

In the Approach and Weather Vane modes (for FSU operations), the FSU Position
function allows surge and sway movement of the FSU within defined limits (the
Surge/Sway rectangle). This results in significantly reduced use of the thrusters, and
thereby reduces energy consumption. See FSU Position function on page 238.

FSU Heading function

In the Approach and Weather Vane modes (for FSU operations), you can make use of the
FSU Heading function to perform control of heading changes and minimise the heading
difference between the FSU and the vessel. See FSU Heading function on page 243.

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User interface

This section contains the following topics:

Operator station................................................................................................................66
Operator panel..................................................................................................................67
Display layout ..................................................................................................................72
Display views...................................................................................................................89

Operator station
The K-Pos DP operator station
includes a high-resolution colour flat
screen for monitoring and operation
of the system, and an operator panel
with push buttons, lamps and joystick
controls.
The power switch and adjustment
controls for the screen are placed on
the right hand side of the screen. The
use of the power switch and adjustment
controls is described in the Hardware
Module Description for the screen.
Some systems are delivered with a
secondary screen which includes the
same display layout and information,
but the operator is allowed to select
panes also on the dashboard.

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Operator panel
The operator panel provides:
• Dedicated buttons (most of these have status lamps)
• Keypad
• Trackball
• 3-axis joystick
• Heading wheel and buttons

Push buttons
Several push buttons with status lamps are provided on the operator panel for activation
of main modes, position-reference systems, thrusters and functions. The accompanying
status lamps indicate activation of a particular function, mode or system.
Other frequently-used functions, such as selection of display views and dialog boxes,
may also have dedicated push buttons on the operator panel.
The buttons are grouped according to their main function. For safety reasons, some of
the buttons must be pressed twice within four seconds to invoke action. These buttons
are indicated by a white line along the lower edge.

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Figure 26 Examples of buttons: double press (TAKE button for taking command) and
single press (ACK button for acknowledging messages)

Note that the appearance of push buttons may vary from vessel to vessel.

Modes
The MODES button group contains buttons for selecting the main operational modes.
Status lamps indicate the current mode.
Three additional buttons allow you to select individual axes for automatic control. These
are referred to as the SURGE, SWAY and YAW buttons throughout this manual.
Figure 27 shows the button arrangement for an OS where the operator looks in the
alongships direction whilst looking at the screen.

Figure 27 Surge, sway and yaw buttons on an OS that is orientated in the alongships
direction

Figure 28 shows the button arrangement for an OS where the operator looks in the
athwartships direction whilst looking at the screen.

Figure 28 Sway, surge and yaw buttons on an OS that is orientated in the athwartships
direction

Controls
The CONTROLS button group contains buttons for accessing system functions and
dialog boxes.

Views
The VIEWS button group contains buttons for selecting the view to be displayed in the
main working area of the screen.

Thrusters
The THRUSTERS button group contains buttons for enabling thrusters.

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Sensors
The SENSORS button group contains buttons for enabling position-reference systems
and for initiating dialog boxes related to other system sensors.

Command

Alarms
The ALARMS button group contains indicators and buttons
to display and acknowledge alarms and events. The SILENCE
button, shown to the left, is used to silence the audible signal
without acknowledging the Emergency or Alarm message that
caused it.

For more information about messages and the ALARMS button group, see Message
system on page 117.

Input keypad
The INPUT keypad provides keys that are used to enter values or text into dialog boxes.
This button toggles between numeric and alphanumeric mode.
Numeric mode is the default. Press the button for one second to
toggle. A short beep will confirm the change. The lamp is lit
green when the panel is in alphanumeric mode (letters) and not
lit when in numeric mode (numbers).
When the panel is in numeric mode and any of the numeric keys
are pressed, the corresponding number is entered.
When the panel is in alphanumeric mode and any of the numeric
keys from 2 through 9 is pressed once, the first letter on that key is
entered. Press the key twice to enter the second letter, three times
to enter the third letter and four times to enter the fourth letter.
In alphanumeric mode this button toggles between non-capital
and capital letters. Non-capital letters is the default. Press the
button for one second to toggle.
Pressing this button deletes one character to the left (backspace).

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This is the ENTER key. Pressing this key applies the value or text
you have written to the system (i.e. corresponds with clicking
the OK button on a dialog box).

PAGE UP Same functions as on a standard keyboard.

PAGE DOWN
HOME
ESC

Trackball
The TRACKBALL is used to position the cursor on the screen.
The tree outer buttons are used as the buttons on a computer
mouse:
• The left button is used to click on screen buttons, choose
from menus and select displayed symbols.
• The right button is used to display a shortcut menu.
• The middle button is not used.
The four inner buttons are used as the arrow buttons on a computer keyboard.
Note
Be careful when using the outer buttons so that you don’t press the inner Up button at
the same time.

Joystick
In Joystick mode, the operator controls the positioning
of the vessel using the three-axis joystick (integrated
joystick and rotate controller).
To move the vessel in the surge and sway axes (alongships
and athwartships directions), tilt the joystick. The
direction in which the joystick is tilted determines the
direction of applied thruster force, and the angle of tilt
determines the amount of applied thruster force.
To turn the vessel (the yaw axis), rotate the joystick. The direction in which the joystick is
rotated determines the direction of the rotational moment demand, and the angle through
which the joystick is rotated determines the amount of applied rotational moment.

Heading wheel
The Heading Wheel comprises one heading wheel and seven buttons. Three of these
buttons are located in front. The other four form a circle close to the heading wheel.

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The functions that are available depend on the present mode.

HEADING (DECREASE/ACTIVATE/INCREASE)
To perform a change of heading using the heading wheel, one of these three
associated buttons must be pressed. The heading setpoint can be changed by
turning the heading wheel or by using the DECREASE or INCREASE buttons.
HEADING WHEEL
This is used for setting a new heading.
RATE OF TURN
TURN RADIUS
For adjusting the Rate Of Turn (ROT) or Turn Radius.
DISTANCE TO TURN
For adjusting the Distance To Turn.

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Display layout
The display interface uses standard Microsoft Windows operating features such as
menus and dialog boxes.
The display is divided into a number of predefined areas as shown in the following figure.
In addition to these, dialog boxes are displayed whenever operator interaction is required.

In some deliveries other display sizes are used. The principles for dividing the display
into top bar, dashboard and working areas, as well as the principles of operation are the
same as for the display with aspect ratio 16:9. Example of display layout for ratio 16:9.

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Example of display layout for ratio 16:10. The difference from the standard layout is that
the side bar is not visible. The functions usually available on the side bar are accessible
through the View menu.

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Example of display layout for ratio 4:3. The difference from the standard layout is that
there are only six panes on the right-hand side working area in stead of nine, and that
the side bar is not visible. The functions usually available on the side bar are accessible
through the View menu.

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Top bar
The information on the top bar, presented by controls
and indicators, is grouped in different parts showing the
following:
• product name
• date and time
• operator station and user name
• drop-down menu for detailed system information
• operation mode
• controller PS group
• information about unacknowledged alarms
• menu buttons for accessing dialog boxes

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The system status provides information about the Operator station and the user, in
addition to the product name and current date and time.

When the built-in simulator is in use the text SIMULATING replaces the name of the
user: . The text changes also when the remote diagnostics are
running.
When the Practice mode is selected for the OLS or SAL buoy, the text PRACTICE is
displayed flashing.

Clicking the extension button provides detailed system information such as delivery
name, system software version, etc.

You can close the information box by clicking the collapse button .
The indicator shows current operation mode.
When the Operator station is in command the command group button,
e.g. ‘Main: DP’ is green. Pressing this button activates the Command
Control dialog box. If the thrusters are not ready but the operator
station is in command, the background colour of the button is yellow
.

The alarm area shows the most recent emergency, alarm or warning message that has not
yet been acknowledged.

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The icon shows the priority of the alarm:

• red — highest priority Alarm and Emergency
• yellow — second priority Warning
Clicking the icon acknowledges the alarm and it disappears from the
top bar but can still be seen in the Event list view.
Represents the time and date when the alarm was generated.

Represents the tag name of the OS alarm.

The icon is a short-cut to more information about the alarm. Clicking

the icon activates the online help for system events. (See Message
explanations — online help on page 128.)
The extension button shows the number of unacknowledged alarms.
Clicking the icon expands the list of alarms because only two alarms
are visible on the top bar at any time.

The colour of the extension button is the colour of the unacknowledged

alarm with highest priority, e.g.:

or:

The menu buttons provide command menus allowing access to the respective dialog
boxes. Which menus are available depends on the configuration of the delivered system.

Because some commands are relevant to specific modes, these are not available until the
relevant mode is selected:

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Dashboard layout
The dashboard area shows important performance information to allow immediate
assessment of the situation. On the operator station in command, the content of this area
cannot be altered by the operator, but changes automatically according to the selected
main mode. On the operator station not in command, you can change the panes that are
shown, but as soon as the operator station takes command, the layout of the dashboard
goes back to default.
Several parts of the dashboard area are click-sensitive. At the same time as the cursor
image changes when it is moved over a click-sensitive object, a hotspot cursor text in a
yellow frame (the tooltip) is displayed for a few seconds. This text explains the use of
the click-sensitive object.

Vessel speed pane

The pane gives the vessel’s speed. It also contains
an arrowhead (and a numerical reading) indicating
the vessel’s course.

The vessel's speed is given in the top right-hand corner of the pane.
SOG/STW: The indicator next to the reading for speed tells you whether
speed over ground (SOG) or speed through water (STW) is shown.
The name of the sensor measuring the speed is usually shown. If the
vessel speed is input manually this is indicated by the text Manual on pink
background, or if it is calculated by the system it is indicated by the text
Model on pink background.
This area is click-sensitive. The ordinary cursor changes to a pointing hand
when positioned over this area. Clicking the left trackball button shows
the setpoint values in orange colour.

The blue arrowhead indicates the course over ground together with the
value in degrees.

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Forward/reverse speed: The value of the speed forwards or revers is shown

in the centre of the fixed ship symbol, where it appears beneath the arrow
indicating forwards (green) or reverse (pink).
This area is click-sensitive. The ordinary cursor changes to a pointing hand
when positioned over this area. Clicking the left trackball button opens the
Speed Setpoint dialog box.

Transverse speed: Transverse speeds astern and at the bow are also shown,
green arrow to starboard, pink arrow to port.

Deviation weather vane pane

In Approach mode and Weather vane mode:
The Deviation weather vane shows the difference
between the base distance and the setpoint radius.
Deviation
The difference between the base distance and the
setpoint radius.
Base distance
The estimated distance from the vessel reference
point (for example, bow or mating cone) to the
base position. If you click on this value, the setpoint radius is displayed in another
colour for a few seconds.
Ref. point/Base
The angle between the estimated vessel heading and the direction of the base position
from the reference point of the vessel. Ideally this angle should be zero during weather
vaning operations.
FSU Heading Deviation (if applicable)
The deviation angle between the vessels heading and the FSU heading.

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Position deviation pane

In STL Connect mode and STL Loading mode
with automatic position control in both surge
and sway:
The position deviation is shown both graphically
and numerically.
The position deviation is indicated dynamically
by a blue indicator that represents the deviation
from the position setpoint.

Heading pane

This shows numerical and graphical information relevant for manual and automatic
heading control functions. The information changes automatically according to the
selected main mode.
The title area also indicates the mode in which the heading
is controlled.

Auto control axis and Auto damping axis

These are graphic indications of the axes that are under
automatic control or damping control.
The descriptions of the surge and sway axes apply to a system
with the vessel diagram displayed “bow up” (see Orientation
of the OS and effect on display views on page 89).

The surge axis is under automatic or damping control.

The sway axis is under automatic or damping control.

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The yaw axis is under automatic or damping control.

When automatic heading control is selected, the heading

deviation is displayed.
Heading deviation is indicated by a bidirectional bar that
represents the deviation from the heading setpoint. The colour
of the bar changes in relation to the heading warning and alarm
limits:
• Yellow — Warning limit exceeded
• Red — Alarm limit exceeded

When the system is under joystick heading control in Joystick

mode, the turning force setpoint and the resulting vessel
response are shown by a bar and a numeric value.
The rotation of the joystick is indicated by a dark-grey triangle.
The turning force setpoint is indicated by the orange line and a
light-grey triangle.
The obtained turning moment is indicated by numeric value (in
percent port or starboard). With full thrust selected, the range
is 100% port to 100% starboard whereas with reduced thrust
selected, the range is typically, 50% port to 50% starboard.

The vessel heading (either as estimated by the Vessel Model,

or from the gyrocompass in use) is shown graphically against a
rotating compass rose and as a numeric value.
The heading setpoint is shown graphically on the compass rose
as an orange triangle. The current heading is a blue triangle.
When the system is in Joystick mode (with or without automatic
heading control selected) or Auto Position mode, the displayed
vessel heading is as estimated by the Vessel Model. This is
indicated by the text Model being shown under the numeric
value.
This area is click-sensitive. The ordinary cursor changes to a
pointing hand when positioned over this area. Clicking the left
trackball button shows the setpoint values in orange colour.

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Shows the selected control strategy for station-keeping

operations, and the gain level (applicable for High Precision
and Relaxed modes).
This area is click-sensitive. The ordinary cursor changes to a
pointing hand when positioned over this area. Clicking the left
trackball button opens the Gain dialog box.

The vessel's Rate Of Turn (ROT) is shown numerically in

degrees per minute (as in this example) to port or starboard.
This area is click-sensitive. The ordinary cursor changes to a
pointing hand when positioned over this area. Clicking the left
trackball button shows the setpoint values in orange colour.

Shows the status of the gyro compasses: enabled and in use (in
this example gyro 1), enabled, but not in use (in this example
gyro 2 and 3) and not enabled (in this example gyro 4 and 5).
This area is click-sensitive. The ordinary cursor changes to a
pointing hand when positioned over this area. Clicking the left
trackball button opens the Sensors dialog box.

Loading status pane

This gives information about which buoy is
selected and the status of the selected buoy.
The information will vary depending on what
kind of buoy it is. (The Buoy selected area is
click-sensitive in Standby mode and by clicking
it, the Select buoy dialog box is displayed).
The pane also gives information about which
reference system is used as the origin and the
DP class. (The DP class area is click-sensitive
in Standby mode and by clicking it, the DP class
dialog box is displayed).

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Power consumption pane

There is a separate bar graph displayed for each

connect-switchboard (1, 2, 3, etc.). This means
that the number of displayed bar graphs will
be automatically adjusted to reflect the vessel's
connect-switchboard configuration whenever it
is changed due to bus-tie breakers being opened
and closed.

The height of each bar graph is scaled

to represent the generator capacity of the
corresponding connect-switchboard. In the
example, connect-switchboard 1 has a larger
generator capacity than connect-switchboard 2.

Each bar graph has a blue bar and two predefined power consumption limits (one for
warning and one for alarm) that are shown as dashed horizontal lines. A yellow frame
around the bar graph indicates that the lower (warning) limit (typically 60%) is exceeded.
A red frame around the bar graph indicates that the upper (alarm) limit (typically 80%) is
exceeded.

This area is click-sensitive. The ordinary cursor changes to a pointing hand when
positioned over this area. Clicking the left trackball button displays the Power view in
the right-hand side working area.

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Side bar
The side bar contains buttons for quick access to functions
concerning the display:
• changing the light and colours on the display (palettes)
• selecting special display views and display orientation
• defining and selecting combinations of display views and
panes in the two working areas
A check mark on the palette button shows which
option is selected.
N UP is North UP. All views in the working area
that show the vessel’s heading will be displayed in a
fixed orientation (north-up), while the heading of the
vessel symbol is shown as relative.
H REL is Heading RELative. All views in the
working area that show the vessel’s heading will be
displayed relative to the vessel heading, while the
heading of the vessel symbol is fixed.

Note
The compass rose on the Heading pane will always
work as a compass and is not affected by this button.

Working areas
The working areas show operator-selectable display views.
The area on the left-hand side displays detailed views. The operator can select which
main views will be displayed.
The area on the right-hand side is divided into panes which display different information.
The operator can select what information will be displayed. In addition detailed views
can be displayed replacing the nine panes with one view.
A predefined combination of display views and panes can be stored and selected by
one button click.

Dialog boxes
You can enter data into the system using dialog boxes. These are displayed using panel
buttons, selecting menu commands or by clicking on graphical symbols in the views
or icons on the top bar.
Dialog boxes appear in the working area and you can move them as required.

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To locate information about individual dialog boxes, use the Index at the end of this
manual.
When data has been modified on a dialog box, the message (Changed) is added to the
title bar text.
Data entered on a dialog box is not used by the system until you confirm the input by
clicking the Apply or OK button:
• If you click the OK button, the changes that you have made are applied and the dialog
box is removed from the display. If any data errors are found, no changes are made
and the dialog box remains open.
• If you click the Cancel button, no changes are made and the dialog box is removed
from the display.
• If you click the Apply button, the changes that you have made are applied and the
dialog box remains open.
When you are not allowed to make changes to the data on a dialog box, both the OK
and Apply buttons will be unavailable (dimmed). This can occur, for example, when the
Operator Station is not in command or the system is not in an appropriate mode.

Some dialog boxes have several pages which you access by clicking on the page tab.
For this type of dialog box, both the Apply and OK buttons apply the changes that you
have made on all pages of the dialog box.
Click the Cancel button to close the dialog box without action. If a dialog box can be
accessed by pressing a panel button, pressing this panel button while the dialog box is
displayed closes the dialog box without action.

Entering numeric values

Numeric values can be entered into text boxes in dialog boxes, you can achieve this
in several different ways, depending on the types of numeric input field used and the
functionality available on the Operator Station.
There are two types of input fields used for entering numeric values:

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Text box
This is a rectangular box in which you can type a numeric value. If the box
already contains a numerical value, you can select the value to be used or
delete it and type in a new value.
Spin box
This is a text box equipped with two additional up and down arrows (on the
right-hand side) that can be clicked to increase or decrease the numerical
value by a fixed increment. A numerical value can also be typed directly in
the box.

On an operator panel equipped with a numeric keypad, this keypad represents the easiest
way to enter numeric values.
However, the Enter a New Numeric Value dialog box may be used. This will be displayed
on the screen when enabled, and is especially suited to Operator Stations having:
• No numeric keypad on the operator panel
• Touch sensitive screens

Enabling the Enter a New Numeric Value dialog box

The Enter a New Numeric Value dialog box must be enabled before use.
To enable the Enter a New Numeric Value dialog box:
1 Select Tools→Numeric Entry Dialog.
• The Numeric Entry Keypad Dialog Use dialog box is displayed.

2 Select the Enable Numeric Entry Keypad Dialog check box and click the OK button.
• The Enter a New Numeric Value dialog box is enabled.
To test the Enter a New Numeric Value dialog box:
1 In the Numeric Entry Keypad Dialog Use dialog box, ensure that Enable Numeric
Entry Keypad Dialog is selected.
2 Place the cursor in the Enter a numeric value text box and click the left trackball
button or, if you have a touch-sensitive screen, tap the text box using your index
finger.

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• The Enter a New Numeric Value dialog box is displayed.

3 Enter a new numeric value in the Enter a numeric value: text box using the numeric
keys on the Enter a New Numeric Value dialog box and then click the OK button (on
the Enter a New Numeric Value dialog box).
4 Click the OK button on the Numeric Entry Keypad Dialog Use dialog box.
• The Enter a New Numeric Value dialog box is tested and ready for use.

Enter a New Numeric Value dialog box

In the Numeric Entry Keypad Dialog Use dialog box, select the Enable Numeric Entry
Keypad Dialog check box and click the OK button. Click in the Enter a numeric value
text box.

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Deletes the digit to the left of the cursor.

Deletes the digit to the right of the cursor.

Deletes the entire number.

Moves the cursor to the far left on the text box.

Moves the cursor one digit to the left.

Moves the cursor to the far right on the text box.

Moves the cursor one digit to the right.

Input validation of entered values

When you enter a numerical value, it is validated by the system. The value must be
within the selected display format limits for this data type (for example, a heading value
must be between 0 and 360 degrees). If you enter an illegal value, and then click the OK
or Apply button, an Illegal value dialog box is displayed.

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Click the OK button on this dialog box. The illegal value will remain highlighted in
the text box until it is corrected.
If the dialog box has more than one page, and you enter an illegal value on one of the
pages, the validation will be performed when you click the OK or Apply button, even
though another page is displayed. The dialog box is automatically displayed with the
page containing the illegal value on top.
If more than one validation error occurs, all errors are listed in one message box. In the
dialog box, however, only the first error will be highlighted.

Display views
Display views present the operator with information about the operation.

Orientation of the OS and effect on display views

Several of the display views show information relative to a diagram of the vessel; for
example, thrusters are shown on the Thrusters view in their relative positions on the
vessel diagram. The orientation of the vessel diagram is configured to suit the orientation
of the Operator Station, so that it is easier to interpret what is seen on the screen. There
are four possible orientations which are generally used in the following situations:
• The operator is facing forward in the vessel when looking at the display screen. The
vessel diagram is displayed “bow up” on the display.
• The operator is facing to starboard in the vessel when looking at the display screen.
The vessel diagram is displayed “bow left” on the display.
• The operator is facing aft in the vessel when looking at the display screen. The vessel
diagram is displayed “bow down” on the display.
• The operator is facing to port in the vessel when looking at the display screen. The
vessel diagram is displayed “bow right” on the display.
In this manual, the example display views show the vessel diagram “bow up”. For
other orientations, the displayed information in each view is the same, but it may be
arranged differently.

Tooltip/hotspot cursor and change of cursor image

In many of the display views, the ordinary cursor changes to a pointing hand (the hotspot
cursor) when it is moved over an area defined as click-sensitive. Typical examples
of such click-sensitive areas are:
• Push buttons for zooming in and out.
• Numerical fields showing other related numerical values when clicked.
• Graphical fields showing a specific dialog box when clicked.
• Change of position setpoint.

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• Opening another view related to the specific component you click.

• Opening the control dialog box for a specific plot, etc.
At the same time as the cursor image changes
when it is moved over a click-sensitive object,
a hotspot cursor text in a tooltip is displayed for
a few seconds. This text explains the use of the
click-sensitive object.

Selecting display views and panes

Panes can be displayed only on the right-hand side working area.
To select a pane to be displayed:
1 Place the cursor on the upper left corner of any of the panes.
A drop-down menu with a list of available panes is displayed.

2 Click on a name to select the pane.

Detail views can be displayed on the left-hand side working area.
To select a detail view to be displayed:
1 Press the appropriate button in the VIEWS button group on the operator panel.
or
2 Place the cursor on the upper left corner of the working area.
A drop-down menu with a list of available views is displayed.

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Detail views can also be displayed on the right-hand side working area from a
click-sensitive pane. When the cursor within a pane changes into a pointing finger
and the tooltip 'Detail view' appears, you can click and replace the nine panes with
a corresponding display view. To return to the panes, click the cross icon in the upper
right corner.

View control dialog boxes

Many of the views have control dialog boxes for selecting the displayed information
and controlling features of the view. These dialog boxes are accessed via the shortcut
menu for the view.
To display the control dialog box for a view:
1 Place the cursor anywhere in the view and click the right trackball button.
• The shortcut menu is displayed.
2 Select View Control on this shortcut menu.
• The control dialog box for the view is displayed.
• If the view does not have an associated control dialog box, then View Control
is not available on the shortcut menu.

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Zooming
To zoom a view that is displayed in the working areas, click Zoom In on the shortcut
menu. The view is enlarged by approximately 60%, centered on the cursor position
when the shortcut menu was displayed.
A zoomed view can be panned or zoomed again. Place the cursor in the required area and
click the right trackball button. A variant of the following shortcut menu is displayed:

Clicking Zoom In zooms the view again, centred on the cursor position when this menu
was displayed.
Clicking Zoom Reset returns the view to its original scale.
Clicking Center Here pans the view so that it is centred on the cursor position when
this menu was displayed.
Clicking Center Reset returns the centre of the view to its original position.

Preselect dialog box

You can preselect sets of views to be displayed in the two parts of the working area and
link them to buttons on the side bar. When you then click one of these buttons, the
preselected set of views is displayed. Any settings defined in the respective view using
the view control dialog boxes will be saved and viewed together with the predefined
configuration of views and panes.
The Preselect dialog box allows you to inspect recorded view-selections and record
new view-selections.
To display this dialog box, select Preselected→Settings from the Side bar.

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Note
For systems without a Side bar use the menu View →Preselect and View →Use Preselect.

Inspect recorded view-selections:

You can inspect the set of display views currently linked to a number on the menu
by clicking the associated button. The display view titles are then shown in the
layout on the dialog box.
Record NEW view-selection:
While the Preselect dialog box is displayed, select the required views in the display
areas, and then click the appropriate numbered button on the dialog box. When
you click the Close button, these views are linked to the respective button.
These numbered buttons can also be preconfigured to be either operator
programmable or not. All numbered buttons which are not operator programmable
appear dimmed on the Preselect dialog box. The views displayed when a
corresponding number on the side bar is clicked, are all preconfigured.
You can also give names to the sets of views using the Configure names button on this
dialog box.

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In order to type a name, click the Keyboard button:

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System settings

This section contains the following topics:

Changing user ..................................................................................................................95
Printing the display picture ..............................................................................................96
Printing system report ......................................................................................................97
Adjusting the panel light..................................................................................................97
Presentation Units dialog box ..........................................................................................99
Set System Date/Time dialog box..................................................................................102
Changing display colours...............................................................................................102
Alarm Limits dialog box................................................................................................103
Gain dialog box..............................................................................................................107
Rotation Center dialog box ............................................................................................109

Changing user
There are three types of users defined for the K-Pos DP system:
• Operator
When the K-Pos DP system is started, the user is set to Operator. This is the normal
user of the K-Pos DP system.
• Chief
The “Chief” can operate the system in the same way as the “Operator”, but in addition
can perform the following functions:
– Set the system date and time
– Calibrate the joystick
• System
This user is reserved for installation and service work performed by trained personnel
from Kongsberg Maritime.
The Change User dialog box allows you to change the user.
To display this dialog box, select System→ (Access control) Change User.

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Select the required user in the New user

list box and click the Change user button.
The “Chief” user also requires to enter a
correct Password (supplied by Kongsberg
Maritime).

Printing the display picture

To print a hard copy of the current display picture, press the HARDCOPY button. The
whole screen picture is printed on a general-purpose printer connected to an Operator
Station.
The standard Microsoft Windows Print Setup dialog box is used to define which printer
is to be used.
To display this dialog box, select System→ (Printer settings) Hardcopy printer.

You can use this dialog box to select the printer and to define the printer set-up.

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Printing system report

It is possible to produce a status page where vital data from major hardware units in the
system are listed. Only units that are up and running will be listed.
To display the report, select Tools→System Report.
The system report will appear in an internet browser window.

Figure 29 System Report (example)

Adjusting the panel light

Dimming level
You can set the required light intensity for the indicator (status) lamps on the operator
panel, and for the background lamps in the buttons themselves.

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To change the dimming level:

1 Select View→ (Panel) Light Configuration.
• The Panel Light Configuration dialog box is displayed.

2 From the list boxes, select the required light intensity for the indicator lamps and the
background lamps for the available Palettes. Available light intensities are Bright,
Normal, Dimmed, Very Dimmed and Off.
3 Click the OK button.
The asterisk (*) shows which display palette is currently in use.
You can perform a lamp test by clicking the Lamp Test button.

Lamp test
You can test the panel status lamps, alarm lamps and the audible signal at any time.
To perform the lamp test:
1 Select View →(Panel) Lamp Test, or click the Lamp Test button on the Panel Lamp
Configuration dialog box.
• The Panel Lamp Test dialog box is displayed.

2 Click the Start Lamp Test button.

• The message The Lamp Test has started is displayed (on the dialog box).
• All the panel button status lamps should be lit.
• All the lamps in the ALARMS button group should be lit.
• The audible signal should sound.

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• The text on the Start Lamp Test button changes to End Lamp Test.
3 Press SILENCE to stop the audible signal sounding.
4 Press, in turn, each button that has a status lamp.
• Each status lamp should extinguish when its associated button is pressed.
5 To stop the test, click the End Lamp Test button.
6 Click the Close button to remove the Panel Lamp Test dialog box.

Presentation Units dialog box

You can select which set of units to use for the display and entry of values. If configured
for your system, you can also specify the presentation units other than those available
in the list.
To display the dialog box, select: View→(Presentation) Units.

Note
Only User Definable display presentation sets can be edited.

Whether the Presentation Units dialog box is shown as a compact version or as an

extended version, depends on the version in which it was shown the last time the dialog
box was closed (i.e. it always opens in the same version as it was in when last closed).
The extended version of the Presentation Units dialog box is resizable. To adjust the
height, place the cursor directly on top of the upper (or lower) edge of the dialog box.
The cursor then changes appearance to a two-headed arrow symbol. You can now drag
the edge of the dialog box (downwards or upwards) until it displays the desired number
of presentation unit types in the set.
Similarly you can resize the width of the dialog box. In addition you can adjust the width
of the Type, Display Format and Unit columns by placing the cursor on top of one of the
column delimiters. The cursor then changes appearance to a two-headed arrow symbol.
You can now drag to change the width of the columns.

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Editing Presentation Units

To edit the presentation units:
1 Click the Details button on the Presentation Units dialog box.
• The extended version of the Presentation Units dialog box is displayed.

2 Using the scroll bar to the right, find the presentation unit type you want to edit and
select it. It is possible to sort the unit list alphabetically by clicking the column
heading. Click once for ascending order, twice for descending order and three times
to have the default order (no alphabetical sorting) displayed.
3 Click in the Display Format column for the selected presentation unit type.
• A list box containing all the display formats for this type is displayed.
• The presently selected display format is indicated with white text on blue
background.

4 Select the wanted display format from the options shown in the list box by clicking
it.
• The list box is closed.
5 Repeat steps 2 to 4 if you want to edit the display format for another presentation
unit type.
6 Click the OK button.
• The display formats are applied.

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Vessel and sea current speed

This is applicable for the presentation set of units User Definable 1 and 2.
For vessel and sea current speed there are two display formats for knots, either knots (1
decimal point accuracy) or knots (accurate) (2 decimal points accuracy).
For sea current speed there are also two display formats for meter/second, either
meter/second (1 decimal point accuracy) or meter/second (accurate) (2 decimal points
accuracy).
The rest of the speed units have only one display format.

Wind, waves and sea current direction

This is applicable for the presentation set of units User Definable 1 and 2.
For wind, waves and sea current, it is possible to specify whether the displayed directions
are to be interpreted as “comes from” or “goes to”.
When Goes To is selected, the displayed directions in dialog boxes and views are shown
with “s.” in front of the unit. The “s” means “setting” (goes to).
On display views such as the Posplot view, the arrows indicating wind and current
directions point towards the plot when Comes From is selected, and outwards when
Goes To is selected.

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Resetting the presentation

To reset the presentation settings to the factory (original) settings:
1 Select View →( Presentation) Reset.
• The Reset presentation dialog box is displayed.

2 Click the OK button if you want to reset all the presentation settings to factory
(original) settings, otherwise click the Cancel button.

Set System Date/Time dialog box

Note
Setting the system date and time can only be performed by the “Chief” user. See
Changing user on page 95.

The Set System Date/Time dialog box allows you to change the date and time of the
system clock.
To display this dialog box, select System→(Date/Time) Set Date/Time.

Use this dialog box to set the correct date and time. You can either enter the time and
date values directly into the text boxes or you can use the up/down arrows to select
time and date values.

Changing display colours

Three sets of display colours (palettes) are available for day or night use. The palette
selection from the Operator Station in command can be applied at all Operator Stations
in the system, or the palette selection can be set individually at each Operator Station.

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Changing the display palette on Operator Stations that are

not set to have an independent palette selection
You can change the display palette simultaneously at Operator Stations that are not
set to have an independent palette selection. Perform the following procedure at the
Operator Station in command:
1 Ensure that independent palette selection is not selected at the Operator Station
that is in command:
Select View, if (Palette) Independent palette is selected on this sub menu, click
(Palette) Independent palette to deselect it.
2 Select View→(Palette) Day, Dusk or Night to choose the required palette.
• The palette selection is applied to the Operator Stations that are not set to have an
independent palette selection.

Changing the display palette on a single Operator Station

You can change the display palette at a single Operator Station. Perform the following
procedure at the Operator Station that is to have an independent display palette:
1 Ensure that independent palette selection is selected at the Operator Station.
Select View, if (Palette) Independent palette is not selected on this sub menu, click
(Palette) Independent palette to select it.
2 Select View→(Palette) Day, Dusk or Night to choose the required palette.
• The palette selection is applied to the Operator Station.

Alarm Limits dialog box

Position page
To display the dialog box, select Alarms →Position and Heading.

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To change the limits, either enter new values directly in the text boxes, or use the up and
down arrow buttons to increase or decrease the current values.
To activate the limits, select the Active check box for Position and Heading. You can
activate either the alarm limit only, or both the warning and alarm limits. You cannot
activate only a warning limit. If you click the Active check box for Warning, the
corresponding alarm limit is also activated.
Note
Warning limits can never be set larger than the corresponding Alarm limits.

Position
Warning and alarm limits can be set for position deviation. When the vessel's
actual position differs from the position setpoint by more than the warning limit, a
warning message is displayed. When the vessel's actual position differs from
the position setpoint by more than the alarm limit, an audible signal sounds and
an alarm message is displayed.
When active, the position limits are displayed as black circles — solid for alarm
and dashed for warning, in the Position Deviation pane. When inactive, the position
limits are shown as gray circles.
Heading
Warning and alarm limits can be set for heading deviation. When the vessel's
actual heading differs from the heading setpoint by more than the warning limit,
a warning message is displayed. When the vessel's actual heading differs from
the heading setpoint by more than the alarm limit, an audible signal sounds and
an alarm message is displayed.
When active, the heading limits are shown as black lines — solid for alarm and
dashed for warning, on the Posplot view (see Posplot view on page 333). When
inactive, the heading limits are shown as gray lines.

Weather Vane page

The Weather Vane page of the Alarm Limits dialog box allows you to set Fore and Aft
position alarm limits for the vessel's alongships position.
• In Weather Vane mode, these limits are relative to the setpoint circle.
• In Loading mode (for STL buoys), these limits are relative to the base position.

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Weather Vane Alarms

Enter the required Fore and Aft alarm limits using the numeric keypad or the
up/down arrows to increase/decrease the limits. To activate the limits, select the
Active check box.
On the Posplot view the limits are shown as dotted lines fore and aft of the setpoint
circle. The lines are displayed at right angles to the vessel heading and tangent to
the setpoint circle.

Figure 30 Weather vane fore/aft warning and alarm limits

The following message is displayed if these limits are exceeded:

Position exceeds fore (aft) limit

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Hawser page
To display the dialog box, select Alarms →Offshore loading.... Select the Hawser tab.

In this dialog box page you can set the Upper and Lower Warning and Alarm limits
for hawser tension.
To change the limits, either enter new values directly in the text boxes, or use the up and
down arrows to increase or decrease the values.
To activate the limits, select the Upper and Lower Warning - Active check boxes. You can
activate either the alarm limits only, or both the warning and alarm limits. You cannot
activate only warning limits. If you select the Upper and/or Lower Warning - Active
check boxes, the corresponding Alarm - Active check boxes are also selected.
You can activate or change the limits at any time.
In the Filter time text box, enter the value for the filter time in seconds to be used for
calculating the average pipe tension input. This average pipe tension is then checked
against the Upper and Lower Warning and/or Alarm limits.

Pipe page
To display the dialog box, select Alarms →Tension.

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In this dialog box page you can set the Upper and Lower Warning and Alarm limits for
pipe tension.
To change the limits, either enter new values directly in the text boxes, or use the up and
down arrows to increase or decrease the values.
To activate the limits, select the Upper and Lower Warning - Active check boxes. You can
activate either the alarm limits only, or both the warning and alarm limits. You cannot
activate only warning limits. If you select the Upper and/or Lower Warning - Active
check boxes, the corresponding Alarm - Active check boxes are also selected.
You can activate or change the limits at any time.
In the Filter time text box, enter the value for the filter time in seconds to be used for
calculating the average pipe tension input. This average pipe tension is then checked
against the Upper and Lower Warning and/or Alarm limits.

Gain dialog box

To display the dialog box, select Settings→(Control) Gain.
Alternatively, press the CONTROL SETUP button.

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Gain Level
The option buttons allow you to select from High, Medium and Low gain levels.

Gain Level for High Precision controller mode

There are three predefined controller gain levels available; high, medium and low. The
selected gain level applies to any of the surge, sway and yaw axes when they are under
automatic control.
Different gain factors for each of the three standard gain levels are defined to suit the
characteristics of the vessel. The deviations in position, speed, heading and rotation rate
are multiplied by the selected gain factor to obtain the required force setpoint.
The most suitable gain level depends on the vessel characteristics, the weather conditions
and the required positioning accuracy. Operational experience plays a large part in
determining the optimum gain level, but the following general points should also be
noted:
• High gain provides the quickest vessel response, the most accurate manoeuvering,
and the smallest positioning window.
• Medium gain provides a slower vessel response than high gain.
• Low gain provides the slowest vessel response and the largest positioning window.
For all three predefined controller gain levels, the gain factors are reduced when the
position deviation is close to zero. Under ideal conditions (optimum Vessel Model and
constant environmental forces), there will be little difference between the effect of the
various gain levels since the position deviation will be minimal.
Under less than ideal conditions there can be some variation in the vessel position, and
you should set the gain level to control the speed and extent of the variation according to
the general comments given above.

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Rotation Center dialog box

The Rotation Center dialog box allows you to specify the required rotation centre. Up
to 20 rotation centres can be predefined for the vessel in fixed positions relative to the
midships position on the vessel. The coordinates of the required rotation centre can
also be entered manually. The rotation centre can be located anywhere, even outside
the vessel itself.
A suitable configuration of thrusters must be enabled. For example, if you want the
vessel to rotate about the aft part of the vessel, there must be at least one thruster enabled
forward of the vessel center.
If thrusters are disabled so that the selected rotation centre no longer can be applied, the
rotation centre in use will automatically be changed.
Midships is the default rotation center and is used when the following message is shown:

During Joystick mode you can change the rotation centre between fore, midships and
aft, i.e. the rotation centre is selected and in use. You can also select any of the other
predefined rotation centres, but they will only be selected and become in use when
the position is under automatic control — in Auto mode or mixed Joystick mode with
automatic surge and sway.
During Auto mode or Joystick mode with automatic surge/sway you can change the
rotation centre between all predefined or manually entered rotation centres.
When automatic position control is active, the rotation centre can only be changed when
the position and heading modes are PRESENT.
To display the dialog box, select Settings→(Control) Rotation Center.

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Select Rotation Center

The available rotation centres are displayed in the Select Rotation Center field.
Select a rotation centre by clicking the appropriate option button. When a
predefined rotation centre is selected, its coordinates are displayed in the Ahead
and STBD boxes.
If Other is selected, the drop-down list box, from which you can select among
predefined rotation centres, becomes available, and the dialog box is enlarged
to show a Preview display. The intersection of the horizontal and vertical lines
on the Preview on the Rotation Center dialog box marks the midships position
on the vessel.

When a rotation centre is selected in the drop-down list box, its coordinates are
displayed in the Ahead/Astern and STBD/PORT boxes and in the Preview display.
All coordinates are measured relative to the midships position.
If User Defined is selected in the drop-down list box, the coordinates of the required
rotation centre can be entered directly in the Ahead/Astern and STBD/PORT boxes.
In Use
The In Use boxes show the coordinates of the currently active rotation centre in the
Ahead/Astern and STBD/PORT axes.
Preview
An orange circle on the Preview display shows the position of the currently-active
rotation centre (In Use). A blue circle shows the position of the proposed rotation
centre (Selected). When the selected rotation centre becomes in use (the Apply
button is clicked), the two circles have the same position:

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Joystick

This section contains the following topics:

Joystick Settings dialog box .......................................................................................... 112
Rotation centre for joystick manoeuvring...................................................................... 113
Joystick Calibrate dialog box......................................................................................... 114

Joystick Settings dialog box

The Joystick Settings dialog box allows you to adjust the thrust settings.
To display the dialog box, select Settings→(Modes) Joystick or press the JOYSTICK
SETUP button.

Thrust
These option buttons allow you to select either Full or Reduced thrust.
Full
The maximum force available from all thrusters can be used. This increases the
vessel's response to movement of the joystick compared to the Reduced option.
Reduced
The maximum applied thruster force for axes that are under joystick control is
limited to about 50% of the available force from all thrusters.
The joystick thrust setting can also be changed by pressing the JOY. FULL
THRUST button. The status for the joystick thrust setting will be dynamically
updated on the Joystick Settings dialog box to reflect this change.

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Rotation centre for joystick manoeuvring

When the vessel is in Joystick or Mixed Joystick/Auto mode, it is possible to specify
that the vessel should rotate about the fore or aft part of the vessel instead of Midships
which is the default. This feature can be useful when leaving or approaching another
vessel or a fixed structure such as a quay.
Note
In Joystick mode the vessel will not rotate accurately around the selected rotation center.
This is because position control is not used in Joystick mode.

For example, when manoeuvring alongside a quay which lies

to starboard, you may want to move the stern of the vessel in
towards the quay without the bow moving out, while at the same
time applying a small thrust to starboard. This would be difficult
when using Midships as the rotation centre. By selecting the
fore part of the vessel as the rotation centre, you can easily use
the joystick both to rotate the vessel counter-clockwise about
the bow and to move the vessel to starboard as illustrated here.
Only rotation centres that are intended for use during joystick
manoeuvring can be activated in Joystick mode.
A suitable configuration of thrusters must be enabled. For
example, if you want the vessel to rotate about the aft part of the
vessel, there must be at least one thruster enabled forward of the vessel centre.
In Joystick mode you can specify a rotation centre for use in automatic mode, but the
selection will not be effective until an automatic mode is selected.
If thrusters are disabled so that the selected rotation centre no longer can be applied, the
rotation centre in use will automatically be changed.
In mixed Joystick mode the system will, if possible, use the Fore, Midships or Aft
rotation centre, but the position setpoint will be at the operator-specified rotation centre.
The position controller may then force the vessel to rotate around the operator-specified
rotation centre. We will clarify this with an example.

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Joystick Calibrate dialog box

Note
Calibrating the joystick can only be performed by the “Chief” user (see Changing user
on page 95), and only when the system is in Standby mode.

Calibration of the joystick ensures that a certain deflection of the joystick corresponds to
a specific thrust, depending on Joystick Settings.
It is necessary to calibrate the joystick when:
• New hardware has been installed or parts of the hardware (for example the joystick)
have been changed.
• New software has been installed or software has been reinstalled from a disk.
The Joystick Calibrate dialog box contains a description of how to calibrate the joystick.
To display this dialog box, select Tools→Calibrate joystick.

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Calibrating the joystick

To calibrate the joystick:
1 Ensure that the system is in Standby mode.
2 Select Tools→Calibrate Joystick.
• The Joystick Calibrate dialog box is displayed.
• A figure indicating the joystick axes is displayed on the dialog box.
3 Set the joystick in ZERO position and click the In Zero Position button.
• A red mark appears on the zero position on the figure.
4 Move the joystick for MIN/MAX in the three axes to register joystick swing.
• Black lines appear on the figure to indicate joystick swing in all three axes.
5 To change the joystick deadband, click the Deadband button.
• The Deadband dialog box is displayed.

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6 Enter the required deadband in all three axes by typing values or by clicking the
up/down arrows and then click the OK button.
7 Click the OK button on the Joystick Calibrate dialog box to complete the calibration.
• A dialog box, stating that the new calibration values will be saved, is displayed.
8 Click the OK button.
• The joystick is calibrated.

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Message system

This section contains the following topics:

System diagnostics......................................................................................................... 117
Operational checks......................................................................................................... 117
Message priority............................................................................................................. 118
Presentation of messages ............................................................................................... 119
Alarm states ...................................................................................................................123
Acknowledging messages..............................................................................................124
Alarm lamps...................................................................................................................125
Drive-off detection for Offshore Loading......................................................................126
Messages on the printer .................................................................................................127
Message explanations — online help ............................................................................128
Operator advice messages..............................................................................................129
Offshore loading related messages ................................................................................130

System diagnostics
The following methods are used for fault detection:
• Built-In System Test (BIST) that performs a comprehensive system test at power-on.
• Built-In Test Equipment (BITE) that continually checks for internal system faults
when the system is running.
• Additional self-checking facilities for system components such as I/O units.
• Supervision of the controller computer fan and temperature.
• Comparison of data with preset maximum and minimum limits.
• Consistency checking of input (e.g. input from triangular potentiometer).
• Supervision of the serial lines (e.g. timeout, baud rate, framing error, checksum
and format).
Any faults are reported.

Operational checks
The following checks are continuously carried out during system operation:

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• Detection of possible degraded performance of the K-Pos DP system (e.g. thruster

not ready, insufficient thrust, demand reduced by blackout prevention, heading out of
limits, position out of limits, etc.).
• Logical checking of information (e.g. taut wire; difference between measured and
expected wire length exceeds limit).
• Comparison of data with preset maximum and minimum limits.
• Comparison of received data with expected values calculated by the mathematical
model.
• Comparison of thruster setpoint and feedback signals. Discrepancies exceeding preset
limits are handled as a fault.
• Consistency checking between similar sensors.
In dual- and triple-redundant systems, comparison checks are also done for
the position/heading setpoints and estimates, reference-system origin, used
position-reference systems, target transponders and other sensors.
Detected faults, discrepancies and advice are reported to the operator, enabling the
appropriate operational actions to be taken and, if necessary, initiation of relevant
repair procedures.

Audible and visual indications

All messages are presented as text in dedicated display areas. Audible signals and
flashing panel lights are used according to the message priority. The operator can select a
view showing all current messages in the system at any time. Audible signals may be
silenced without acknowledgement of the message. Unacknowledged messages have a
flashing marker in the display areas.

Message priority
There are four categories of messages, depending on their severity:
• Emergency (audible signal and flashing light)
• Alarms (audible signal and flashing light)
• Warnings (flashing light)
• Information
Emergency, alarm and warning messages must be acknowledged by the operator.
• Emergency messages
Emergency messages are generated in response to critical system faults such as
over-temperature or power supply failure.
All emergency messages must be critically examined to determine their cause and
effect.

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• Alarm messages
Alarm messages are generated when conditions are detected that critically affect the
capability or performance of the system (such as a system fault or a defined alarm
limit exceeded).
All Alarm messages must be critically examined to determine their cause and effect.
• Warning messages
Warning messages inform you of the occurrence of conditions in the system that,
if ignored, could result in unwanted system response or eventual failure (such as
incorrect operator actions, intermittent position-reference data or a defined warning
limit exceeded).
• Information messages
Information messages inform you of conditions that are noteworthy, but that have no
serious effect on the performance of the system.
Emergency and Alarm messages are accompanied by an audible signal which continues
until you acknowledge the message. There are no audible signals associated with
Warning or Information messages.
Emergency, Alarm and Warning messages are accompanied by the relevant lamp flashing
in the ALARMS button group until you acknowledge the message.
If the system tests do not report the same message within a timeout period (usually
20 seconds), the message becomes inactive. Inactive Emergency, Alarm and Warning
messages must be acknowledged before they are removed from the top bar and the
Dynamic Alarm Page. They will remain displayed with the state Normal in the Dynamic
Event and Historic Event Pages.
Explanations can be obtained for any of the messages generated by the controller process
stations, see Message explanations — online help on page 128.

Presentation of messages
System messages are colour coded in the following ways:
• Emergency messages are displayed on red background.
• Alarm messages are displayed on red background.
• Warning messages are displayed on yellow background.
• Information messages are displayed on grey background.
The messages are presented in two different displays: on the top bar and on the Event
List view. The presentation of events is subjected to filtering. Only those events that
match all attributes specified in the filter are included in the presentation. System-defined
filters are provided which cannot be changed by the operator.
• The Alarm presentation on the top bar always shows the most recent Emergency,
Alarm or Warning message that has not yet been acknowledged.

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Figure 31 Alarm presentation on the top bar

• The Event List view contains a list of all the current system messages. By pressing
the ALARM VIEW button, you can display the Event List view.

Figure 32 Example Event List view

(First column)
If you have not yet acknowledged a message, an asterisk (*) is displayed and
the background colour is displayed flashing (see Acknowledging messages on
page 124 for more information).
A vertical bar (|) is displayed in the place of the asterisk for an unacknowledged
message that is in a command group over which the operator station does not
have control.
Time
Time and date when the message was first reported.
Origin
Identifies the originator (source) of the message:
• DP-OS# – Operator station
• DpMain – Controller PS group
• Equipment – Equipment monitoring system
Member
Members of the originator of the message (not relevant when the originator is an
Operator Station or a controller PS group with only one member).
If the message is from a controller PS group with more than one process station, this
column identifies the members of the group. It may contain up to three characters,
depending on the redundancy level. For example, for a triple-redundant system:
ABC The message was reported by all three process stations and is still
active.
C The message was reported only by process station C and is still
active.
-B The message was reported by process stations A and B. The message
from process station A is now inactive.
--- The message was reported by all three process stations and is now
inactive (but is not yet acknowledged).

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Tag
Identifies the source of process events and system events.
Priority
Message priority: Emergency, Alarm, Warning or Info (Information).
State
The state of the Event: High, HighHigh, HighScale, Low, LowLow, LowScale
(here all these are commonly referred to as Active), Normal or Void (see also
Alarm states on page 123).
• High — Indicates that the alarm condition is present.
• Normal — Indicates that the alarm condition is no longer present.
Text
Message text.
Additional information
Up to three blocks of additional data may be included in the message. The meaning
of this additional data varies for each message. See Message explanations —
online help on page 128.
(Event pages)
You can choose among the following Event pages:
Dynamic Alarm Page
The Dynamic Alarm Page shows a list of the most recent messages. The Dynamic
Alarm Page has a limited length; as the list is filled up, the oldest messages are
pushed out while the most recent ones are added to the top of the list. Messages
where the underlying condition is no longer present are displayed with the state
Normal.
Messages can be acknowledged on the Dynamic Alarm Page. Acknowledged
messages where the underlying condition is no longer present are removed from
the Dynamic Alarm Page.
Use the Dynamic Alarm Page to get a survey of the current alarm situation.
Historic Event Page
The Historic Event Page provides a log of all messages that occur. Within the limits
of the event database, you can define the time span to be covered by the Historic
Event Page. While a message can appear only once on the Dynamic Alarm page, it
appears as many times on the historic page as there are changes in its state.
Use the Historic Event Page whenever you need to analyse the evolution of events.
If the list extends beyond the window area of the display, you can use the up/down
arrows in the tool bar.

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Dynamic Event Page

The Dynamic Event Page shows a list of the most recent messages. The Dynamic
Event Page has a limited length; as the list is filled up, the oldest messages are
pushed out while the most recent ones are added to the top of the list. While a
message can appear only once on the Dynamic Alarm page, it appears as many
times on the Dynamic Event Page as there are changes in its state. Acknowledged
messages where the underlying condition is no longer present remain displayed
with the state Void.
Use the Dynamic Event Page to get a survey of the current event situation.
Note
Messages cannot be acknowledged on the Historic Event Page or on the Dynamic
Event Page.

Defining the time span for the Historic Event Page

The Date And Time dialog box allows you to define the time span for the events displayed
on the Historic Event Page.
To display this dialog box, click the button in the tool bar of the Event List view
(Historic Event Page).

Most recent time

The time span is defined relative to a specified date and time. The “most recent
time” is the reference. This group box contains controls for setting the most recent
time.
Now
Clicking this button sets the fields for Most recent time to the present time.
You can specify a date and time by using the calendar, and entering the required
time in the Hour, Min: and Sec: text boxes.

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And time span backwards

The time span is defined in days, hours, minutes and seconds backwards in time.
Type in the required values in the Days:, Hours:, Min: and Sec: text boxes.

Alarm states
Digital alarms are either “Active” (the underlying condition is present) or “Inactive” (the
underlying condition is no longer present).
Inactive digital alarms are presented with the status “Normal” on all three pages of the
Event List view. Inactive, acknowledged digital alarms are presented with the status
“Void” on the Dynamic Event Page and the Historic Event Page. Active digital alarms
are presented with the status High on all three pages of the Event List view.
For alarms on analog terminals, however, the Active state is further refined by means of
alarm limits. Figure 33 shows the relation between the alarm limits and the validity of
alarms states.

Figure 33 Alarm states

High process values

HighScale
HighScale Limit
HighHigh Active
HighHigh Limit
High
Alarm limits

High Limit
Normal/Void Inactive
Low Limit
Low
LowLow Limit
LowLow Active
LowScale Limit
LowScale

Low process values

Explanation of the arrow symbol
The alarm state is valid from and including this limit.

CD3248 The alarm state is valid t o, but not including this limit.

An analog alarm is in the Normal/Void state when the terminal value is within the High
and Low alarm limits. This means that the alarm is Inactive.
The alarm becomes Active when the terminal value exceeds the High/Low limits.
Any change in the alarm state is indicated in the Status cell for that message in the
Event List view.

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Acknowledging messages
You can acknowledge either all visible messages or individual messages selected on the
Event List view (see Figure 32 on page 120).
When a message has been acknowledged, and the message is reported as inactive by
all the controller process stations, it is removed from the message list. If this results in
“gaps” in the list displayed in the Event List view, you can remove these “gaps” by
selecting Refresh on the Event List shortcut menu (see Figure 34), by clicking the refresh
button on the toolbar, or by closing and reopening the Event List view.
You can acknowledge messages in the following ways:
• Press the ACK button.
• Click on the alarm icon on the top bar.
• Click the button in the tool bar of the Event List view.
• Place the cursor in the Event List view, click the right trackball button to display the
following shortcut menu, and then select Ack All.

Figure 34 Event List shortcut menu

To acknowledge all visible current messages in the Event List view:

1 Press the ALARM VIEW panel button.
• The Dynamic Alarm Page of the Event List view is displayed.
2 Click the right trackball button to display the shortcut menu, and then click Select All.
• The font of the message texts changes to bold.
3 Press the ACK button or click Ack on the shortcut menu.
• All visible messages are acknowledged.
To acknowledge a selection of messages:
1 Press the ALARM VIEW button.
• The Event List view is displayed.
2 Select a group of consecutive messages by dragging the cursor over the asterisks
in the left column.
• The font of the message texts changes to bold.
3 Press the ACK button or select Ack on the shortcut menu as described above.
• The messages are acknowledged.

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Silence button
You can press the SILENCE button at any time to silence the audible signal
(without acknowledging the Emergency or Alarm message that caused it).
The audible signal will sound again if another Emergency or Alarm message
is reported.
An audible signal can normally be silenced from any of the Operator Stations in question.
However, system alarms can only be silenced from the originating Operator Station.
For example, when an Operator Station becomes “not communicational” several other
Operator Stations may detect the situation and notify it by means of an audible signal.
The audible signal must be silenced on every OS that notifies the situation.

Alarm lamps
There are three alarm lamps:
• POWER
This lamp is lit green as long as the power supply to the operator panel is OK.
• FAULT
This lamp is lit red when the contact between the operator panel and the Operator
Station computer is lost, else it is off.
Note
This lamp does not indicate failures in the controller process station(s). If the
Operator Station loses contact with the controller process station, a message is
displayed in a message dialog box.

ALARM
This lamp flashes in response to a software-generated Emergency, Alarm or Warning
message from the Operator Station computer; for example, heading or position
deviation beyond limits or sensor error. These messages are generated by the
controller process station and do not indicate failures in the Operator Station. A
flashing lamp indicates unacknowledged messages. A continuously lit lamp indicates
that all messages are acknowledged. The lamp will extinguish three seconds after the
last Emergency, Alarm or Warning status has been removed.

Indications of errors related to the ALARMS button group

Errors that are related to the ALARMS button group (and subsequently the indication of
system events) are indicated in the following ways:

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• If the ALARMS button group stops functioning so that the lamps and audible signal do
not work, a dialog box with the message Operator panel error — No audible and visual
Alarms Indicators is displayed. The dialog box is alternately displayed (for three
seconds) and hidden (for seven seconds). The dialog box will not be shown during the
first minute after the K-Pos DP system has been started.
• If the ALARMS button group loses its power, the lamps in the ALARMS group become
unlit, and a buzzer starts to sound.
• If the ALARMS button group has power, but does not get contact with the OS
computer within four minutes after the K-Pos DP system has been started, a buzzer
will start to sound and the FAULT and ALARM lamps will become lit.
• If the ALARMS button group loses contact with the OS computer, a buzzer will start
to sound and the FAULT and ALARM lamps will become lit.

Drive-off detection for Offshore Loading

A function is implemented to detect vessel position drive-off during loading operations.
Drive-off detection is active in all main modes (except Standby) when a buoy is
selected. Drive-off detection is based on DP estimate and on position-reference system
readings. These alarms are displayed in pop-up windows (dialog boxes). One example
is position-dropout as displayed in Drive Off Detection: Position Dropout dialog box
on page 126.

Figure 35 Drive Off Detection: Position Dropout dialog box

If the vessel speed towards the buoy exceeds a predefined limit, the following alarm
message is issued:
High speed from: <position-reference system(s)>
If the force from the main propellers exceeds a predefined limit, the following alarm
message is issued:
High surge force
In the event of main propeller failure, the following alarm message is issued:
Setpoint/feedback error
This function is active in any main mode when operating within a preset radius (usually
200 m) from the buoy/FSU.

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Messages on the printer

When an Emergency, Alarm or Warning message is first reported by the system, becomes
inactive or is acknowledged, it is printed out on the event printer connected to the
Operator Station. The print-out frequency depends on the installed printer solution (for
example: immediately, one message at a time, when a batch of messages fills out a
whole page, or on request).
The format of the printed messages is the same as for the Event List view (see
Presentation of messages on page 119), except that each message is preceded by a
sequence number. Each new message is given a new sequence number. Whenever a
message changes state, it is printed again with the same sequence number.

Event Printer dialog box

When the Event Printer is configured as a page printer, the Emergency, Alarm and
Warning messages are not printed directly but are saved in a buffer. The Event Printer
dialog box allows you to print out all the unprinted events in the buffer.
To display the dialog box, select System→(Printer Settings) Event Printer.

Printer name
The name of the event printer.
Printer type
The type of the event printer.
Unprinted events
The number of unprinted messages in the event printer buffer.
Refresh
Click this button to update the information shown in the dialog box.
Flush
Click this button to print all of the unprinted events on the event printer.
Purge
Click this button to remove some or all of the unprinted events on the event printer.

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Message explanations — online help

Using the Help system, explanations can be obtained for any of the messages generated
by the controller process stations. Explanations of Command, Equipment and Internal
messages are not available.
The Help system can be opened in the following ways:

• When a message is not acknowledged and is shown on the top bar — click the
icon.
• Whenever a message is displayed in the Event List view, point to the message and
click the right trackball button. A shortcut menu is displayed. Click Help on this menu.
The System Messages Help is opened with the relevant message explanation displayed.
• On the System menu, click Messages. The System messages Help is displayed. This
Help system allows you to select the required message from a list of Contents. You
can also Search for the required message by searching for words or phrases that are
contained in the message or the message explanation.
It may occur that the Help selection is not available on the shortcut menu which is
displayed when you right-click the message in the Event List view. In this case the
explanation can still be obtained via the menu →System →Messages and select it from the
Contents list or using the Search facility.
An example of displayed explanation:

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Note
The Corrective actions in the message explanations provides only general advice. You
must evaluate the required action according to the current operational situation.

Operator advice messages

As and when applicable, operator advice messages are superimposed across the centre of
the colour display in a pop-up window.
These messages are displayed if a button is pressed when the operator station is not in
command of the system or an attempt is made to select a function that is not allowed in
the current system mode or with the currently displayed dialog box.
There are three categories of operator advice messages, each indicated by an icon:

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Alarm (Stop)

Warning

Information

A typical example of each type of operator advice message is shown in Figure 36.

Figure 36 Operator advice message examples

Offshore loading related messages

This section describes dedicated messages that may be issued in the K-Pos DP system
during offshore loading operation. To avoid excessive repetition, messages for OLS,
SAL and SPM buoys are presented in one section.
Text in brackets describes the given Additional information.

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Warning and alarm messages for OLS, SAL and SPM buoys
Position alarm messages
The predefined position alarm limits are active in Weather Vane mode (and in Approach
mode when the hose is connected). If these limits are exceeded, alarm messages are
issued:
Message text Message type and description Buoy types
Hose connected Alarm message. Issued in Approach mode with OLS
hose connected.
SAL
Distance to base too Alarm message. Issued if the vessel bow crosses OLS
long<ESD1><Actual the inner position limit circle. If required by the
distance between bow and operational situation, you should initiate Shut SAL
basepoint><Alarm limit> Down Class 1.
Distance to base critically Alarm message. Issued if the vessel bow crosses OLS
long<ESD2><Actual the outer position limit circle. If required by the
distance between bow and operational situation, you should initiate Shut SAL
basepoint><Alarm limit> Down Class 2.
Distance to base too Alarm message. Issued if the vessel bow crosses OLS
short<ESD1><Actual the minimum distance alarm limit. If required by
distance between bow and the operational situation, you should initiate Shut SAL
basepoint><Alarm limit> Down Class 1. SPM
Distance to base critically Alarm message. Issued if the reference point of OLS
short<ESD2><Actual the vessel (normally the bow) crosses the inner red
distance between bow and minimum distance alarm limit circle. If required SAL
basepoint><Alarm limit> by the operational situation, you should initiate SPM
Shut Down Class 2.
Bow beyond base Alarm message. Issued if the reference point of OLS
the vessel moves beyond the buoy position.

Fore and aft position alarm messages

In addition to the predefined alarm limits for the vessel position relative to the buoy,
you can define Fore and Aft position alarm limits for the vessel position relative to the
setpoint circle. See Weather Vane page on page 104.

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Figure 37 Weather vane fore/aft position alarm limits

Message text Message type and description Buoy types

Position exceeds fore (aft) limit Alarm message. The fore or aft alarm limits for OLS
the vessel position relative to the setpoint circle
is exceeded. SAL
SPM

Hawser tension alarm messages

The predefined hawser tension alarm limits become active in the Weather Vane mode.
They are as follows:
Message text Message type and description Buoy types
Hawser tension diff measurement Alarm message. Issued if there is a deviation SAL
estimate<Measured between measured and estimated hawser tension.
tension><Estimated
tension><Limit tension>
Hawser tension not enabled Alarm message. Issued if hawser tension has not SAL
yet been enabled by operator when in Weather
Vane mode. SPM

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Message text Message type and description Buoy types

Hawser tension Warning message. Issued if the hawser tension SAL
high<Measured tension><Limit exceeds the predefined warning limit.
tension><Range> SPM

Hawser tension critically Alarm message. Issued if the hawser tension SAL
high<Measured tension><Limit exceeds the predefined alarm limit.
tension><Range> SPM

Other messages
The following information and alarm messages may be issued:
Message text Message type and description Buoy types
New system mode Information message. Issued to make you aware Active in all
that the system has changed to a new DP mode. modes.
Hose connected Alarm message. Issued in Approach mode with Approach
hose connected. mode.

Warning and alarm messages for FSU buoys

Position warning and alarm messages
If the predefined position warning and alarm limits are exceeded, warning or alarm
messages are issued. For DP modes where alarms are active, refer to the description of
each alarm. The alarm options are as follows:
Message text Message type and description Buoy types
Distance to base too Alarm message. Issued if the vessel bow is fore of All modes
short<ESD1><Actual the inner yellow position alarm limit circle (tested except Standby
distance><Limit distance> against Stern Distance so that graphics on the mode.
Posplot view may deviate from alarm).
Distance to base critically Alarm message. Issued if the vessel bow is fore All modes
short <ESD2><Actual of the inner red position alarm limit circle (tested except Standby
distance><Limit distance> against Stern Distance so that graphics on the mode.
Posplot view may deviate from alarm).
Distance to base too Alarm message. Issued if the bow is aft of the Weather
long<ESD1><Actual outer yellow position alarm limit circle (tested Vanemode.
distance between bow and against Stern Distance so that graphics on the
basepoint><Alarm limit> Posplot view may deviate from alarm).
Distance to base critically Alarm message. Issued if the bow is aft of the Weather Vane
long<ESD2><Actual outer red position alarm limit circle (tested against mode.
distance between bow and Stern Distance so that graphics on the Posplot
basepoint><Alarm limit> view may deviate from alarm).

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Hawser angle or tension alarm messages

Message text Message type and description Buoy types
FSU hawser limits too Alarm message. Hawser angle limit for All modes
high<ESD1><Actual hawser FSU/FPSO has been reached. The bow of the except Standby
angle><Angle limit> vessel crosses the yellow sector. mode.
FSU hawser limits critically Hawser angle limit for FSU/FPSO has been All modes
high<ESD2><Actual hawser reached. The bow of the vessel crosses the red except Standby
angle><Angle limit> sector. mode.
Hawser tension high<Actual Warning message. Issued if the hawser tension Active in all
tension><Tension exceeds the predefined warning limit. modes except
limit><Range> Standby mode
when tension is
enabled.
Hawser tension critically Alarm message. Issued if the hawser tension Active in all
high<Actual limit><Tension exceeds the predefined alarm limit. modes except
limit><Range> Standby mode
when tension is
enabled.
Hawser tension not enabled Alarm message. Issued if entering Weather Vane Weather Vane
mode without first having enabled hawser tension mode.
measurements.

Fore and aft position alarm messages

In addition to the predefined warning and alarm limits for the vessel position relative
to the terminal point of the FSU, you can define fore and aft alarm limits for the vessel
position relative to the setpoint circle. See Weather Vane page on page 104.
When these limits are active, they are displayed on the Posplot view as dotted lines
fore and aft of the setpoint circle.

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Figure 38 Weather vane fore/aft position alarm limits

Message text Message type and description Buoy types

FSU hawser limits too Alarm message. Hawser angle limit for All modes
high<ESD1><Actual hawser FSU/FPSO has been reached. The bow of the except Standby
angle><Angle limit> vessel crosses the yellow sector. mode.
FSU hawser limits critically Hawser angle limit for FSU/FPSO has been All modes
high<ESD2><Actual hawser reached. The bow of the vessel crosses the red except Standby
angle><Angle limit> sector. mode.
Hawser tension high<Actual Warning message. Issued if the hawser tension Active in all
tension><Tension exceeds the predefined warning limit. modes except
limit><Range> Standby mode
when tension is
enabled.
Hawser tension critically Alarm message. Issued if the hawser tension Active in all
high<Actual limit><Tension exceeds the predefined alarm limit. modes except
limit><Range> Standby mode
when tension is
enabled.
Hawser tension not enabled Alarm message. Issued if entering Weather Vane Weather Vane
mode without first having enabled hawser tension mode.
measurements.

FSU Position warning and alarm messages

With the FSU Position function active, the following warning and alarm messages may
be issued:

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Message text Message type and description Buoy types

Relative reference system not Alarm message. Issued if relative reference Approach and
active systems are lost or deactivated. The FSU Position Weather Vane
function cannot be used. The function is turned modes.
off 20 seconds after the alarm message is issued.
The system will then revert to standard Approach
or Weather Vane mode. The system is operational
with only absolute position-reference systems. All
position and heading monitoring relative to the
FSU is lost.
Absolute reference system not Alarm message. Issued if absolute reference Approach and
active systems are lost or deactivated. The FSU Position Weather Vane
function cannot be used. The function is turned off modes.
20 seconds after the alarm message is issued. The
system will then revert to standard Approach or
Weather Vane mode, and the lamps for the relative
reference systems will flash during the calibration
period.
Reference system tandem Alarm message. Issued if systematic position fault Approach and
position prediction is detected between relative position-reference Weather Vane
error<Deviation limit> systems with the FSU Position function active. modes.
This fault can cause the setpoint to jump when a
relative position-reference system is lost. Lamp
will flash to indicate rejected system.
Tandem surge setpoint Warning message. Issued when the Surge/Sway Approach and
moved<Distance moved> Rectangle is updated in the alongships direction. Weather Vane
The vessel must then move the indicated distance. modes.

FSU Heading warning and alarm messages

The following heading warning and alarm messages may be issued:
Message text Message type and description Buoy types
FSU shuttle heading Warning message. Issued if the measured heading Approach and
difference<Actual heading difference exceeds the operator-set heading Weather Vane
difference><. allowed heading difference between FSU and vessel for the FSU modes.
difference> Heading function. The warning message is issued
independently of whether or not the FSU Heading
function is active.
FSU heading dropout Warning message. Issued when readings of the Approach and
FSU heading (from DARPS) are not available. Weather Vane
The FSU Heading function will, if active, be modes.
deactivated and blocked against further use.
Bow base heading deviation Alarm message. Issued if the deviation between All modes
high<ESD1><Actual unfiltered vessel heading and optimum heading (towards except Standby
bow/base deviation><Alarm base point) exceeds the preset limit, i.e. indicating mode.
limit> that the vessel is not able to maintain the optimal
heading.
FSU gyro difference<Actual Warning message. Issued if the gyro readings All modes
difference in degrees><Limit in received on DARPS-1 and DARPS-2 deviate. except Standby
degrees> Possible fault in one of the gyros onboard FSU. mode.

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Other messages
The following information and alarm messages may be issued:
Message text Message type and description Buoy types
New system mode Information message. Issued to make you aware Active in all
that the system has changed to a new DP mode. modes.
Hose connected Alarm message. Issued in Approach mode with Approach
hose connected. mode.

Warning and alarm messages for STL buoys

The following warning and alarm messages may be issued:

Position alarm messages

Message text Message type and description Buoy types
STL buoy connected Alarm message. This alarm is issued one minute Joystick, Auto
after the K-Pos DP system receives a signal Position,
indicating that the STL buoy is connected. Approach
and Connect
modes.
Distance to base too Alarm message. Issued if the mating cone Connect
long<SPT><Actual crosses the inner Start Propeller Thruster (SPT) and Loading
distance between bow and position limit circle. If required by the operational modes.
basepoint><Alarm limit> situation, start and enable propellers/thrusters and
select automatic position control in the surge,
sway and/or yaw axes.
Distance to base critically Alarm message. Issued if the mating cone crosses Connect
long<SD><Actual the inner red minimum distance alarm circle. If and Loading
distance between bow and required by the operational situation, initiate Shut modes.
basepoint><Alarm limit> Down (SD) Class 2.

Fore and aft position alarm messages

Message text Message type and description Buoy types
Position exceeds fore (aft) Alarm message. Issued when the bow is fore (aft) Approach and
limit<Actual deviation from of the operator defined tangent to setpoint radius. Weather Vane
setpoint-circle/base><Operator modes when
selected fore (aft) distance limit> the weather
vane fore/aft
position alarms
are active.

Other messages
The following information and alarm messages may be issued:

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Message text Message type and description Buoy types

New system mode Information message. Issued to make you aware Active in all
that the system has changed to a new DP mode. modes.
Hose connected Alarm message. Issued in Approach mode with Approach
hose connected. mode.

Buoy depth monitoring

STL buoy
The STL buoy is equipped with HPR transponders which provide position and depth
information. This information is monitored by the SDP system in the Approach and
Connect modes.
Message text Message type and description Buoy types
Depth limits exceeded for STL Alarm message. Issued if the measured depth of Approach
buoy<Actual depth><Depth the STL buoy exceeds a predefined depth limit. and Connect
limit><Transponder index> modes.

Spring buoys
Each spring buoy is equipped with an HPR transponder which provides depth
information. The measured depth of each spring buoy is checked against predefined
upper an lower depth limits.
Message text Message type and description Buoy types
Depth limits exceeded for Alarm message. Issued if the measured depth of Approach
MLBE<Actual depth><Depth the MLBE buoy exceeds a predefined (upper or and Connect
limit><Transponder index> lower) depth limit. Indicates a possible mooring modes.
line breakage.

Other messages
The following information and alarm messages may be issued:
Message text Message type and description Buoy types
New system mode Information message. Issued to make you aware Active in all
that the system has changed to a new DP mode. modes.

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Starting operations

This section contains the following topics:

System start-up/shut-down and OS stop/restart.............................................................139
Logon Configuration dialog box....................................................................................140
Command transfer..........................................................................................................142
Command Control dialog box........................................................................................143
Connect dialog box ........................................................................................................148

System start-up/shut-down and OS

stop/restart
The K-Pos DP controller cabinet and Operator Stations are usually left with the power
on and with the system in Standby mode.
Placement and naming of switches used in system start-up and shut-down procedures
will vary depending on the hardware installed.
If the system has been shut down, use the procedure in the System Maintenance
Information document for your vessel to restart the system.

Stop/Restart dialog box

With the Stop/Restart dialog box, you can perform the following tasks at your Operator
Station:
• Stop the OS software and leave the Windows session running.
• Restart the OS software with the Windows session running.
• Shutdown the Windows session (and thus also stop the OS software).
• Reboot the Windows session (and thus also stop and restart the OS software).
Reboot the Operator Station if the system is not performing as required, for example:
• Display views are not updated (i.e. numerical values, heading and position do not
change).
• The Operator Station does not respond to operator input.
Any of these options should be performed on one Operator Station at a time to facilitate
operation and monitoring of the K-Pos DP system from other Operator Stations.

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Caution
Some of the options you can perform on this dialog box are not part of
the normal operating procedures for the K-Pos DP system. They are
implemented to facilitate service and installation work performed by trained
personnel from Kongsberg Maritime.

To display the dialog box, select System→Stop/Restart.

Select Option
Shutdown
Stop the OS software, shut down the Windows session and turne off the computer.
Reboot (with OS Restart)
Stop the OS software, reboot the Windows session and restart the OS software.
Note
Avoid restarting the Operator Station by switching the power off and on. It may be
damaging to the Windows file system.

Restarting the system

The K-Pos DP controller cabinet and Operator Stations are usually left with the power
on and with the system in Standby mode.
Placement and naming of switches used in system start-up and shut-down procedures
will vary depending on the hardware installed.
If the system has been shut down, use the procedure in the System Maintenance
Information manual delivered for your vessel to restart the system.

Logon Configuration dialog box

The Logon Configuration dialog box enables you to perform the following tasks on
your Operator Station:
• Select between user logon and auto logon.

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• Select/change the shell to be used when logging on (typically either Microsoft

Windows or the OS software).
Caution
Use of this dialog box is not part of the normal operating procedures for the
K-Pos DP system. It is implemented to facilitate service and installation work
performed by trained personnel from Kongsberg Maritime.

Depending on the shell used on your Operator Station, you can display the Logon
Configuration dialog box either by selecting AutoStart under the K-Pos DP command
on the Start menu (only when using Microsoft Windows as shell), or when performing
autostart of the K-Pos DP system. During autostart, a countdown dialog box is launched.
Clicking the button on this countdown dialog box within the countdown limit, displays
the Logon Configuration dialog box.

User Logon
Select this option button if the user is required to log on manually each time the
system is started.
Logon Profile
Auto Logon
Select this option button if automatic logon is to be configured and performed each
time the system is started. This is the normal logon configuration.
Shell
Drop-down list box where you can select which shell configuration to use when
logging on, either Microsoft Windows or the OS software. The OS software is
the normal shell configuration.
Apply and Logoff
Clicking this button after having selected a new shell configuration will quickly
restart the system with the new shell configuration.

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Command transfer
Depending on the system configuration, more than one Operator Station can be connected
simultaneously to one controller process station (PS) group as described in Connect
dialog box on page 148. For example, the Main controller PS group (which in turn
controls the vessel's propulsion system), can be controlled from a K-Pos DP Operator
Station, an Operator Station in integrated systems, or a remote operator terminal. All
the available information about the propulsion system is available at all the connected
Operator Stations, but only one Operator Station can be in command at any time.
All the Operator Stations have TAKE and GIVE buttons. On the Operator Station that
has command of the Main controller PS group, the TAKE button is lit and Main:DP is
displayed on the top bar.
There are two methods for switching command between Operator Stations that are
connected to the same controller PS group:
• Take Command
• Give Command
The system command configuration determines whether or not the “Take Command”
method can be used. The “Take” and “Give” actions apply only for the controller PS
group to which the Operator Station is connected.
In the following example procedures, both DP-OS1 and DP-OS2 are connected to the
Main controller PS group, DP-OS1 currently has command of this group, and command
is to be transferred to DP-OS2.

Taking command
Note
This procedure can be used only if allowed by the system command configuration.
As an alternative, the TAKE button may be configured to start a request command,
see Requesting command on page 143.

1 DP-OS1 is in command.
• The TAKE button status lamp on DP-OS1 is lit.
• No button status lamps in the COMMAND group are lit on DP-OS2.
2 To take command at DP-OS2, press the TAKE button on DP-OS2 twice within
four seconds.
3 DP-OS2 is now in command.
• The TAKE button status lamp on DP-OS2 is lit.
• No button status lamps in the COMMAND group are lit on DP-OS1.

Giving command
1 DP-OS1 is in command.

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• The TAKE button status lamp on DP-OS1 is lit.

• No button status lamps in the COMMAND group are lit on DP-OS2.
2 Press the GIVE button on DP-OS1.
• The TAKE button status lamps on all Operator Stations that are connected to
this controller PS group flash.
• An audible signal sounds at all Operator Stations which are included in the
controller PS group.
3 If preferred, press the SILENCE button to stop the audible signal from sounding.
4 To accept command at DP-OS2, press the TAKE button on DP-OS2 twice within
four seconds.
5 DP-OS2 is now in command.
• The TAKE button status lamp on DP-OS2 is lit.
• No button status lamps in the COMMAND group are lit on DP-OS1.
• The audible signal is silenced.
If the offered command transfer is not accepted within one minute, then DP-OS1 remains
in command.
If command has not already been taken by another Operator Station, the offered
command transfer can be cancelled during the timeout period by pressing the TAKE
button on DP-OS1.

Requesting command
Note
The procedure can only be used if allowed by the system configuration.

1 On the requesting OS press the TAKE button. The GIVE buttons on both requesting
OS and OS in command start to flash and the horn on the OS in command sounds.
2 On the OS in command press the GIVE button. The command is transferred.
Note
If you press TAKE on the OS in command, the request will be cancelled.
If no action is taken within 60 seconds, the request will be automatically cancelled.

Command Control dialog box

Note
As a general rule it is recommended to use the operator panel buttons to take or give
command control.

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The Command Control dialog box shows the current command control status and allows
you take or give control of the K-Pos DP system.
This dialog box has three pages, one page with the name of the Operator Station (in this
example DP-OS1), Overview, and Give. The DP-OS1 page is referred to as “the DP-OS
page” and some elements are present on all three pages.
The information available from the Command Control dialog box is mainly intended for
operation of systems with several Operator Stations.
The Command Control dialog box provides some opportunities not available from
panel buttons.
The Command Control dialog box is designed to correspond to the equivalent dialog box
in the K-Chief system where it is more frequently used. This has been done to improve
the user interface, especially on vessels with integrated automation systems on board.
To display this dialog box, press the STATUS button on the panel or the command group
button, e.g. Main: DP, on the top bar.

DP-OS page

Command Group
All command groups are listed in this column. Only DP and DP(Sim) are of interest
for the K-Pos DP system.
Status
Using the text In Command, this column displays the command groups over which
this Operator Station has control.

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Modified
Displays the time the command control state of the command groups was last
changed by this Operator Station.
Privileges
Displays the Operator Station's privileges for each command group. Takeable is the
only one of interest for the K-Pos DP system. “Takeable” means that an Operator
Station can take command of the command group in question without acceptance
from the Operator Station that was originally in command.

Overview page
To display the Overview page, click the Overview page tab.

Command Group
All Command groups are listed in this column.
In Command
Displays the Operator Station that is in command.
Modified
Displays the time when the command control state was last changed by any
Operator Station. This may be different from the time displayed for the same
command group on the DP-OS page as it shows the time the command control state
was last changed by the Operator Station that you are at.
Command Locations
Displays the Operator Stations that can take command of each command group.
The asterisks (*) means that the Operator Station can take command without
acceptance. This is usually the case for Operator Stations in K-Pos DP systems.

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Give page

To OS Group:
Displays the Operator Station(s) to which command can be transferred.
Give Command of:
Clicking a DP-OS in the To OS Group list, causes a list of all the command groups
over which the Operator Station you are at (here DP-OS1) currently has command,
to be displayed in this field.

Command Groups
In IAS systems, the functionality is divided into Command groups that reflect the way
in which the system will be operated. Each of these Command groups will usually
represent a specific process area, for example, Ballast, Power, Propulsion, Propulsion
Simulation, etc.
All the available information about the command groups is available at all the connected
Operator Stations, but, for each Command group, only one Operator Station can be
in command at any time.
For K-Pos DP purposes, DP and DP(Sim) are the relevant Command groups, and “Take
Command”, “Request Command” and “Give Command” are the relevant command
transfer actions.
DP
DP(Sim)
A simulation session can be performed on the Operator Station that controls this
Command group.

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For K-Pos DP operations only the DP and DP(Sim) command groups are of interest. You
select a command group by clicking its identifier in the Command Group list.
There is a folder icon for each command group. The folder icons are colour coded and
have their presentation changed to indicate the current status of each command group.
• Red, closed folder — Uncontrolled, critical command group.
• White, closed folder — Uncontrolled command group.
• Grey, closed folder — Another Operator Station is in control of the command group.
• Green, open folder — This Operator Station (here DP-OS1) is in control of the
command group.

Controls and indicators

The command transfer controls are divided in three groups, TAKE, GIVE and STATUS.
Each group contains a lamp, a text field and a button.
Lamps
Text Fields
Buttons

For K-Pos DP systems, when the dialog box is open, pressing STATUS on the operator
panel closes the dialog box.
The following descriptions of controls and indicators uses DP-OS1 as an example.
Lamps
TAKE
• Lit on DP-OS1 when DP-OS1 is in command.
• Not lit on DP-OS1 when another OS is in command.
• Flashes until DP-OS1 accepts when DP-OS1 is offered command, or during the
timeout period of one minute.
• Flashes while DP-OS1 is giving command to another Operator Station, until the
other Operator Station accepts, or during the timeout period of one minute.
GIVE
• Flashes while DP-OS1 is giving command to another Operator Station, until the
other Operator Station accepts, or during the timeout period of one minute.
Text fields and buttons
The text fields display the command transfer action that will be performed when
the related button is clicked.
TAKE button and text field
The TAKE button is unavailable when DP-OS1 is in command or when no
command group is selected for command transfer.
The messages that may appear in the text field are as follows:
• Take...

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Default on the Give page. Clicking the TAKE button displays the DP-OS1 or
Overview page, depending on which was last used.
• Take
Appears above the TAKE button on the DP-OS page when an uncontrolled
command group or a command group currently under command of another
Operator Station is selected. Clicking the TAKE button transfers the command
to DP-OS1.
• Cancel Give...
Appears above the TAKE button when a Give request is initiated. Clicking the
TAKE button cancels the Give request.
• Accept Give...
Appears above the TAKE button when a Give request is received. Clicking the
TAKE button accepts a Give request and transfers command to DP-OS1.
GIVE button and text field
The messages that may appear in the text field are as follows:
• Give...
Default on the DP-OS and Overview pages. Clicking the GIVE button displays
the Give page.
• Give selected...
Appears above the GIVE button on the DP-OS and Overview pages when
“Giveable” command groups are selected. Clicking the GIVE button the
displays the Give page.
• Start Give Transfer
Appears above the GIVE button on the Give page when “Giveable” command
groups are selected. By clicking the GIVE button you start a Give transfer of
the selected command groups.
• Reject Give
Appears above the GIVE button when a Give request is received. Clicking the
GIVE button rejects the Give request.
STATUS button and text field
For K-Pos DP systems, the message that may appear in the text field is:
• Close
Default above the STATUS button on all three pages. Clicking the STATUS
button closes the dialog box.

Connect dialog box

A “controller PS group” is a group of one or more K-Pos DP controller process stations.
The controller PS groups available depend on your system configuration:
• Main — the main controller PS group

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• MainSimulator — the controller PS group for training and simulating sessions

(optional)
An operator station can be connected to only one controller PS group at a time. Your
system configuration determines the controller PS groups to which each operator station
can connect.
Several operator stations can be connected simultaneously to a controller PS group,
but only one of these operator stations can be in command. See Taking command
on page 142.
If an operator station is not in command of a controller PS group, you can connect that
operator station to any available group at any time. However, if the operator station has
command of a controller PS group, the system on these controllers must be in Standby
mode before you can connect the operator station to a different group.
The Connect dialog box allows you to connect to a controller PS group.
To display this dialog box, select System→Connect.

Select the required controller PS group.

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Controller process stations

This section contains the following topics:

Resetting controller process stations..............................................................................150
Redundant systems ........................................................................................................151

Resetting controller process stations

You can reset a selected controller process station (PS) for example in the event of a
software problem. To retrieve the default settings, all controller PSs must be reset.

Resetting the controller PS in a single-computer system

Before resetting the controller PS in a single-computer system, you must ensure that the
K-Pos DP system does not have control of the vessel’s propulsion system.
To reset the controller PS, follow the procedure described in Resetting all controller
PSs in a dual or triple redundant system.

Resetting one controller PS in a dual or triple redundant

system
Before resetting a controller PS in a dual or triple-redundant system using the Reset
Controller PS dialog box, you should ensure that another controller PS is operational and
is selected as the master computer (see Redundant systems on page 151).
To display this dialog box, select System→Reset Controller PS.
To reset a controller PS, select the Controller
PS to be reset and then click the OK or Apply
button.

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Resetting all controller PSs in a dual or triple redundant

system
If the vessel is not under control by the K-Pos DP system, you can reset all K-Pos DP
controller PSs simultaneously. During DP operation the K-Pos DP controller PSs receive
the same input from sensors, position-reference systems and thrusters, and perform the
same calculations.
The best way to ensure that errors are deleted from the K-Pos DP controller PSs is
therefore to reset all of them. To retrieve the default settings, all K-Pos DP controller
PSs must be reset.
1 Ensure that the K-Pos DP system does not have control of the vessel’s propulsion
system.
2 Ensure that the K-Pos DP system is in Standby mode.
3 Ensure that no thrusters are enabled.
4 Reset all K-Pos DP controller PSs simultaneously using the Reset Controller PS
dialog box (see Resetting one controller PS in a dual or triple redundant system
on page 150).
5 Click the OK button to confirm.
• Until at least one K-Pos DP controller PS is running, a dialog box containing the
following message is displayed on all Operator Stations:
No network response from the DP Controller PS
• When at least one K-Pos DP controller PS is running, a message box is displayed
on all Operator Stations:
The DP Controller PS is now responding
The K-Pos DP system is in Standby mode with default settings.
The following message is displayed in the Event List view for each controller PS:
Equip <yy/mm/dd hh:mm:ss>Alarm <DpPUx>: Station is operational
(x refers to controller PS A, B or C).
6 Select the master controller PS (see Redundant systems below).

Redundant systems
In dual redundant systems, the controller cabinet contains two controller process stations
(PSs) that operate with a master/slave relationship.
In triple redundant systems, the controller cabinet contains three controller PSs. The
concept of majority voting is used to detect and isolate faults in the sensors and in the
K-Pos DP system itself.

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Error objects
A system surveillance function keeps track of the extent to which the controller PS and
its associated IO equipment is technically capable of fulfilling its intended purpose. The
IO drivers and different system health monitoring functions automatically register “error
objects”. Each error object is identified with a unique name and is used to report the
presence or absence of errors. By communicating with other members of the redundancy
group, the system keeps track of which errors are shared between all controller PSs in
the group (common errors), which ones are exclusive to one controller PS and which
ones that make the PS incapable of controlling the process.
No weights are assigned to errors. Neither is the number of errors significant. What
makes a PS “more capable” than another is defined by the following list in the order of
falling capability:
• OK — A PS without errors
• Common error — A PS with only common errors
• Degraded — A PS with separate errors
• Incapable — An incapable, but running PS

Dual redundant system

The PSs in a dual redundant system operate in parallel, each receiving the same input
from the operator, sensors, position-reference systems and thrusters, and each performing
the same calculations. However, only the Online (Master) PS can control the propulsion
system. You can select which PS is to be the Master, however, a switch is only possible
to a PS which is of equal or better capability than the current Master. In the event of a
deviation between the two PSs, you can update the Offline PS with data from the Master
PS. See Redundant Stations dialog box on page 154.
Both control computers are continuously checked for both hardware and software
failures. If a failure is detected, a warning or alarm is given.
Some advantages of redundancy are:
• No single-point failure
The system is designed to avoid total system failure if single failure occurs.
• Failure detection
The system will detect a failure, allowing corrective actions to be taken.
• Fault isolation
If one system component fails, the other components will not be affected.

Automatic switch-over to the Offline PS

If a failure is detected in the Master PS, a switch-over to the Offline PS is activated
automatically and an alarm message is given, e.g.:
Redundancy group "DpMain": B Master

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This automatic switching is allowed only once. Before any further auto-switching can
take place, the operator must have the fault rectified.

Triple redundant system

In triple redundant systems, each PS uses the same data from the operator, sensors,
and position-reference systems to calculate command signals to the propulsion system
(they are all Online). Fault detection and isolation are achieved by a process of
majority voting. Once the voting has taken place, the failed (incorrect) computer will,
if possible, correct itself automatically, based on the values of the other computers.
If the failed computer cannot correct itself, the operator is informed and the faulty
computer should be replaced. Meanwhile, the two other computers continue working
and perform dual-redundancy procedures in the same way as a dual system (see Dual
redundant system on page 152). The system will automatically reconfigure itself to a
triple-redundant system as soon as the failed computer is replaced.
In triple redundant systems, all three PSs perform voting, but only one of the PSs, the
Master PS, communicates with the operator stations, and outputs serial line information.
You can select the PS that is to be the Master, however, a switch-over is only possible to
a PS which is of equal or better capability than the current Master.
If the present Master PS should fail, another PS will immediately take over the Master
responsibility.
Advantages of triple redundancy are:
• Voting of sensor input signals
The voting is performed between tightly synchronised computers to:
– Detect sensor errors such as compass drift and sensor breakdown.
– Ensure that all three computers use the same data as a basis for calculation of
command signals.
• Software Implemented Fault Tolerance (SIFT)
The Triple Modular Redundancy (TMR) detects an error in the processing elements
and corrects the error by employing voting algorithms. The system represents a
Software Implemented Fault Tolerance (SIFT) concept.
• Voting on command (output) signals
– DP-31: The thruster commands from the three control computers are compared by
the “master” computer and the median command is selected to be the final output.
– DP-32: The voting of the thruster commands is performed in the thruster control
field station.
• No single-point failure (see Dual redundant system on page 152)
• Failure detection (see Dual redundant system on page 152)
• Fault isolation (see Dual redundant system on page 152)

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Redundant Stations dialog box

To display the dialog box, select System→Redundant Stations.

Figure 39 Example for a dual system

Figure 40 Example for a triple system

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PS Groups
Select the target controller PS group for all commands and operational statuses of
the dialog box from this list.
Redundancy Status
Master
The current master PS is indicated in the appropriate check box. The master PS is
designated for specific tasks only done by a single PS on behalf of the redundancy
group.
You can click the Set button to set the corresponding PS as the master.
Online
In a dual (or degraded triple) system the current online PS is indicated in the
appropriate check box.
In a fully operational triple redundant system all three PSs are online, indicated
in the appropriate check box.
Capability
Displays the Capability status (i.e. to which extent the PS is technically capable of
fulfilling its intended purpose).
• OK
No errors
• Common Error
Errors that are common to all PSs in the controller PS group.
• Degraded
Errors that are restricted to one of the PSs in the group.
• Incapable
The PS is in a state where it should not be used as the master or online PS.
Mode
Running modes are defined to structure the start-up phase, before a PS is ready to
take control.
• Inactive
The PS is not communicating. It may be in the process of initiating or loading,
or not executing at all.
• Starting
The PS is communicating, but more preparation is needed. In particular, it may
be necessary to initiate IO devices and detect their state.
• Learning
The PS is communicating and has been initiated, but is in the process of
retrieving information from other PSs, which are in Running mode. This mode
can also be entered from Running mode in cases where normal operation has
been interrupted for a while.
• Running

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The PS is communicating, and has finished all start-up preparations.

Redundancy Control
Redundancy type
Displays the Redundancy type for the selected controller PS group. Single, Dual
and Triple are the ones that are relevant for K-Pos purposes.
PS fault tolerance
This is the number of PSs that can fail without losing control of the system. For a
single system this number is 0, for a fully operational dual system it is 1, and for a
fully operational triple system it is 2.
Update Offline
In the event of deviation between the two PSs in a dual (or degraded triple) system,
click Update Offline to update the offline PS.
Update Offline is unavailable for a fully operational triple redundant system. If
a failure is detected in PS A, B or C, the system continues operating as a dual
redundant system and the Update Offline functionality becomes available.
If a failure is detected in PS A or B in a dual system (or in two of the three PSs in a
triple system), the Update Offline button on the dialog box becomes unavailable.
The system continues operating as a single system.
A message about the status of the last “Update Offline” is displayed below the
Update offline button, for example:
Last update offline OK
Error Objects
Error objects are used to report the presence of failures that may lead to an
auto-switch from one PS to another.
If you right-click in the Error Objects area, the following shortcut menu is
displayed:

In Error
The PS(s) on which the failure is detected.
Overruled
It can be useful to be able to overrule the automatic detection of failures, especially
in cases of instability. This is done by right-clicking the relevant error and selecting
Permanent On (the error is regarded as being permanently present) or Permanent
Off (the error is regarded as being permanently absent) on the shortcut menu.
Description
A list of the failures.
(Status field in the lower left corner)
The status field displays the current status of the selected controller PS group
(Ready, Requesting information..., Request for configuration failed, Request for

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capability failed, Request for state failed, Switching of Master failed and Error when
changing permanent settings).
Do not list error objects ...
When the check box is not selected all error object will be listed in the Description
column. Select this check box if you want to reduce the list and show only error
objects in the state of “Overruled” or “In Error”.
PS Operation...
Not relevant during normal operation.
Refresh
Clicking this button updates the content of the dialog box with the current
operational status.

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Sensors

This section contains the following topics:

Gyrocompasses ..............................................................................................................158
Wind sensors ..................................................................................................................163
Vertical reference sensors (VRS) ...................................................................................166
Sensors dialog box — Speed page.................................................................................169
Sensors dialog box — Draught page .............................................................................171
Sensors dialog box — FSU Heading page.....................................................................173
Sensors dialog box — Hawser page ..............................................................................173
Sensors dialog box — STL page ...................................................................................174
Sensors dialog box — Rate Of Turn page .....................................................................175

Gyrocompasses
At least one gyrocompass must be enabled at all times to provide heading information to
the system for automatic control of heading.
Gyrocompasses are enabled and controlled using the Sensors dialog box - Gyro page.
You can examine the measured values from the gyrocompasses in more detail on the
Sensor view.

Sensors dialog box — Gyro page

To display the dialog box, select Sensors→Gyro, or press the GYRO button.

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OK
The OK status for each gyrocompass is shown in the matching OK check box. The
status for all channels from the gyrocompass must be OK for the check box to be
selected. This check box is for information only.
Enable
Each gyrocompass has an associated Enable check box. Selecting this check box
enables the signals from the gyrocompass. The system will automatically disable a
gyrocompass if it is not OK, i.e. clear the Enable check box, and also make the
check box unavailable.
Preference
These option buttons allows you to specify which gyrocompass is preferred for
use by the system.
In Use
The gyrocompass that is currently used by the system to calculate the vessel's
heading is indicated in the In Use check box. If the gyrocompass is not OK or a
failure is detected, the check mark is cleared from the In Use check box, and the
system will automatically switch to another gyrocompass enabled for use.
Gyro Heading
The measured heading from the gyrocompass.
Added Correction
This text box allows you to specify a gyrocompass correction to compensate
for a possible offset of the ships gyrocompass for example compared with a
surveyor's gyrocompass. The text box is unavailable and appears dimmed when
the corresponding gyrocompass is enabled.

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Note
To ensure consistent data for all users of a gyrocompass, it is recommended to
adjust the gyrocompass itself.

Used Heading
The measured heading from the gyrocompass with added correction.
Note
The Gyro Deviation Calculation (see Gyro Deviation dialog box on page 162) uses
the Used Heading values as input for the calculations.

Gyro status lamp

The GYRO button has a status lamp which shows the status of the gyrocompasses:
• On — At least one gyrocompass is enabled and accepted by the system.
• Flashing — The measurements from one of the enabled gyrocompasses are not
accepted by the system.
• Off — No gyrocompasses are enabled.

Displayed heading information

You can examine the measured values from the gyrocompasses in more detail on the
Sensors view.

Rejection of heading measurements

Normally, all the available gyrocompasses will be running and enabled for use. The
system then receives and compares the signals from all the gyrocompasses, but uses only
one of them to calculate the vessel's heading. You can specify which gyrocompass is
preferred for use by the system:
• When two gyrocompasses are enabled, the system will use the preferred gyrocompass.
If the difference between the value read from a gyrocompass and the model value
exceeds a predefined limit, an alarm is displayed; for example:
Gyro 1 prediction error
If this error is for the gyrocompass that is in use, the system will change automatically
to the other gyrocompass.
Note
In the event of a Gyro prediction error, you should always check the values from
the gyrocompasses on the Sensors view and compare with an alternative source of
heading information to confirm which gyrocompass is faulty.

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• When three gyrocompasses are enabled, the system will normally use the preferred
gyrocompass. If the difference between the measurement from one of the
gyrocompasses and the median value exceeds a predefined limit, the measurements
from this gyrocompass are rejected and an alarm will be given. If necessary, the
system will change to another gyrocompass.

Faulty gyrocompasses
If measurements from a gyrocompass are not accepted by the system, a message is given
with information about the failure. The message may define the faulty gyro directly; for
example: Gyro 1 not ready. Alternatively, it may indicate only that there is a difference
between the measurements from the available gyrocompasses. In the latter case, you
must try to find the faulty compass by comparing the received measurements with an
alternative source of heading information.
In the following examples it is assumed that two gyrocompasses are available, that both
gyrocompasses are enabled and that Gyro 1 is in use:
• If there is a failure on Gyro 2 (the gyrocompass that is not in use), disable the signals
from Gyro 2 and rectify the fault.
• If a fault is detected on Gyro 1 (the gyrocompass that is in use), the system will
switch to Gyro 2 automatically if Gyro 2 is enabled. Disable the signals from Gyro
1 and rectify the fault.
• If there is a failure on a gyrocompass and the system cannot detect which compass
is faulty; for example:
Compass difference
Do the following:
1 Check the values from the gyrocompasses on the Sensors view and use an
alternative compass to find which gyrocompass is faulty.
2 Disable the faulty gyrocompass and rectify the fault.
When a faulty gyrocompass is repaired, you should enable it again.

Heading dropout
If the vessel heading that is estimated by the Vessel Model differs significantly from the
measured vessel heading, the following message is given:
Heading prediction error
If this continues for more than two seconds, the system will assume that the information
from the gyrocompasses is unreliable and will stop updating the Vessel Model with the
measured heading. In this situation the following alarm will be given:
Heading dropout
The same alarm will occur if no gyrocompasses are enabled, or if there is a total
gyrocompass malfunction.
It is not possible to operate with automatic heading or position control in a Heading
dropout situation.

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Go to Standby mode to reset the estimated heading from the Vessel Model to the
measured gyrocompass heading.
Check that the gyrocompasses are ready, whether the readings are drifting or if other
error messages indicate interface errors.

Gyro Deviation dialog box

The data from each gyro can be monitored and evaluated using Gyro Deviation
Calculation. This function is based on the fact that the vessel heading can be derived
from the relative positions between two GPS antennas. The error for each gyro is
estimated from the filtered difference between the GPS derived heading and the gyro
data. Recommended minimum antenna separation is 10 m, and the accuracy of the
computed heading increases with distance between the antennas.
When sailing at high speed, the used heading may deviate from the computed heading
due to lack of speed/latitude compensation. After the vessel has stopped, the Correction
value may still be incorrect for some minutes.
Note
Before correcting for error on the gyro, you should let the Correction value stabilise.

To display the dialog box, select Sensors→Gyro Deviation.

Gyro Deviation Calculation

The Gyro Deviation Calculation uses the Used Heading values (see Sensors dialog
box - Gyro page) as input for the calculations.
Active
Select this check box to enable Gyro Deviation Calculation.

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Filter Time
The default value is the recommended minimum value for your vessel. The
shorter the distance between the GPS antennas, the longer the time required for
data filtering.
Calculated Correction
Correction
For each gyro the difference between the computed heading and the used heading
from the gyro is displayed.
You can select to have the Calculated Correction value displayed as a trend plot in
the Sensors view (see Sensor view on page 357) and in the Trends view (see Trends
view on page 380) using the view control dialog boxes for these views.
Std.Dev
The Standard Deviation for each estimate is displayed. If the Correction is one
degree or more, and the Std.Dev is significantly smaller, you should correct the
error on the gyro.
Based on
This displays the GPSs the calculation is based on.

Wind sensors
At least one wind sensor should be enabled at all times to provide the system with wind
speed and direction information.
Normally, input from all the available wind sensors will be enabled. The system then
receives and compares the signals from all the sensors, but uses only one of them to
calculate the wind force acting on the vessel.

Sensors dialog box — Wind page

Wind sensors are enabled and controlled using the Sensors dialog box - Wind page.
You can specify which wind sensor is preferred for use by the system. If no errors
are detected in the wind sensor measurements, the system will always use the
operator-preferred sensor (for which Preference is selected in the Sensors dialog box
Wind page).
The raw measurements of wind speed and direction are filtered internally (using a
Kalman filter with both low and high frequency parts), to estimate the most reasonable
speed and direction values to be used by the K-Pos DP system.
To display the dialog box, select Sensors→Wind, or press the WIND button.

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OK
The OK status for each wind sensor is shown in the corresponding OK check box.
The status for all channels from the wind sensor must be OK for the check box to
be selected. This check box is for information only.
Enable
Each wind sensor has an associated Enable check box. Selecting this check box
enables the signals from the wind sensor.
Preference
Use these option buttons to select the operator-preferred wind sensor to be used
by the system.
In Use
Indicates the wind sensor currently used to calculate the wind force acting on the
vessel. If no errors are detected in the Wind sensor measurements, the system will
always use the operator-preferred sensor (see Preference above).
Relative Speed
The displayed wind speed is the measured wind speed relative to the vessel, not
corrected for vessel motion.
Relative Dir.
The displayed wind direction is the measured direction relative to the vessel
heading, not corrected for vessel motion.

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Wind status lamp

The WIND button has a status lamp which shows the status of the wind sensors:
• On — At least one wind sensor is enabled and accepted by the system.
• Flashing — The measurements from one of the enabled wind sensors are not accepted
by the system or an error situation exists in at least one of the wind sensor channels if
only a single wind sensor has been enabled.
• Off — No wind sensors are enabled.

Faulty wind sensors

If measurements from a wind sensor are not accepted by the system, a message is given
with information about the failure. The message may define the faulty sensor directly;
for example:
Wind 1 not ready
Alternatively, it may indicate only that there is a difference between the measurements
from the available sensors. The difference may be due to a faulty wind sensor. In
the latter situation, you must try to find the faulty sensor by comparing the received
measurements with an alternative source of wind information.
In any case you should use an alternative source of wind information to determine which
wind sensor that provides the wind measurements that is most representative for the
wind forces acting on the vessel.
In the following examples it is assumed that two wind sensors are available, both sensors
are enabled and Wind 1 is in use:
• If there is a failure on Wind 2 (the sensor that is not in use), disable the signals from
Wind 2 and rectify the fault.
• If a fault is detected on Wind 1 (the sensor that is in use), the system will switch to
Wind 2 automatically. Disable the signals from Wind 1 and rectify the fault.
• If there is a failure on a wind sensor and the system cannot detect which sensor
is faulty; for example:
Wind speed difference
Do the following:
1 Check the values from the wind sensors on the Sensors view and use an
alternative source of wind information to find which sensor is faulty.
2 Disable the faulty sensor and rectify the fault.
When a faulty wind sensor is repaired, you should enable it again.
Note
A wind measurement will be influenced by the location of the sensor. Differences
in measurements can arise naturally. It is important to use the sensor that is most
representative for the wind forces acting on the vessel.

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Rejection of faulty wind data

Faulty jumps in readings from a wind sensor would lead to an unwanted increase in
thrust setpoint. To avoid this, the system performs the following test:
• A wind speed measurement is rejected by the system if the wind speed is above
a predefined limit (for example 15 m/s) and increases by more than a predefined
value (for example 10 m/s).
• A wind direction measurement is rejected by the system if the wind speed is above a
predefined limit (for example 10 m/s) and the wind direction changes by more than a
predefined value (for example 60 degrees).
The wind sensor is rejected if more than a predefined number (for example 15) of
consecutive readings are rejected according to the limits described in the previous
paragraphs. The following alarm is given:
Wind sensor rejected <current speed/direction>
In order to adapt quickly to dynamic change in wind, the input data to the test is the
difference between new measurements, and low pass filtered speed data with a small
time constant (5 seconds).
The filter is reset on three different conditions:
• Continuously reset in Standby mode (to avoid problems entering/leaving the trainer).
• When sensor Enabled changes from OFF to ON.
• If there is a long time (5 minutes) since ready/OK from the IO system.
Note
The wind sensor(s) will be rejected if speed is increasing with more than 10 m/s in
Trainer mode (and not in Standby mode). The situation is resolved by disabling/enabling
the rejected sensor.

Operating without wind sensor input

There can be situations where you want to temporarily stop using the input from the wind
sensors, such as during helicopter operations or when operating close to another large
structure where there may be sudden disturbances of the measured wind. If you disable
all the wind sensors, the system continues to use the wind speed and direction values that
were measured just before the most recent wind sensor was disabled.

Vertical reference sensors (VRS)

At least one vertical reference sensor must be available to provide the system with roll
and pitch information. This information is used to adjust the measurements received
from the position-reference systems for the vessel's roll and pitch motions. If the VRS is
equipped with a heave sensor, the heave information is used for monitoring purposes
only.

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If VRS information is lost, the system will be unable to compensate the received position
measurements for vessel motion. The positioning capability of the system can then be
severely degraded.
Vertical reference sensors are enabled and controlled using the Sensors dialog box -
VRS page.
Normally, all the available VRSs will be enabled for use. The system then receives and
compares the signals from all the VRSs, but uses only one of them. You can specify
which VRS is preferred for use by the system. If no errors are detected in the VRS
measurements, the system will always use the operator-preferred sensor (for which
Preference is selected on the Sensors dialog box - VRS page).

Sensors dialog box — VRS page

Vertical reference sensors are enabled and controlled using the Sensors dialog box -
VRS page.
To display the dialog box, select Sensors→VRS, or press the VRS button.

OK
The OK status for each VRS is shown in the corresponding OK check box. The
status for all channels from the VRS must be OK for the check box to be selected.
This check box is for information only.
Enable
Each VRS has an associated Enable check box. Selecting this check box enables
the signals from the VRS.
Preference
These option buttons allow you to specify which VRS is preferred for use by the
system.

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In Use
The VRS that is currently used by the system is indicated in the In Use check box.
Pitch
The measured pitch from the VRS.
Roll
The measured roll from the VRS.
Heave
The measured heave from the VRS.

VRS status lamp

The VRS button has a status lamp which shows the status of the VRS:
• On — At least one VRS is enabled and accepted by the system.
• Flashing — The measurements from one of the enabled VRSs are not accepted by
the system or an error situation exists in at least one of the VRS channels if only a
single VRS has been enabled.
• Off — No VRSs are enabled.

Displayed VRS information

You can examine the measured values from the VRS in more detail on the Sensors views.

Faulty VRS
If measurements from a VRS are not accepted by the system, or if at least one of the
channels for a VRS is faulty, a message is given with information about the failure. The
message may define the faulty VRS directly; for example: VRS not ready. Alternatively,
it may only indicate that there is a difference between the measurements from the
available VRSs. In the latter situation, you must try to find the faulty sensor by
comparing the received measurements with an alternative source of VRS information.
In the following examples it is assumed that two VRSs are available, that both are
enabled, and that VRS 1 is in use:
• If there is a failure on VRS 2 (the VRS that is not in use), disable the signals from
VRS 2 and rectify the fault.
• If a fault is detected on VRS 1 (the VRS that is in use), the system will switch to VRS
2 automatically. Disable the signals from VRS 1 and rectify the fault.
• If there is a failure on a VRS and the system cannot detect which VRS is faulty;
for example,
VRS pitch difference
Do the following:
1 Check the values from the VRSs on the Sensors view and use alternative VRS
information to find which VRS is faulty.

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2 Disable the faulty VRS and rectify the fault.

When a faulty VRS is repaired, you should enable it again.

Sensors dialog box — Speed page

Speed measurements can be used as an addition to position measurements to improve
the vessel speed control.
The speed information is received from two sources, the Doppler Log sensors and the
GPS speed sensors. You can enable available speed sensors or enter a manual alongships
vessel speed value using the Sensors dialog box - Speed page.
In high speed operations all enabled sensors will normally, unless a sensor has failed,
be used by the system. It is recommended to also enable Manual speed input since the
Manual value then will be updated based on the In Use sensors. Should all sensors be
lost, an initial Manual value reflects the real situation.
To display the dialog box, select Sensors→Speed.

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Doppler Log
Enable
Select this check box to enable the Doppler Log speed sensor. You will not be able
to select this check box if the Doppler Log is not OK (the check box is dimmed).
In Use
The sensors that are currently used by the system is indicated in the In Use check
box. If a sensor fails, it will no longer be in use, and this check box is cleared.
Along
Shows the measured alongships vessel speed.
Athwart
Shows the measured athwartships vessel speed.
The Doppler Log speed is marked with SOG or STW depending on the type of
speed output:
• SOG — Speed over ground
• STW — Speed through water
GPS Speed
Enable
Select this check box to enable the GPS speed sensor. You will not be able to select
this check box if the measured GPS speed is not OK (the check box is dimmed).
In Use
The sensor that is currently used by the system is indicated in the In Use check box.
If a sensor fails, it will no longer be in use, and this check box is cleared.
Speed
Shows the measured vessel speed.
Course
Shows the measured vessel course.
Note
When a failure occurs in the GPS speed and/or course signals, the Speed and
Course boxes are shown empty.

Manual Speed
Enable
Select this check box to enable Manual speed. In high speed operations it is
recommended to enable Manual when using speed sensors to have an initial
Manual value that reflects the real situation.
In Use
If the manual value is currently used by the system, it is indicated in the In Use
check box. This check box is for information only.

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Along
When no speed sensors are enabled, you can enter a value in this field. This field is
not available when one or more sensors are enabled.
If you try to enter a value that is too high, a message informing you about the legal
range is displayed. You will have to change the input value to continue.
Used Speed
Shows the vessel speed used by the system. This is an average, filtered value of the
combined measurements from the In Use speed sensors or manual input.
Along
Shows the used alongships vessel speed.
Athwart
Shows the used athwartships vessel speed. This will be zero when no speed
sensors are enabled.

Sensors dialog box — Draught page

For optimum positioning performance, the system must have accurate information
regarding the vessel's draught at all times. The vessel draught can either be specified by
the operator or measured by a draught sensor.
The source of draught information is selected and controlled using the Sensors dialog
box - Draught page.
If the information from the draught sensors is correct and reliable, then this should be
used in preference to manually-entered or fixed values.
To display the dialog box, select Sensors→Draught.

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The content of this dialog box will vary according to system configuration. The dialog
box in the system installed on your vessel may display only some of the items shown in
this example.
Sensor
When Sensor is selected, you can specify the draught sensor that is to be used.
Each draught sensor has an associated Enable check box. Selecting this check box
enables the signals from this draught sensor for use by the system. If more than
one sensor is enabled, the system uses the average of all the enabled sensors. The
sensor currently used by the system is indicated in the In Use check box. If Sensor
is selected but no sensors are enabled, the Manual value is used by the system.
Operational
When Operational is selected, the predefined operational draught value is used
by the system.
Transit
When Transit is selected, the predefined transit draught value is used by the system.
Manual
When Manual is selected, the draught value entered under Fixed Draught is used
by the system. If you try to enter a value that is too high or too low, the value is
rejected by the system and a message informing you about the legal range for
draught is displayed.
Used Draught
Shows the draught value that is currently used by the system. This field is for
information only.

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Sensors dialog box — FSU Heading page

The source of FSU Heading information is selected and controlled using the Sensors
dialog box - FSU Heading page.
To display the dialog box, select Sensors→FSU Heading.

OK
The OK status for each source position-reference system is shown in the OK check
box. The status for all channels from the source position-reference system must be
OK for the check box to be selected. This check box is for information only.
Enable
Each source has an associated Enable check box. Selecting this check box enables
the signals from the source position-reference system.
Preference
These option buttons allow you to specify which source position-reference system
is preferred for use by the system.
In use
The source position-reference system that is currently used by the system is
indicated by the In Use check box.
Heading
The measured FSU heading from the source position-reference system.

Sensors dialog box — Hawser page

To compensate for the tension forces in the hawser during bow-loading operations,
measurements of the tension forces on the chain stopper are required.

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The Hawser page of the Sensors dialog box allows you to enable the hawser tension
sensors or to enter manual values.
To display the dialog box, select Sensors→Hawser tension.

None
When this option button is selected, hawser tension is not selected.
Measured
If you want to use sensor readings, click this option button. The Force text box
shows the value of the hawser tension used.
Manual
If you want to enter a hawser tension value manually, click this option button and
type in the required hawser tension value in the Force text box.
Estimate
For SAL buoys only. If you want to use estimated hawser tension, click this option
button. The Force text box shows the value of the hawser tension used.
Filtered Tension
The filtered tension value that is used by the system.
Note
For SAL buoys; use Measured Hawser Tension in Auto Position mode and Estimate
in Weather Vane mode. For other buoy types it is recommended to enable Hawser
Tension (Measured or Manual) before going to Weather Vane mode.

Sensors dialog box — STL page

The Stl page of the Sensors dialog box allows you to enable the STL vertical tension
sensors. The dialog box is only included for verification of sensor data. No operation
is normally needed.

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The selected value is used in the connection phase (Connect mode) to verify proper
pull-in of the STL buoy.
To display the dialog box, select Sensors→Stl.

None
When this option button is selected, STL tension is not selected.
Measured
If you want to use sensor readings, click this option button. The Force text box
shows the value of the STL tension used. Measured is by default selected for
STL buoys, otherwise None is selected.
Manual
If you want to enter the STL tension value manually, type the required value in
the Force text box.

Sensors dialog box — Rate Of Turn page

Rate Of Turn (ROT) measurements can be used to improve the heading control of the
vessel. This is useful when a very accurate heading control is required during high-speed
sailing, or when a vessel has a hull shape that makes it difficult to control the heading.
Measurements of the vessel's Rate Of Turn are received from the gyrocompasses, or a
dedicated ROT sensor. The ROT sensors should be enabled to allow this information to
be used by the K-Pos DP system.
ROT sensors are enabled and controlled using the Sensors dialog box - Rate Of Turn page.
To display the dialog box, select Sensors→Rate Of Turn.

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OK
The OK status for each sensor is shown in the matching OK check box. This
check box is for information only.
Enable
Each sensor has an associated Enable check box. You enable the sensor by
selecting this box. The system will automatically disable a sensor that is not OK.
The Enable check box will be cleared and will appear dimmed.
In Use
The sensor that is currently used by the system is indicated in the In Use check box.
If no errors are detected in the ROT sensor measurements, the system will use all
the OK and enabled sensors.
Rate Of Turn
Shows the measured Rate Of Turn.

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Position information

This section contains the following topics:

Handling position information.......................................................................................177
Position Presentation dialog box....................................................................................178
Datum Details dialog box ..............................................................................................181
Local N/E Properties dialog box....................................................................................182
UTM Properties dialog box ...........................................................................................183
Methods for enabling position-reference systems .........................................................185
Panel buttons..................................................................................................................186
Reference System Settings dialog box...........................................................................186
Reference System dialog box.........................................................................................189
GPS Relative Settings dialog box ..................................................................................192
Reference System Properties dialog box .......................................................................193
Coordinate systems ........................................................................................................196
Tests on position measurements.....................................................................................197
Procedures for enabling position-reference systems......................................................203
Changing the reference origin........................................................................................204
Position dropout .............................................................................................................205

Handling position information

Two dialog boxes are used to set up the required conditions for handling and conversion
of position information from the position-reference systems and to and from the display
(see Figure 41):
• The Position Presentation dialog box can be used to select the datum and coordinate
system for display of position information. See Position Presentation dialog box
on page 178.
• The Reference System Properties dialog box can be used to provide information about
the input position data from each reference system. See Reference System Properties
dialog box on page 193. The following characteristics can be specified:
– Input datum.
– Offset of antenna or sensor head from the vessel's Midships position.
– Update period and accuracy.

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Certain position-reference systems provide a UTM position without the required format
information which must then be entered by the operator.

Figure 41 Dialog boxes for handling position information

Position Presentation dialog box

The Position Presentation dialog box allows you to select the display format for positions.
The most appropriate display presentation for position information depends on the
operational situation. For example, if you are using only a local position-reference
system such as HPR, then you will normally use a Local N/E presentation.
If UTM, Geographic or US State Plane presentation is selected for position coordinates, a
presentation datum for the displayed positions must be selected because a global position
must be related to a specific datum if it is to be unambiguous.

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Position-presentation in global coordinates may be inaccurate when a local

position-reference system is providing the reference origin.
To display this dialog box, select View→(Presentation) Position.

This dialog box changes appearance according to the selected Co-ordinate system.
Datum
The available datums can be selected from the drop-down list.
If Local-datum is selected, the Details button must be clicked to define all the
required transformation parameters.
Details
Click this button to call up a dialog box which deals with definition of datum
transformation parameters. See Datum Details dialog box on page 181.
Co-ordinate system
Select the coordinate system to be used for displaying position information.
Local N/E

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Displays positions in a local north/east coordinate system. The positions are

presented as North/East coordinates relative to the local origin point. If you
select this option you can (if configured) select between a system selected or
operator-specified position of origin (see Local N/E Properties dialog box on
page 182).
The length unit to be used is specified by the Length Unit option.
UTM

Displays positions in the Universal Transverse Mercator projection. Positions are

represented by north and east distance and UTM Zone (with compensation for
false northing and false easting if appropriate; see UTM Properties dialog box on
page 183). If you select this option, you must also select the datum that is to be
used for the conversion from the internal coordinate system to these coordinates.
The length unit to be used is specified by the Length Unit option.
Geographic

Displays positions in a global geographic coordinate system. Positions are

presented as latitude and longitude in the format specified by the Format option.
If you select this option, you must also select the datum that is to be used for the
conversion from the internal coordinate representation to these coordinates.

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US State Plane

Displays positions in the US State Plane coordinate system. Positions are

represented by north and east distance to the origin of the State Plane Zone. If
you select this option you must also select the datum that is to be used for the
conversion from the internal coordinate system to these coordinates.
If US State Plane is selected, the State Plane Zone drop-down list allows you to
select the relevant state plane zone to be used.

SPCS 27 and SPCS 83 are defined for NAD 27 and NAD 83 respectively. The
proper datum should therefore also be set, i.e. select NAD 27 as datum when using
SPCS 27 and select NAD 83 when using SPCS 83.
Length Unit
The length unit to be used is specified by the Length Unit option.
The Length Unit part of the dialog box changes according to the coordinate system
selected. For Local N/E, UTM and US State Plane presentations, the system allows
you to select the length unit to be used. For Geographic presentation, the system
allows you to select the display format for latitude and longitude.

Datum Details dialog box

A datum describes the earth as an ellipsoid using two parameters: Semimajor Axis and
Flattening.
The Datum Details dialog box contains the Semimajor Axis and Flattening values and
datum transformation parameters for conversion from WGS84 to the selected datum.
To display the dialog box, select Details button on the Position Presentation dialog box.

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For Local-datum all fields are editable, and you must define all the required
transformation parameters (see also Reference System Properties dialog box on
page 193).
Translation
The required translation from WGS84 to the selected datum.
Rotation
The required rotation from WGS84 to the selected datum.
Scale
The required scaling from WGS84 to the selected datum.
Semimajor Axis
The semi major axis of the earth ellipsoid for the selected datum.
Flattening
The inverse flattening of the earth ellipsoid for the selected datum.

Local N/E Properties dialog box

The Co-ordinate system - Local N/E option button on the Position Presentation dialog
box must be selected.
To display the dialog box, click the Local N/E Properties button.

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Use Reference System Origin

Allows you to select between a system selected or operator-specified position
of origin.
When this check box is selected, the position data of the reference origin is
subtracted from the position information received by the system.
An operator-specified position of origin cannot differ from the actual position by
more than 20000m. If you try to enter a position of origin that is too far from the
actual position, a message box is displayed informing you about the error.
Datum and Position of Origin are unavailable when the check box is selected.
Leave the check box cleared if you want to use an operator-specified position
of origin.
Datum
Select the required datum for position of origin (on this dialog box only).
Position of Origin
Enter coordinates of the position of origin.
Select the format of the position of origin (in this dialog box only), Geographic,
UTM or US State Plane.

UTM Properties dialog box

The Co-ordinate system - UTM option button on the Position Presentation dialog box
must be selected.
To display the dialog box, select the UTM Properties button.

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False Easting
When UTM presentation is selected, to avoid the presentation of negative
coordinates, you can specify that a fixed offset of 500 000 m is to be added to the
east/west component of a UTM position before it is displayed.
False Northing
When UTM presentation is selected, you can specify that a fixed offset of 10 000
000 m is to be added to the north/south component of a UTM position before it
is displayed (10 000 000 m is the approximate distance from the Equator to the
North Pole in a UTM grid). This avoids the display of negative coordinates for
positions in the southern hemisphere. False Northing is normally only applicable
on the southern hemisphere.
Zone options
Automatic zone calculation
Select this box to have the UTM zone calculated automatically from the geodetic
position measurements.
Zone
The required system UTM zone (not available if the UTM zone is calculated
automatically).
Zone offset
Allows you to apply a fixed offset to the received longitude degrees when
calculating the UTM zone of a position. You can offset the system UTM zone
up to ±3°.

Additional information
The Universal Transverse Mercator (UTM) is a cylindrical projection with the axis of
the cylinder passing through the centre of the earth. The earth sphere is divided in 60
zones as described in Figure 42.

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Figure 42 Utm zones

Greenwich
Meridian 0°

24 34
25 33
26 27 31 32
28 29 30

CD2942

Each zone is 6 degrees wide. In each zone, the Central Meridian divides the zone
in two equal halves. Because UTM is a grid system, there is a difference in direction
between Grid North and True North. This difference is zero on the Central Meridian and
increases across the zone.
Within each zone Eastings and Northings (in metres) increase in the eastward and
northward direction, with zero values on the Central Meridian and on the equator,
respectively.
For UTM presentation, the system allows you to specify a fixed offset by selecting
false easting and/or false northing.
10 000 000 m is the appoximate distance from the Equator to the North Pole in a UTM
grid.
Without false northing, UTM positions in the southern hemisphere are presented with
zero at the Equator and approximately -10 000 000 m at the South Pole. With false
northing, UTM positions in the southern hemisphere are presented with 10 000 000 m
at the Equator and approximately zero at the South Pole.

Methods for enabling position-reference

systems
The K-Pos DP system provides the following methods for enabling and disabling
position-reference systems:
• Panel buttons

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• One of the following, depending on system configuration:

– Reference System Settings dialog box
– Reference System dialog box
For information about all the options available from these dialog boxes, see Reference
System Settings dialog box on page 186 and Reference System dialog box on page 189.

Panel buttons
The SENSORS button group contains buttons which enable or disable each of the
available position-reference systems. Each button has a status lamp which shows the
status of the reference system:
• Off — disabled
• Flashing — enabled and calibrating, enabled and calibrated but rejected by the DP, or
not providing data
• On — enabled and accepted (acceptable position measurements are being received)

Reference System Settings dialog box

To display the dialog box, select Sensors→(Reference Systems) Settings.

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Position Properties
Select the required Datum for position presentation to be used on this dialog box.
Select the format of the position of origin, either Geographic, UTM or US State
Plane.
Weight
You can change the position-reference system’s relative weight.
Normal
Provides standard relative weight between the enabled position-reference systems,
i.e. all systems with equal estimated variance have equal weights.
Reduced GPS
Reduces the influence from the measured GPS positions relative to measurements
from other position-reference systems.
Reduced GPS weight is especially important if you have an oscillating GPS system,
as often will be the case in equatorial waters due to ionospheric degradation of
GPS. In this way a position-reference system with slow update rate, such as an
LBL system, will have greater influence on the model than a GPS system with
faster update rate.
Example showing typical relative weights when using 2 GPSs and 1 LBL with
similar accuracy levels:
GPS-1 GPS-2 HPR
Normal 0.33 0.33 0.33
Reduced GPS 0.10 0.10 0.80
The relative weights used are shown on the Reference system main view.
Acceptance Limits
The acceptance limit for the Prediction Test and indirectly also the Median Test
can be changed.
Narrow
Narrow limit. Corresponds to a Minimum Prediction Error circle with a small
radius. The radius may still increase due to increased noise in the position-reference
system. Narrow is recommended when operating in calm weather and with
requirements for accurate station-keeping. If all available (or the dominating)
position reference exhibit an erroneous drift in position, the system(s) will also
be rejected at an early stage before the vessel is significantly affected by the
wrong measurements.
Normal
Medium limit. The same Minimum Prediction Error limit as for Narrow is used.
There is an additional feedback mechanism where the actual deviation from the
model is used to increase the Prediction Error limit up to a maximum of 2 to 3
times the smallest radius. Normal should be applied in situations where there is
a chance that the DP model does not follow the actual movement of the vessel.
This is especially relevant when operating in rough sea. It is also applicable for
a vessel operating with another vessel alongside. A negative side-effect of this

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setting is that the system will, to a larger extent than with the Narrow setting, tend
to follow drifting position-reference systems.
Wide
Wide limit. A Minimum Prediction Error circle with an increased radius compared
to the other two settings is used. The same feedback mechanism as for Normal is
used, and the maximum value of the Prediction Error is also increased. Wide is
suitable, for example, for sailing in Mixed/Joystick mode at high speed.
Median Test
The settings of the Median Test (see Median test on page 200) can be changed.
Off
Turns off the median testing. This is indicated with the text OFF in the Median Test
field on the Refsys view, and by removal of the median test limit circle from the
plot on the Refsys view.
Warning
Turns on the median testing. When selected, a deviation warning is given if the
difference between the position data from a specific position-reference system and
the median of all online reference systems exceeds a preset warning limit.
Warning can be preferable compared to Warning and Reject (below) in some
instances. For example, when operating with two GPSs and one or two HPR
systems, and the GPSs have similar failures, Warning and Reject could lead to
rejection of the HPR by the median test.
Warning and Reject
Turns on the median testing. When selected, a reject warning is given if the
difference between the position data from a specific position-reference system and
the median of all online reference systems exceeds a preset combined warning and
reject limit. The position-reference system is rejected.
The median test limit circle is shown on the plot on the Refsys view, together with
the limit value in the Median Test field.
Set System Mode and Origin
Reset
Click this button to reset the System Origin and to deselect all position sources of
the corresponding position-reference system.
ID
Select the position sources to use for the required position-reference systems from
the drop-down lists.
System Mode
The Accepted check boxes show which position-reference systems and/or
individual position sources are currently enabled and accepted. The Monitor,
Enable and Disable option buttons are used for selecting position-reference systems
and individual position sources to monitor, enable and disable, respectively.

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A reference system enabled for monitoring will not influence the DP model (zero
weight), and it will not be included as an active reference system for the median
test. Apart from this all other reference system checking is active.
System Origin
The operator may choose to fix the reference origin of one or more reference
systems. A reference system with a fixed reference origin will not be calibrated
towards the model. Fixed reference origins can be specified by typing the
coordinates and selecting Fix. This is useful when the reference origin is known,
for example the position of an HPR or LBL transponder relative to a BOP or an
Artemis Fix antenna.
Mobile
Position sources can be specified to be mobile by selecting the corresponding
check boxes. This is important for operations such as following a mobile target.

Reference System dialog box

The Reference System dialog box has the following three tabbed pages:
• Enable — used for selecting position-reference systems to enable and monitor
• Weight — used for changing the position-reference systems' relative weight
• Validation — used for selecting the acceptance limits for the Prediction test and
switching the Median test on/off
To display the dialog box, select Sensors→(Reference Systems) Reference System.

Enable page

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Accepted
The check boxes show which position-reference systems are currently accepted.
Monitor
Check boxes for selecting position-reference systems to monitor.
A reference system enabled for monitoring will not influence the DP model (zero
weight), and it will not be included as an active reference system for the median
test. Apart from this all other reference system checking is active.
Enable
Check boxes to enable (checked) or disable (unchecked) each of the available
position-reference systems.
The Monitor and Enable check boxes for each position-reference system are mutually
exclusive. If the Monitor check box of an enabled position-reference system is selected,
this position-reference system is disabled. If the Enable check box of a monitored
position-reference system is selected, Monitor is deselected for this position-reference
system.

Weight page

Normal
Provides standard relative weight between the enabled position-reference systems,
i.e. all systems with equal estimated variance have equal weights.
Reduced GPS Weight
Reduces the influence from the measured GPS positions relative to measurements
from other position-reference systems.

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Reduced GPS weight is especially important if you have an oscillating GPS system,
as often will be the case in equatorial waters due to ionospheric degradation of
GPS. In this way a position-reference system with slow update rate, such as an
LBL system, will have greater influence on the model than a GPS system with
faster update rate.
Example showing typical relative weights when using 2 GPSs and 1 LBL with
similar accuracy levels:
GPS-1 GPS-2 HPR
Normal 0.33 0.33 0.33
Reduced GPS 0.10 0.10 0.80
The relative weights used are shown on the Reference system main view.

Validation page

Acceptance Limits
The acceptance limit for the Prediction Test (see Prediction test on page 199) and
indirectly also the Median Test can be changed.
Narrow
Narrow limit. Corresponds to a Minimum Prediction Error circle with a small
radius. The radius may still increase due to increased noise in the position-reference
system. Narrow is recommended when operating in calm weather and with
requirements for accurate station-keeping. If all available (or the dominating)
position reference exhibit an erroneous drift in position, the system(s) will also
be rejected at an early stage before the vessel is significantly affected by the
wrong measurements.

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Normal
Medium limit. The same Minimum Prediction Error limit as for Narrow is used.
There is an additional feedback mechanism where the actual deviation from the
model is used to increase the Prediction Error limit up to a maximum of 2 to 3
times the smallest radius. Normal should be applied in situations where there is
a chance that the DP model does not follow the actual movement of the vessel.
This is especially relevant when operating in rough sea. It is also applicable for
a vessel operating with another vessel alongside. A negative side-effect of this
setting is that the system will, to a larger extent than with the Narrow setting, tend
to follow drifting position-reference systems.
Wide
Wide limit. A Minimum Prediction Error circle with an increased radius compared
to the other two settings is used. The same feedback mechanism as for Normal is
used, and the maximum value of the Prediction Error is also increased. Wide is
suitable, for example, for sailing in Mixed/Joystick mode at high speed.
Median Test
The settings of the Median Test (see Median test on page 200) can be changed.
Off
Turns off the median testing. This is indicated with the text OFF in the Median Test
field on the Refsys view, and by removal of the median test limit circle from the
plot on the Refsys view.
Warning
Turns on the median testing. When selected, a deviation warning is given if the
difference between the position data from a specific position-reference system and
the median of all online reference systems exceeds a preset warning limit.
Warning can be preferable compared to Warning and Reject (below) in some
instances. For example, when operating with two GPSs and one or two HPR
systems, and the GPSs have similar failures, Warning and Reject could lead to
rejection of the HPR by the median test.
Warning and Reject
Turns on the median testing. When selected, a reject warning is given if the
difference between the position data from a specific position-reference system and
the median of all online reference systems exceeds a preset combined warning and
reject limit. The position-reference system is rejected.
The median test limit circle is shown on the plot on the Refsys view, together with
the limit value in the Median Test field.

GPS Relative Settings dialog box

When the vessel is equipped with two GPS reference systems with DARPS functionality
for positioning relative to an FSU or loading bouy, you can select the UHF and TDMA
link configuration to be used for each of the DARPS systems.

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To display the dialog box, select: Sensors→(Reference Systems) GPS Relative Settings.

Click the option button of the required UHF Link for each of the GPS REL 1 and GPS
REL 2. GPS REL 1 normally uses configuration 1 and GPS REL 2 normally uses
configuration 2.
Note
When two beacons are available, the same beacon cannot be used by both systems
simultaneously.

Reference System Properties dialog box

The Reference System Properties dialog box allows you to change the characteristics,
update period and accuracy of a position-reference system.
However, the characteristics of the position-reference system can only be defined when
it is not enabled for use or monitoring, whereas the update period and accuracy can
be specified while in operation.
The Reference System Properties dialog box can be used to define the input conversion
that is required for each position-reference system:
• For global reference systems, you must specify the datum that is used by that system
so that the position information can be converted to the selected system datum.
• For all reference systems, you can specify the offset from the antenna or sensor head
on the vessel to the vessel's Midships position, so that the position information can be
adjusted for this offset.
To display the dialog box, select Sensors→(Reference Systems) Properties.

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Reference system
Select the name of the reference system from the list box. If you have changed the
properties of a reference system, and then selected another system from the list, a
dialog box is displayed prompting you want to save the changes.
Datum
For a global reference system, the datum in which the position measurements are
received. If this datum is different from the selected system datum (WGS84),
conversion to the system datum will be performed.
If position information from a global reference system is based on a predefined
datum other than those present in the Datum drop-down list, you can select
Local-datum from this drop-down list. You must then use the Position Presentation
dialog box and Datum Details dialog box (see Position Presentation dialog box
on page 178 and Datum Details dialog box on page 181, respectively) to define
the required transformation parameters.
CG Offset
Allows you to specify the offset (Ahead, STBD and Down) from the antenna or
sensor head on the vessel to the vessel's centre of gravity (Midships). The received
position information is then adjusted for this offset.
Note
Some position-reference systems have internal adjustments to CG. For these systems, the
received position information should not be adjusted by the K-Pos DP system.

Expected values
Allows you to specify an Update Period and an Accuracy for the selected
position-reference system. The Update Period is mostly used for HPR systems. To
avoid unnecessary timeout warnings, you can extend the Update Period and thus
the time before a warning is issued. The Accuracy value is used for calibration
purposes and when testing the accuracy of the position-reference system. If
calibration fails, increase the value to ease calibration of a position-reference
system. Note that the higher the value entered in the Accuracy text box, the wider
the limits for the tests on position-reference systems.
Error ellipse
The system calculates a variance of the measurements for each position-reference
system. Based on these calculations, the system places different weighting on
their measurements according to each system’s individual quality and gives

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more emphasis on the position-reference systems that are providing the best
measurements. The higher the system’s variance, the lower its weighting factor.
In addition, an error ellipse may be used while calculating the accuracy of the
measurements — check box selected.
For some reference systems this error ellipse can be too large and pessimistic,
resulting in lower weighting of the reference system than necessary. De-select
the check box to switch off the function for including the error ellipse in the
calculations.
To change the selection of the function, the reference system should be de-selected
(the respective button on the panel unlit).
Depending on the type of position-reference system and its internal settings, this
function can be permanently set to on or off and not available for the operator to
select it.
Details
Clicking this button opens an extension of the Reference System Properties dialog
box (see Position Presentation dialog box on page 178). This expansion allows
you to set up a quality filter, defined as a general satellite navigation system filter
for both GPS, GLONASS and GNSS reference systems.
The Details button is only present in the Reference System Properties dialog box
when one of the above satellite navigation reference systems has been selected in
the list box.

Quality Filter Actions

With a satellite navigation system selected, and the Details button in the Reference system
Properties dialog box clicked to show the quality filter, a number of filter parameters can
be specified specifically for the selected system. For each filter parameter, a Quality Filter
Action, which can be either None, Warning (data used, warning given) or Alarm (data
rejected, alarm given), can be specified.

No differential correction
Allows you to select a filter action if no differential data is available/received. This
is considered to be an important parameter, and a warning or an alarm must always
be given. It is therefore not possible to select None as an action.

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MIN number of satellites (≥3)

Allows you to type the minimum number of satellites in the corresponding text
box and to select filter action. The number of satellites you enter must be larger
than or equal to the preconfigured number displayed on the dialog box (3 in the
example shown).
MAX HDOP (1.0-10.0)
Allows you to type a maximum value for the HDOP (Horizontal Dilution Of
Precision) in the text box and to select filter action. The HDOP represents the
quality of the derived position and clock bias estimates. This number is based
on the geometry of the satellite constellation. The more spread out the satellite
positions are, the lower the HDOP becomes. Low number results in less errors in
position and clock bias.
Time freeze detection
Allows you to select a filter action for the UTC (Universal Time Coordinated, i.e.
common standard time) freeze detect function. This quality filter function only
applies when receiving telegrams containing clock data.

Coordinate systems
Global and local position-reference systems
Position information from position-reference systems may be received by the K-Pos DP
system in many different forms:
• Global position-reference systems such as GPS provide position information as
Latitude and Longitude in a geodetic coordinate system. The applicable datum must
be known (for example: WGS84, ED87).
• Some global position-reference systems provide positions in the UTM projection (a
flat surface projection, defined by a UTM zone and north and east distances from the
0-point of this zone - see UTM Properties dialog box on page 183). The applicable
datum must be known (for example: WGS84, ED87).
• Local position-reference systems such as HPR provide positions in local Cartesian
coordinates (defined by two-dimensional measurement of the north/south (X) and
east/west (Y) distances from a locally defined reference origin, such as the position
of a transponder).
Whatever types of position-reference systems are enabled, all position input is converted
into a geographic system using WGS84 as a “system datum”.

System datum
The controller always uses an internal geographic coordinate system, with a specified
system datum, WGS84.

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• All position information from global reference systems which use a different datum
are converted internally to WGS 84. (To select the datum to be used for display of
position information, see Position Presentation dialog box on page 178.)
• Position information in UTM format is converted to geographic coordinates.

The reference origin

Each position-reference system provides position measurements relative to a known
reference point specific for that reference system.
The reference point of the first position-reference system selected and accepted for use
with the system, becomes the reference origin (the origin in the internal coordinate
system). Position information from any other reference systems is then calibrated
according to this coordinate system.
This coordinate system remains as the reference origin until all position-reference
systems are de-selected and a new position-reference system is selected as the reference
origin.
Selecting a particular position-reference system as the reference origin does not mean
that the K-Pos DP system treats it as being better or more reliable than any other
position-reference system. It concerns only the location of the reference origin.
The reference origin selected should be the one most appropriate to your operational
requirements.
The position of the reference origin is indicated on the Posplot view (if within the range
of the view). The reference system defining the reference origin is marked with an
asterisk on the Reference system main view.
Note
Recalibrating the origin reference system will give new coordinates for the reference
origin system (can vary from zero) unless the reference system/transponder is set to be
fixed (see System Origin in Reference System Settings dialog box on page 186).

Tests on position measurements

The K-Pos DP system performs a series of tests on each position-reference system to
check that their position measurements are accurate enough for use. The following
online tests are performed:
• A Freeze test rejects repeated measurements. If the variation in the measured position
is less than a system set limit over a given period of time, the position-reference
system is rejected.
• A Variance test monitors the measurement variance and compares the variance value
with a calculated limit.

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• A Prediction test detects sudden jumps or large systematic deviations in the measured
position. The limit for the prediction test is a function of the estimated position in
the Vessel Model and the actual measurement accuracy.
• A Divergence test gives a warning of systematic deviations and/or slow-drift (before
the system is rejected by the prediction test).
• A Median test detects position measurements that differ from the median position
value with more than a predefined limit. The test is mainly designed to detect slowly
drifting position-reference systems.
If the results of the prediction, median and variance tests suggest that the position
measurements from a particular reference system are not accurate, then that system's
measurements are not used.
The characteristics of the active position-reference systems are shown on the Reference
system main view (see Reference system main view on page 346).

Standard deviation of position measurements

For all position-reference systems, circles are placed around a representative sample
of position measurements. The size of the circles relates to the spread, in metres,
of the samples of position measurements. The radii of the circles correspond to the
standard deviation of the measurements of each position-reference system. The standard
deviations are also trended on the Reference system main view (see Reference system
main view on page 346).

Freeze test
If a position-reference system has an internal error causing the same measurements to be
continuously sent to the Vessel Model, the system could, if no precautions were taken,
mistake the data for good and stable measurements.
The freeze test rejects repeated measurements. The K-Pos DP system treats repeated
reports of the same position from one position-reference system with caution. The
position-reference system is monitored and its input rejected if the variation in its
position measurements is less than a predefined limit over a given time period. The
following alarm message is displayed in the Event List view:
Reference position frozen
You should disable the frozen position-reference system.
Note
By configuration, the freeze test is disabled for some position-reference systems (usually
GPS/Artemis) due to the resolution in the data from these position-reference systems.

Variance test
The K-Pos DP system calculates a variance for each of the position-reference systems
in use.

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The system assigns different weightings to each position-reference system, based on

its calculated variance. In this way, the system is able to place more emphasis on the
position-reference systems that are providing the best measurements. The higher the
system's variance, the lower its weighting factor.
The following Warning Message is displayed in the Event List view if the variance of
a position-reference system exceeds a system-set limit:
Reference high noise
The position-reference system is not rejected in this event, but the K-Pos DP system
places little emphasis on the position-reference system in question.
The variance test detects if the variance in the measured values exceeds the reject limit.
The variance reject limit is based on the expected variance of the position-reference
system. The following Warning Message is displayed in the Event List view when a
position-reference system is rejected due to too high variance:
Reference high variance
You should disable the position-reference system if the event of high variance is
recurring. No corrective actions are necessary if the problem is intermittent only.

Prediction test
The prediction test detects sudden jumps in the measured position, and immediately
rejects those that lie outside the limits, see Figure 43 on page 199. The test will
also reject data that drift away from the Vessel Model's predictions. The limit for the
Prediction test is a function of the actual measurement accuracy (calculated variance).

Figure 43 Prediction test

POSITION N/E

Rejected measurement

Rejection limit

Model prediction

Measurement

Rejection limit

TIME
(CD3293)

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If the Prediction test limits are exceeded, the following warning message is displayed
in the Event List view:
Reference Prediction Error
When this warning message is displayed, you should verify that the correct
position-reference system is rejected. You can then disable the position-reference system
that causes the prediction error.
The prediction error limit of the most accurate position-reference system at any time,
called the Minimum Prediction Error Limit, is displayed on the Reference system main
view.
Irrespective of the accuracy of a position-reference system, the prediction error limit is
usually not set to less than 4m. This is done to avoid rejecting accurate position-reference
systems.

Divergence test
When two or more position-reference systems are in use, this slow drift test detects when
measurements from one position-reference system differ from the other(s). The limit is
taken as 70% of the prediction error limit.
The purpose of the test is to give an early indication of systematic errors before the
position-reference system is rejected by the prediction test. This test only warns the
operator, and does not automatically reject data. The following warning message is
displayed in the Event List view:
Reference high offset
When this warning message is displayed, you should examine which position-reference
system is drifting using the Reference system main view (see Reference system main
view on page 346). Recalibrate or disable the position-reference system that causes
the high offset warning.

Median test
The median test can be performed when three or more position-reference systems
are in use. The median position is computed from the filtered measurements that are
independent of the Vessel Model.
The Median test is primarily intended to reject slowly drifting position-reference systems.
Unlike the prediction test, the median test is independent of the DP model. This implies
that a position-reference system can be rejected even though its measurements do not
deviate from the Vessel Model, as can be the case with slowly drifting position-reference
systems.

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Figure 44 Median test

POSITION Measurement
NORTH from system A

Reject limit
around total
median line
North
Median
line

Measurement
from system B
Measurement
from system C

POSITION
(CD2971) EAST

When the Median test is active, a blue circle with radius equal to the Median Test Limit
and with centre at the median value of all positions given by the position-reference
systems, is displayed on the Reference system main view. The Median Test Limit is
taken as 80 % of the Minimum Prediction Error Limit.
The operator may choose to reject an inaccurate position-reference system, or only to
have a warning displayed.
The following warning message is displayed in the Event List view when a
position-reference system is rejected:
Reference median rejected
When this warning message is displayed, you should verify that the correct
position-reference system is rejected. The position-reference system that is verified to
be in error must be disabled. If the reference system is not disabled, this may lead to
rejection of a potentially more accurate reference system by the Prediction test.
If measurements from more than one position-reference system are outside the Median
Test Limit, only the system with the longest distance to the Median position is rejected.
This system will take part in the Median testing in the next sample (unless it is disabled
by the operator).
In a situation with several drifting position-reference systems, disabling of a reference
system may lead to a sudden change in the Median position, as illustrated in Figure 45.

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Figure 45 Disabling a drifting position-reference system causes the Median position

to change

Position reference systems A and C are outside the median test limits. C is rejected.

C has been disabled by the operator and therefore does not take part in the test. This
causes Median position to change. Position-reference system A is now outside the
median test limit. A is rejected.

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Procedures for enabling position-reference

systems
The reference point of the first position-reference system selected and accepted for use
with the system, becomes the reference origin. Position information from any other
reference systems is then calibrated according to this system.

Enabling the first position-reference system

Before enabling the first position-reference system, ensure that the vessel speed is as
low as possible.
If the system has been in Joystick mode for more than a few minutes without an enabled
position-reference system, first go to Standby mode and then back to Joystick mode to
reset the Vessel Model.
1 Ensure that the required gyrocompasses are enabled.
2 Ensure that the required position-reference system is active and available.
3 Enable the position-reference system.
• An initial calibration of the position-reference system is performed.
• The status lamp for the selected position-reference system will flash during the
calibration process.
4 Check that the status lamp of the selected position-reference system button becomes
steadily lit to indicate that acceptable position measurements are being received.
5 Check that the following information message is displayed in the Event List view:
Reference origin <system><vessel pos. north><vessel pos. east>
• The origin of this position-reference system is now used as the reference origin.
6 Allow the Vessel Model to stabilise before enabling any additional position-reference
systems.

Enabling other position-reference systems

The other position-reference systems that are enabled can be in a monitoring state. This
is indicated on the Reference system main view, here you will see the status for these
systems as Mon Online in the Reference system main view. To change the status from
monitoring to enabled for other reference systems:
1 Enable the other position-reference systems by clicking on the Enable check-box in
the Reference system dialog box, for the system you want to use.
• The position measurements from the selected position-reference systems are
calibrated against the reference origin.
• The button status lamps for the selected position-reference systems will flash
during the calibration process (up to 20 seconds).

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2 Check that the status lamps of the selected position-reference systems become
steadily lit, or that the status shows Online in the Reference system main view,
indicating that acceptable position measurements are being received and that the
calibration process was successful. The following information message should be
displayed in the Event List view for each system:
Calibration OK <system><vessel pos. north><vessel pos. east>
3 If the variation in the position measurements from a selected position-reference
system is too high during the calibration process, the status lamp will continue
flashing and the following Warning Message will be displayed in the Event List
view:
Calibration error <system><limit><variance
• This may be due to an error in the position-reference system or higher noise than
the value specified as expected Accuracy on the Reference System Properties
dialog box. See Reference System Properties dialog box on page 193 for how
to change the value. The system will continue trying to calibrate the system
until it is disabled.
Continuous measurements of the vessel's position are essential for dynamic positioning.
Several different position-reference systems are normally used.

Changing the reference origin

Each position-reference system provides position measurements relative to a known
reference point specific for that reference system.
The reference point of the first position-reference system selected and accepted for use
with the system, becomes the reference origin (the origin in the internal coordinate
system). Position information from any other reference systems is then calibrated
according to this coordinate system.
The reference origin selected should be the one most appropriate to your operational
requirements.
To change the reference origin:
1 Disable all position-reference systems.
• If SURGE and/or SWAY is enabled the following alarm message is displayed:
No reference system enabled
• On the Reference system main view, note that the status changes to Offline with a
red circle for all disabled position-reference systems.
2 Enable the position-reference system that is to provide the reference origin.
3 Allow the Vessel Model to stabilise.
4 Enable additional position-reference systems if required.

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Position dropout
If the vessel position is under automatic control and all position-reference input is lost or
rejected, the following alarm message is displayed:
All reference systems rejected
After 20 seconds without reference input, the following alarm is given:
Position dropout
This means that the system is currently using only the estimated position from the Vessel
Model, and that this position has not been updated with measured positions for at least
20 seconds (“dead reckoning” mode).
When this message is generated, the setpoint is set automatically to the current estimated
vessel position.
The status lamps of all previously enabled position-reference systems will be flashing
as the system tries to recalibrate.
You can remain in Position dropout, but the following points must be noted:
• The displayed vessel position is the estimated position from the Vessel Model. After
a few minutes, the vessel may begin to pick up speed in one direction, without this
being reflected on the display.
• A calibration of the lost position-reference systems may occur at any time. This will
normally have no immediate effect on the vessel's movement, but if the calibrated
system is unreliable or drifting, the vessel may begin to move. In this event, you must
examine the Posplot view for any jumps in the displayed vessel position.
The recommended action in Position dropout (if operational circumstances allow) is:
1 Return the system to joystick control in all axes and use the joystick to manoeuvre
the vessel. When at least one reliable position-reference system is successfully
calibrated, return to the required operational mode.
2 When at least one reliable position-reference system is successfully calibrated,
return to the required operational mode.

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Main modes and operating

procedures

This section contains the following topics:

Standby mode ................................................................................................................206
Joystick mode ................................................................................................................207
Auto Position mode .......................................................................................................212
Offshore loading modes .................................................................................................214
Approach mode..............................................................................................................214
Weather Vane mode mode .............................................................................................215
Connect mode ................................................................................................................215
Loading mode ................................................................................................................216

Standby mode
The Standby mode is a waiting and reset mode in which the system is in a high state of
readiness, but in which no vessel control commands can be made. It is the default mode
when the system is first switched on. In Standby mode you can prepare the system
for operation.
Note
When in Standby mode, ignore any displayed position information.

In this mode you may also:

• Calibrate the joystick (see Calibrating the joystick on page 115).
• Select the required buoy (see Buoy Select dialog box on page 233
• Enable the required gyrocompasses (see Gyrocompasses on page 158).
• Enable the required wind sensors (see Wind sensors on page 163).
• Enable the required VRSs (see Vertical reference sensors (VRS) on page 166).
• Enable the required hawser sensors (see Sensors dialog box — Hawser page on
page 173).
• Enable the required draught sensors (see Sensors dialog box — Draught page on
page 171).

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• Enable the required thrusters, propellers and rudders (see Enabling thrusters on
page 250).

Returning to Standby mode/manual levers

To return to Standby mode from any other mode:
1 Press the STANDBY button twice.
• The STANDBY button status lamp becomes lit.
2 Disable all position-reference systems.
3 Disable all thrusters, propellers and rudders.
4 If you are to use manual levers, switch from K-Pos DP thruster control to manual
thruster control (usually a switch or a button located on the main thruster control
panel).
• The K-Pos DP system provides Thruster not ready alarms.
Note
When switching to manual thruster control, thrusters, propellers and rudders are no
longer READY for K-Pos DP control (i.e. they lose their READY status).

Joystick mode
In Joystick mode, the operator controls the movement of the vessel using the three-axis
joystick.
The following applies if the operator is facing forwards or aft when looking at the
display screen:
• Moving the joystick forward/back controls the vessel in the surge axis.
• Moving the joystick left/right controls the vessel in the sway axis.
• Rotating the joystick rotates the vessel (the yaw axis).
The following applies if the operator is facing to port or starboard when looking at
the display screen:
• Moving the joystick forward/back controls the vessel in the sway axis.
• Moving the joystick left/right controls the vessel in the surge axis.
• Rotating the joystick rotates the vessel (the yaw axis).
Refer also to the following sections:
• Joystick Settings dialog box on page 112
• Thruster Allocation dialog box on page 253

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From Standby mode to Joystick mode

Note
Before using the joystick, it must be correctly calibrated. See Calibrating the joystick
on page 115.

To take the system from Standby mode to Joystick mode:

1 Ensure that the joystick is in the zero position in all three axes, and that it is
functioning correctly (see Joystick view on page 320).
2 Ensure that the required gyrocompasses are enabled (see Gyrocompasses on
page 158). See also Position and heading information on page 209.
3 Ensure that the required wind sensors are enabled (see Wind sensors on page 163).
4 Ensure that the required VRSs are enabled (see Vertical reference sensors (VRS)
on page 166).
5 Ensure that the required draught sensors are enabled (see Sensors dialog box —
Draught page on page 171).
6 Ensure that the required thrusters, propellers and rudders are enabled (see Enabling
thrusters on page 250).
7 If the vessel has a switch or button to select between manual and K-Pos DP thruster
control (usually located on the main thruster control panel), set this switch/button
to K-Pos DP.
8 Press the JOYSTICK button twice.
• The JOYSTICK button status lamp starts to flash and then becomes steadily
lit when the mode is entered.
9 Enable the required position-reference systems (see Methods for enabling
position-reference systems on page 185). See also Position and heading information
on page 209.

Joystick control of position and heading

To move the vessel along the surge and sway axes (alongships and athwartships
directions), tilt the joystick. The direction in which the joystick is tilted determines the
direction of applied thruster force, and the angle of tilt determines the amount of applied
thruster force.
To turn the vessel (the yaw axis), rotate the joystick. The direction in which the joystick
is rotated determines the direction of the turning force demand, and the angle through
which the joystick is rotated determines the amount of applied turning moment.
The Joystick view (see Joystick view on page 320) provides useful information in the
Joystick mode.

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Position and heading information

It is not essential to enable either position-reference systems or gyrocompasses when
operating in Joystick mode. However, the estimated position, heading and speed
provided by the Vessel Model are meaningless if they have not been adjusted according
to measured information.
Note
If you do not enable any position-reference systems or gyrocompasses, you must ignore
any displayed position, heading or speed information.

Joystick electrical failure

Electrical failures affecting the joystick, such as an open loop or a short circuit, are
detected by the system. If the voltage read by the panel controller is outside predefined
limits, the joystick value for the actual axis is set to zero (it is no longer possible to
control the vessel in this axis using the joystick), and an alarm message is reported:
Joystick electrical failure <surge/sway/yaw>

Mixed joystick/auto modes

While remaining in Joystick mode, and provided the required gyrocompasses and/or
position-reference systems are enabled, you can select either one or two of the surge,
sway and yaw axes for automatic control:
• Press the YAW button for automatic heading control with joystick control of the surge
and sway axes (see Joystick mode with automatic heading control on page 209).
• Press the SURGE and SWAY buttons for automatic position control with joystick
heading control (see Joystick mode with automatic position control in both surge
and sway on page 210).
• Press the YAW and SURGE buttons for automatic heading control, automatic
stabilisation in the surge axis, and joystick control of the sway axis (see Joystick mode
with automatic stabilisation on page 211).
• Press the YAW and SWAY buttons for automatic heading control, automatic
stabilisation in the sway axis, and joystick control of the surge axis (see Joystick mode
with automatic stabilisation on page 211).
If you select all three axes for automatic control, the system automatically enters the
Auto Position mode (see Auto Position mode on page 212).

Joystick mode with automatic heading control

In Joystick mode with a gyrocompass enabled, you can select automatic heading control.
When automatic heading control is selected, the system automatically provides the
thruster control necessary to maintain this heading.

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Refer also to the following sections:

• Gain dialog box on page 107
• Changing the heading setpoint on page 227
• Alarm Limits dialog box on page 103
• Rate Of Turn page on page 231

Selecting automatic heading control

To select automatic heading control while in Joystick mode:
1 Check that none of the status lamps for the SURGE, SWAY or YAW buttons are lit.
2 Ensure that the required gyrocompasses are enabled (see Gyrocompasses on
page 158).
3 Press the YAW button twice within four seconds.
• The YAW button status lamp starts to flash.
• The vessel rotation (Rate Of Turn) starts to slow down in a controlled manner at
a rate that depends on the selected controller gain.
• When the Rate Of Turn is reduced to less than a predefined limit, automatic
heading control is enabled and the YAW and PRESENT HEADING button status
lamps become steadily lit. The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel on this heading.
• The deviation between the estimated heading and the heading setpoint is shown
on the Heading pane (see Dashboard layout on page 78).

Returning to joystick heading control

To return to joystick heading control:
1 Press the JOYSTICK button twice within four seconds.
• The YAW and PRESENT HEADING button status lamps become unlit.
2 Control the vessel's heading manually using the joystick.

Joystick mode with automatic position control in both surge

and sway
In Joystick mode, with an active gyrocompass and with an active position-reference
system, you can select automatic position control in both the surge and sway axes.
(Selection of only one of the surge and sway axes for automatic control is normally
combined with automatic heading (yaw) control, and is described in Joystick mode
with automatic stabilisation on page 211.)
Refer also to the following sections:
• Gain dialog box on page 107
• Changing the position setpoint on page 219
• Alarm Limits dialog box on page 103

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Selecting automatic position control

To select automatic position control while in Joystick mode:
1 Check that none of the status lamps for the SURGE, SWAY or YAW buttons are lit.
2 Ensure that the required gyrocompasses are enabled (see Gyrocompasses on
page 158).
3 Ensure that at least one position-reference system is active and enabled (see Methods
for enabling position-reference systems on page 185).
4 Press the SURGE and the SWAY buttons twice within four seconds.
• The SURGE and SWAY button status lamps start to flash.
• The vessel starts to slow down (loose speed) in the surge and sway axes in a
controlled manner at a rate that depends on the selected controller gain.
• When the vessel speed (in both the surge and sway axes) is reduced to less than
predefined limits, automatic position control is enabled and the SURGE, SWAY
and PRESENT POSITION button status lamps become steadily lit. The current
vessel position becomes the position setpoint, and the system automatically
keeps the vessel at this position.
• The deviation between the estimated position and the position setpoint is shown
on the Position deviation pane (see Dashboard layout on page 78).

Returning to joystick position control

To return to joystick position control:
1 Press the JOYSTICK button twice within four seconds.
• The PRESENT POSITION, SURGE and SWAY button status lamps become unlit.
2 Control the vessel's position manually using the joystick.

Joystick mode with automatic stabilisation

In Joystick mode, with an active gyrocompass and with an active position-reference
system, you can select automatic stabilisation. This means that either:
• The yaw and surge axes are under automatic control while the sway axis remains
under joystick control.
or
• The yaw and sway axes are under automatic control while the surge axis remains
under joystick control.
Refer also to the following sections:
• Gain dialog box on page 107
• Changing the heading setpoint on page 227
• Alarm Limits dialog box on page 103
• on page
• Rate Of Turn page on page 231

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Selecting automatic stabilisation

To select automatic stabilisation while in Joystick mode:
1 Check that none of the status lamps for the SURGE, SWAY or YAW buttons are lit.
2 Ensure that the required gyrocompasses are enabled (see Gyrocompasses on
page 158).
3 Ensure that at least one position-reference system is active and enabled (see Methods
for enabling position-reference systems on page 185).
4 Press the YAW button twice within four seconds.
• The YAW button status lamp starts to flash.
• The vessel rotation (Rate Of Turn) starts to slow down in a controlled manner at
a rate that depends on the selected controller gain.
• When the Rate Of Turn is reduced to less than a predefined limit, automatic
heading control is enabled and the YAW and PRESENT HEADING button status
lamps become steadily lit. The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel on this heading.
• The deviation between the estimated heading and the heading setpoint is shown
on the Heading pane (see Dashboard layout on page 78).
5 Press either the SURGE or SWAY button twice within four seconds.
• The respective SURGE or SWAY button status lamp starts to flash.
• The vessel starts to slow down (loose speed) in the surge or sway axis in a
controlled manner at a rate that depends on the selected controller gain.
• When the vessel speed (in the surge or sway axis) is reduced to less than a
predefined limit, automatic position control in the selected axis is enabled and
the SURGE or SWAY button status lamp becomes steadily lit. The current vessel
position in the selected axis becomes the position setpoint in that axis, and the
system automatically keeps the vessel at this position.
• The deviation between the estimated position and the position setpoint is shown
on the Position deviation pane (see Dashboard layout on page 78).
6 Control the vessel movement in the unselected axis manually using the joystick.

Returning to joystick control

To return to joystick control in all axes:
1 Press the JOYSTICK button twice within four seconds.
2 Control the vessel's heading and position manually using the joystick.

Auto Position mode

In Auto Position mode, the system automatically maintains the heading and position of
the vessel. This mode requires at least one active gyrocompass and at least one active
position-reference system. The actual number of active sensors required depends on the
DP Class requirements for the operation to be performed.

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Refer also to the following sections:

• Gain dialog box on page 107
• Thruster Allocation dialog box on page 253
• Changing the position setpoint on page 219
• Changing the heading setpoint on page 227
• Alarm Limits dialog box on page 103
• DP online consequence analysis on page 310

From Joystick mode to Auto Position mode

To take the system from Joystick mode to Auto Position mode:
1 Ensure that none of the status lamps above the YAW, SURGE and SWAY buttons
are lit.
2 Ensure that at least one gyrocompass is active and enabled (see Sensors dialog
box — Gyro page on page 158).
3 Ensure that at least one position-reference system is active and enabled (see Methods
for enabling position-reference systems on page 185).
4 Hold the vessel as stationary as possible using the joystick.
5 Press the AUTO POSITION button twice within four seconds.
• The AUTO POSITION button status indicator starts to flash and then becomes
steadily lit when the mode is entered.
• The YAW, SURGE and SWAY button status lamps start to flash.
• The vessel rotation (Rate Of Turn) starts to slow down in a controlled manner at
a rate that depends on the selected controller gain.
• The vessel starts to slow down (loose speed) in the surge and sway axis in a
controlled manner at a rate that depends on the selected controller gain.
• When the Rate Of Turn is reduced to less than a predefined limit, automatic
heading control is enabled and the YAW and PRESENT HEADING button status
lamps become steadily lit. The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel on this heading.
• The deviation between the estimated heading and the heading setpoint is shown
in the Heading area of the display.
• The vessel starts to slow down (loose speed) in the surge and sway axes in a
controlled manner at a rate that depends on the selected controller gain.
• When the vessel speed (in both the surge and sway axes) is reduced to less than
predefined limits, automatic position control is enabled and the SURGE, SWAY
and PRESENT POSITION button status lamps become steadily lit. The current
vessel position becomes the position setpoint, and the system automatically
keeps the vessel at this position.
• The deviation between the estimated position and the position setpoint is shown
on the Position area on the display.

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Note
No change in position or heading should be attempted during the first five minutes after
entering Auto Position mode in order to allow the Vessel Model to stabilise. For critical
DP operations or during difficult weather/current conditions, this initial time period
should be extended to at least 15 minutes.

Offshore loading modes

You should always select a buoy before entering any operation mode related to offshore
loading. To do this in Standby mode select Settings→(Offshore Loading) Select Buoy. If
you forget to select a buoy the following message is displayed:

Approach mode
When the vessel is at an appropriate position relative to the loading buoy, and within the
predefined maximum distance from the buoy, you can select Approach mode.
1 Press the APPROACH button twice.
• The APPROACH, SURGE, SWAY and YAW status lamps become lit.
• The vessel position and heading are controlled using the weather vane principle
(see Weather vaning on page 59).
The Posplot view on page 333 can be used to monitor the movement of the vessel.
Refer also to the following sections:
• Setpoint radius on page 237
• on page
• Gain dialog box on page 107
Note
Set the controller gain to an appropriate level for the weather conditions. If possible, use
Low controller gain. Higher gain can result in less stable control.

Changing the reference origin

If required, you can select a new position-reference system as the reference origin. See
Changing the reference origin on page 204 for a general procedure.

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Caution
If you approach the buoy without using DP control but with the K-Pos DP
system in Joystick mode (to monitor the buoy position on the Posplot view),
you must return the system to Standby mode to reset the Vessel Model
before selecting the new reference origin and entering the Approach mode.

Weather Vane mode mode

For bow-loading operations, it is recommended that the chain stopper is closed and/or
the hose is connected to the vessel before Weather Vane mode is selected.
In this mode the weather vaning principle is used to control the vessel’s heading and
position.
In the Weather Vane mode (and in the Approach mode when the hose is connected), the
preconfigured position warning and alarm limits are activated.
It is not possible to enter Weather Vane mode if the distance to bow-base or setpoint
radius are outside the defined limits. The following message is displayed:

We recommend that hawser tension compensation is enabled before entering Weather

Vane mode. See Sensors dialog box — Hawser page on page 173.
Press the WEATHER VANE button twice.
• The WEATHER VANE status lamp becomes lit.
• The vessel position and heading are controlled using the weather vane principle.
When operating in the Weather Vane mode:
• You can adjust the setpoint radius as required within the predefined maximum and
minimum distance limits. See Setpoint radius on page 237.
• The predefined position alarm limits are active.
• You can define additional fore and aft position alarm limits. See Weather Vane page
on page 104.

Connect mode
When the vessel is within the limiting distance from the base position (defined in the
STL buoy data), you can select the Connect mode.
1 Press the CONNECT button.

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• The status lamps for the CONNECT, SURGE, SWAY and YAW buttons are lit.
• The setpoints for heading and position are set to the current estimated vessel
heading and position.
• The position of the mating cone is selected as the vessel rotation center.
2 You can change the heading setpoint using the standard procedure available in Auto
Position mode (see Changing the heading setpoint on page 227).
You can change the position setpoint using the trackball to mark a new setpoint
on the Posplot view (see Marking a new position setpoint on the Posplot view on
page 220).
In addition, you can set the position setpoint to the base position or the buoy position
using the Goto Base or Goto Buoy functions provided on the Stl page of the Position
dialog box (see STL goto base/buoy on page 245).
3 Go to the buoy position.
4 Use the STL Monitor view on page 360 to monitor the position of the STL buoy
during the connection process.
5 Connect the STL buoy.
• When the depth of the STL buoy is above a limit which indicates that the buoy
is being hauled in, the K-Pos DP system begins compensating for the restoring
forces of the STL mooring system. The damping and restoring forces of the
STL mooring system depend on the offset from the base position and the depth
of the buoy.
• One minute after the K-Pos DP system receives a signal indicating that the STL
buoy is connected, the following alarm message is displayed:
STL buoy connected
6 Select Loading mode.

Loading mode
When the STL buoy is connected, select the Loading mode.
1 Press the LOADING button twice within four seconds.
• The status lamps for the LOADING, SURGE, SWAY and YAW buttons are lit.
• The setpoints for heading and position are set to the current estimated vessel
heading and position.
• The vessel rotation center is the position of the mating cone.
2 Use the Axis Control dialog box to select the required combination of position
control, damping, or no control (only monitoring) in the surge, sway and yaw axes
(see page Axis Control dialog box on page 247).
3 While in Loading mode, the K-Pos DP system takes account of the restoring forces
of the STL mooring system. The damping and restoring forces of the STL mooring
system depend on the offset from the base position and the depth of the buoy.

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4 You can change the heading setpoint using the standard procedure available in Auto
Position mode (see Changing the heading setpoint on page 227). You can change
the position setpoint using the trackball to mark a new setpoint on the Posplot view
(see Marking a new position setpoint on the Posplot view on page 220). In addition,
you can set the position setpoint to the base position using the Goto Base function
provided on the STL page of the Position dialog box (see STL goto base/buoy on
page 245).
5 You can use the STL Mean Offset function to keep the vessel at a specified mean
distance from the base position using only surge thrust towards the base position
(see STL mean offset on page 244).
When operating in Loading mode:
• The predefined position alarm limits are active.
• You can define additional fore and aft position alarm limits. See Weather Vane
page on page 104.

Using the trackball to change the position setpoint in Loading

mode
You can change the position setpoint using the trackball to mark a new setpoint on
the Posplot view (see page Marking a new position setpoint on the Posplot view on
page 220). This can be advantageous for example in the following situations:
• If the position setpoint no longer is optimum for the operation in the present
environmental conditions.
This can be the case for example if the heading or the environmental conditions have
changed since the vessel entered Loading mode.
• In calm weather:
Entering a position setpoint ahead of the base position improves the vessel's ability
to maintain the required heading because the main propellers will provide positive
thrust to work against the STL mooring system. This thrust combined with the use
of rudders will keep the vessel at the heading setpoint.
• In rough weather:
Entering a position setpoint astern of the base position decreases the use of surge
thrust in the forward direction because the STL mooring system prevents the vessel
from moving further away from the base position.

Leaving the buoy

When the loading is complete:
1 Disconnect and lower the STL buoy.
2 Return to Approach mode.
3 Extend the radius of the setpoint circle in appropriate steps until the vessel is at
a safe distance from the buoy.
4 Select any other DP mode as required.

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If appropriate for the operational situation, you can use Joystick mode with automatic
heading control (instead of Approach mode) when leaving the buoy.

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Changing the position

setpoint

This section contains the following topics:

Stopping the movement during change of position .......................................................219
Marking a new position setpoint on the Posplot view ...................................................220
Position R/B dialog box (range/bearing) .......................................................................221
Position Inc dialog box (incremental)............................................................................221
Position dialog box ........................................................................................................222
Circle Around Buoy dialog box.....................................................................................224
Acceleration/Deceleration Settings dialog box..............................................................225

Stopping the movement during change of

position
You can stop the movement of the vessel during change of position either by changing
the setpoint to the present position or, in some modes, by taking a pause (without
changing the setpoint).

Stopping by use of the Present Position button

To set the vessel's present position as the position setpoint, press the PRESENT
POSITION button twice within four seconds.
The PRESENT POSITION button status indicator starts to flash and then becomes
continuously lit when the vessel's present position is set as the position setpoint.

Stopping by use of the STOP button

To take a pause in the movement while changing the position:
1 Press the STOP button twice within four seconds. The vessel starts to slow down in
a controlled manner at a rate that depends on the selected controller gain.
2 The SURGE and SWAY button status lamps are flashing and the text 'SLOWDOWN'
is shown in the heading pane on the dashboard.
3 When the vessel comes to a stop the SURGE and SWAY button status lamps become
steadily lit and the text 'STOPPED' is shown in the heading pane on the dashboard.

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Note
The position setpoint has not changed and the PRESENT POSITION button status
lamp is not lit.

4 Deselect the STOP button and the vessel will continue the movement to the defined
position setpoint.

Marking a new position setpoint on the

Posplot view
With the Posplot view displayed, you can change the position setpoint using the trackball.

1 Click on the position setpoint symbol in the Posplot view.

• The Position dialog box is displayed.

2 Move the setpoint symbol with the trackball.

• The setpoint symbol moves on the display and the position coordinates are
updated dynamically on the Position dialog box.
3 Click again to fix the setpoint symbol at the required position.

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• A temporary position setpoint symbol is displayed at the new position and the
coordinates, distance and both true and relative direction from the present
position setpoint are displayed on the Position dialog box.
4 Either click the OK button to accept the new position setpoint, or click the Cancel
button to continue using the existing setpoint.

Position R/B dialog box (range/bearing)

The Position R/B dialog box is useful in operations that require frequent changes of
position setpoint.
To display this dialog box, select Positioning→Position range/bearing.

Range
Enter the range from the Present Setpoint to the New Setpoint in this text box.
True Bearing
Enter the true bearing from the Present Setpoint to the New Setpoint in this text box.
A temporary setpoint symbol is displayed on the Posplot view showing the position of
the New Setpoint relative to the Present Setpoint.

Position Inc dialog box (incremental)

The Position Inc dialog box is useful in operations that require frequent changes of
position setpoint.

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You can enter an increment by typing a value into the increment spin box. You can adjust
the size of the increment by clicking on the up or down arrows next to the increment
spin box.
To add the selected increment in a particular direction to the New Setpoint coordinates,
click Ahead, Astern, PORT or STBD as appropriate. Each time you click one of these,
the New Setpoint coordinates are adjusted and the temporary setpoint symbol on the
Posplot view is moved accordingly.
Range
Shows the range from the Present Setpoint position to the New Setpoint position.
True Bearing
Shows the true bearing from the Present Setpoint position to the New Setpoint
position.

Position dialog box

The content of the Positiondialog box depends on the present main mode.
• In Auto Position mode the new setpoint can be defined relative to the existing setpoint
(Inc — Incremental).
You can also specify the Speed at which the vessel should try to mode during a
change of position.
• In the offshore loading main modes the setpoint radius can be defined and, when
applicable, the STL functions can be used. See Offshore Loading user interface
on page 233.
To display the dialog box, select Positioning→Position or press the CHANGE POSITION
button.

Inc page
The Inc (Incremental) page allows you to define the position setpoint relative to the
existing setpoint.
You can select either Relative or True increments. An increment can be entered by typing
a value into the increment spin box. The size of the increment can be adjusted by clicking
on the up or down arrows next to the increment spin box.
To add the selected increment in a particular direction to the New Setpoint coordinates,
click Ahead/Astern/Port/Starboard or North/South/East/West as appropriate. Each time
you click one of these, the New Setpoint coordinates are adjusted and the temporary
setpoint symbol on the Posplot view is moved accordingly.

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New Setpoint
Shows the coordinates that will be used for the new position setpoint when you
click the OK or Apply button.
A temporary setpoint symbol is displayed on the Posplot view showing the position
of the New Setpoint relative to the Present Setpoint.
From Present Setpoint to New Setpoint
Shows the Range and True Bearing from the Present Setpoint position to the New
Setpoint position.

Speed page
The Speed page allows you to specify the speed at which the vessel should try to move
during a change of position.
The speed setpoint applies only when the surge and sway axes are under automatic
control.
As the vessel approaches the position setpoint, the speed setpoint is reduced to zero.

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New Setpoint
Either enter the required value in the New Setpoint spin box, or use the up and down
arrows to adjust the setpoint by the selected increment or decrement defined in the
Increase/Decrease speed step spin box.
Note
If the speed setpoint is set to 0.0, the vessel will not change position.
If the speed setpoint has been set to 0.0 and the vessel's rotation centre has been set to
another position than Midships, it will not be possible to perform a change of heading.
This is because a heading change with a rotation centere other than Midships implies a
change of position which requires a speed setpoint that is not zero.

Circle Around Buoy dialog box

The Circle Around Buoy dialog box is used to reposition the vessel from its current
location to a new location when the system is in AutoPos mode. Instead of specifying
a new incremental or absolute setpoint, the setpoint radius and the bearing setpoint (to
loading buoy) can be specified by the operator.
The current radius to the loading buoy (base position) which is set in the dialog box will
be the initial value for the setpoint radius. The bow of the tanker will be the reference
point for the setpoint radius and bearing, but the Centre of Gravity will still be the DP
control (rotation point). This implies that the heading should be kept constant during the
rotation around the buoy centre.
Pressing the Present Position button will stop the movement along the circle.

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The distance and tension alarms for the SAL buoy will be active during the repositioning.
The azimuth for the hawser tension is automatically calculated, based on the direction
from the bow to the SAL buoy.
To display this dialog box, select Positioning→Circle around buoy.

Buoy Position
Shows the position of the buoy. The position will automatically be read from the
buoy table if a buoy is already selected.
Setpoints Relative Bow
Range
The Range will be the current range to the buoy when the dialog box is opened.
You can change the range by typing in the required range or by clicking the arrows
next to the Range setpoint spinbox.
Bearing
The Bearing setpoint will be the current bearing when the dialog box is opened.
You can change the bearing setpoint by typing in the required bearing or by
clicking the arrows next to the Bearing setpoint spinbox.
Note
The rotation along the circle will always be the shortest turn to the setpoint.

Acceleration/Deceleration Settings dialog

box
Acceleration and deceleration factors in the surge, sway and yaw axes can be
specified for Low Speed operation, and for operation in Relaxed Controller Mode. (In
Auto Position mode with High Precision Controller Mode selected, the Low Speed
acceleration/deceleration factors apply.) Acceleration and deceleration factors in the yaw
axis can be specified for High Speed operation.
Using the Acceleration/Deceleration Settings dialog box you can:

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• Specify the acceleration and deceleration factors for the vessel speed in surge and
sway axes at start and finish of a commanded change of position.
• Specify the acceleration and deceleration factors for the vessel's Rate Of Turn at
start and finish of a commanded rotation.
To display the dialog box, select Settings→(Control) Acceleration and then click the
required page tab.

Controller Reference
Acceleration Factor
As the vessel starts a change of position, the vessel speed is increased to the speed
setpoint using the selected acceleration factors in the surge and sway axes.
As the vessel starts a change of heading, the Rate Of Turn is increased to the Rate
Of Turn setpoint using the selected acceleration factor in the yaw axis.
Decelaration Factor
As the vessel approaches the new position setpoint, the vessel speed is decreased
to zero using the selected deceleration factor in the surge and sway axes.
As the vessel approaches the new heading setpoint, the Rate Of Turn is decreased
to zero using the selected deceleration factor in the yaw axis.

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Changing the heading

setpoint

This section contains the following topics:

Stopping the rotation during change of heading ............................................................227
Marking a new heading setpoint on the Posplot view ...................................................228
Heading dialog box ........................................................................................................229
Acceleration/deceleration factors in the yaw axis .........................................................231
Note
It is not possible to perform a change of heading, even though you have entered a new
heading setpoint, when the Rate Of Turn setpoint is zero. Nor is it possible to perform
a change of heading when the vessel's rotation centre is set to a position other than
Midships and the position speed setpoint is zero.

Note
The different methods for changing the heading setpoint cannot be used at the same
time. When the Heading dialog box is open, you cannot mark a new setpoint on the
Posplot view.

Stopping the rotation during change of

heading
You can stop the rotation of the vessel during change of heading either by changing the
setpoint to the present heading or, in some modes, by taking a pause (without changing
the setpoint).

Stopping by use of the Present Heading button

To set the vessel's present heading as the heading setpoint, press the PRESENT
HEADING button twice. This will interrupt a requested change of heading, and if the
heading Strategy is System Selected, it will be changed to Operator Selected.

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Stopping by use of the STOP button

To take a pause in the rotation while changing the heading:
1 Press the STOP button twice within four seconds. The vessel starts to slow down in
a controlled manner at a rate that depends on the selected controller gain.
2 The YAW button status lamp is flashing and the text 'SLOWDOWN' is shown in the
Heading pane on the dashboard.
3 When the vessel comes to a stop the YAW button status lamp becomes steadily lit
and the text 'STOPPED' is shown in the Heading pane on the dashboard.
Note
The heading setpoint has not changed and the PRESENT HEADING button status
lamp is not lit.

4 Deselect the STOP button and the vessel will continue the rotation to the defined
heading setpoint.

Marking a new heading setpoint on the

Posplot view
With the Posplot view displayed, you can change the heading setpoint using the trackball.

1 Click on the heading setpoint symbol in the Posplot view.

• The Heading dialog box is displayed.

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2 Move the setpoint symbol with the trackball.

• The setpoint symbol moves along the edge of the Posplot view and the heading
is updated dynamically on the Heading dialog box.
3 Click again to fix the setpoint symbol at the required heading.
• A temporary heading setpoint symbol is displayed.
• The New setpoint and the difference (Diff) from the Present Setpoint are displayed
on the Heading dialog box.
4 Either click the OK button to accept the new heading setpoint, or click the Cancel
button to continue with the existing setpoint.

Heading dialog box

The Heading dialog box contains two tabbed pages (Heading and Rate Of Turn) which
allow you to change the heading setpoint and specify the Rate Of Turn.
To display the dialog box, select Positioning →Heading, or press the CHANGE HEADING
button.

Heading page
The Heading page of Heading dialog box allows you to define the heading setpoint.
While entering data on the Heading page, before you click the OK or Apply button,
a temporary heading setpoint symbol is displayed on the Posplot view showing the
proposed heading setpoint.

Note
When changing the heading setpoint, the turn direction will depend on the new heading
setpoint. The shortest turn is always used.

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New Setpoint
Shows the heading that will be used as the new heading setpoint when you click
the OK or Apply button. When Operator Selected is chosen under Strategy, you
can enter the Heading Setpoint by typing the required heading or by increasing or
decreasing the value by clicking the arrows next to the New Setpoint spin box.
A temporary heading setpoint symbol is displayed on the Posplot view showing
the proposed heading setpoint.
Previous Setpoint
Shows the previous heading setpoint. Clicking the Use button writes this heading
into the New Setpoint box. You can therefore use this feature to return the vessel
to a previous heading.
Offset From Present Setpoint
Shows the difference in heading between the New Setpoint and the Present Setpoint.
This value is updated dynamically when you enter the new heading setpoint.
Strategy
System Selected
If you choose System Selected, the displayed system-selected heading is written
into the New Setpoint box. When you click the OK or Apply button, the system will
continue to determine what the heading setpoint should be.
This function is available when the environmental conditions are above a certain
limit. When system heading is selected, the alarm limits are turned off.

Operator Selected
If you choose Operator Selected, you can enter the Heading Setpoint using any
of the other methods described here.

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Rate Of Turn page

The Rate Of Turn page allows you to define the speed at which the vessel should try to
rotate during a change of heading (the vessel's Rate Of Turn).
This Rate Of Turn applies only when the yaw axis is under automatic control.
As the vessel approaches the heading setpoint, the Rate Of Turn is reduced to zero.
When the vessel rotation centre is at a position other than the vessel's Midships position,
the actual Rate Of Turn may be less than the speed specified. This is because the speed of
movement of the Midships position is limited in proportion to the required vessel speed
and the distance of the rotation centre from the Midships position.
Note
It is not possible to perform a change of heading, even though you have entered a new
heading setpoint when the Rate Of Turn is zero.

New Setpoint
Either enter the required value in the New Setpoint box, or use the up and
down arrows to adjust the setpoint by the selected increment or decrement
(Increase/Decrease step).

Acceleration/deceleration factors in the yaw

axis
Acceleration and deceleration factors in the yaw axis can be specified for Low Speed
and High Speed operations, and for operation in Relaxed Controller Mode using the
Acceleration/Deceleration Settings dialog box. (In Auto Position mode with High Precision
Controller Mode selected, the Low Speed acceleration/deceleration factors apply.)

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To display the dialog box, select Settings→(Control) Acceleration and then click the
required page tab.

See Acceleration/Deceleration Settings dialog box on page 225 for more information
about this dialog box.

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Offshore Loading user

interface

This section contains the following topics:

Buoy Select dialog box ..................................................................................................233
DP Practice.....................................................................................................................234
SAL Buoy Settings dialog box ......................................................................................236
Setpoint radius ...............................................................................................................237
FSU Position function....................................................................................................238
FSU Heading function ...................................................................................................243
STL mean offset.............................................................................................................244
STL goto base/buoy .......................................................................................................245
Axis Control dialog box.................................................................................................247
Position Automatic Shutdown function .........................................................................248

Buoy Select dialog box

The Buoy Select dialog box allows you to select which buoy the vessel is going to
approach for an offshore loading operation. The dialog box can only be used in Standby
mode.
To display the dialog box, select Settings→(Offshore Loading) Select Buoy.

Select wanted buoy

The drop-down list contains a list of all the buoys defined for your vessel.

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For each buoy there is a set of predefined information, comprising both field data
and vessel-specific data. The information required depends on the type of loading
operation.
• type of buoy
• UTM and geodetic (WGS84) coordinates of the buoy/base point
• base position earth-fixed or moving with buoy
• position-reference system information
• distance warning and alarm limits
• maximum and minimum distances from base for selecting various modes
• maximum and minimum values for input of the setpoint radius in the various
modes
• with or without hawser
• warning and alarm limits for hawser tension
• STL buoy depth limits
• position and depth limits of STL spring buoys
• restoring force matrix for STL mooring system
• vessel reference point (bow, mating cone)
• gain and damping parameters
• anchor line tension table for SAL buoys
• sector alarms, FSU size, position-reference system offset vectors for FSU
When you select a buoy, the required information is read by the K-Pos DP system.
The name of the currently-selected buoy is displayed on the top bar.

DP Practice
This section contains the following topics:
This is a training mode which allows the operator to perform practical DP exercises on
the actual field, but in safe distance to the buoy.
It is not possible to enable Practice Mode when the vessel is closer than a predefined
distance to the buoy. Also, if the vessel, during a DP Practice exercise moves closer than
a predefined limit to the buoy, Practice Mode will be disabled.
The limit depends on the buoy type:
• 600 m for SPM
• 1000 m for Tandem, OLS and SAL
To practice buoy loading using the DP Practice function; first select a buoy, then, on the
Buoy Select dialog box, select Practice Mode.

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DP Practice for Tandem and SPM

Position measurements are manipulated by the K-Pos DP system to simulate that the
vessel is closer to the buoy than actually is the case. In this way the vessel operate
relative to a point that is closer than the buoy actually is.
Measurements from Artemis and Relative GPS are manipulated as follows:
• Range measurements are reduced by 1000 m for Tandem loading.
• Range measurements are reduced by 600 m for SPM.
• Bearing measurements are converted to what the readings would have been at a
distance of 1000 (600) m closer than the actual vessel position.
• FSU heading is not modified.
As there is no manipulation on the DARPS or Artemis itself, range measurements on
these position-reference systems will be offset from the SDP system by the predefined
distance.
Alarm circles and sectors, and operational limits, are the same in Practice Mode as in
“real” operational mode. All main modes can be fully utilised.

DP Practice for OLS and SAL

The OLS/SAL buoy is simulated in an operator-defined range/bearing relative to the
vessel's bow when enabling Practice Mode. All DP operations are performed relative to
this artificial base position. All alarm circles and operational limits are as for the actual
field. All main modes can be fully utilised.
For SAL buoy hawser tension is not simulated, so simulation of Weather Vane mode
may have limited value.

Practice Mode R/B dialog box

If you have selected an OLS or SAL buoy for the DP Practice mode, the Practice Mode
R/B dialog box is displayed.

Enter the Range and True Bearing to the required artificial base position.
For more information, see DP Practice on page 234.

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SAL Buoy Settings dialog box

The SAL Buoy Settings dialog box allows you to set the position of the hose head relative
to the base position of the buoy. This hose position plus/minus a preset angle (typically
5º) defines a sector within which the vessel must be positioned when connecting.
Prior to the connection you must obtain the most recent value for the position of the hose
head, i.e. Hose Length and Hose Direction (Relative North) from the buoy operator. It is
important that these values are as accurate as possible.
To display the dialog box, select Settings→(Offshore Loading) SAL Buoy .

Hose Length
Enter the horizontal distance from the base position of the buoy to the hose head,
as obtained from the buoy operator, in this text box.
Hose Direction (Relative North)
Enter the hose direction (relative north), as obtained from the buoy operator, in
this text box.
Length Added to Alarm Sector
Enter the required value in this text box.
If the position of the vessel, when running in Joystick, Auto Position or Approach
mode, deviates from the alarm sector you have defined, the following alarm
message will be issued:
Bow hose direction exceeds limit
When contact has been established with the HPR transponder on the hose head, the
current position read by HPR will be compared with the position data you have
entered in the SAL Buoy Settings dialog box. If the position data deviates beyond
a predefined limit (typically a distance of 20 meters and a direction of 3º), the
following alarm message will be displayed:
Hose position difference
Based on entered values for the hose head position, the alarm sector is shown
on the Posplot view together with the four alarm limit circles when running in
Joystick, Auto Position or Approach mode. When entering Weather Vane mode,
the display of the alarm sector is removed from the Posplot view.

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Figure 46 Posplot view - Alarm sector and hose head position for SAL buoy

Setpoint radius
The setpoint radius determines the alongships position that the system will try to
maintain in the Approach and Weather Vane modes.
The maximum and minimum limits within which you are allowed to set the radius in
each Offshore Loading mode depend on the predefined parameters for the loading buoy.
The setpoint radius is set on the
Position page of the Position dialog
box available in Approach and
Weather Vane modes. To display
this dialog box, either select
OffLoad→Setpoint Radius or press
the CHANGE POSITION button.
Enter the required radius using the
numeric keypad or the up/down
arrows.
When you click the OK or Apply
button, the new setpoint circle and
the alongships setpoint are redrawn
on the Posplot view.

Tandem functions
See FSU Position function on
page 238.
See FSU Heading function on
page 243.

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FSU Position function

In the Approach and Weather Vane modes (for FSU buoys), you can activate the FSU
Position function to allow surge and sway movement of the FSU within defined limits.
Note
In the text throughout this operator manual, the term FSU is used to cover both FSU and
FPSO to enhance the readability and to avoid unnecessary repetition.

With the FSU Position function active, the movement of the vessel is controlled by a
rectangle of operation, the Surge/Sway Rectangle, within which the stern position of the
FSU can move without causing the vessel to move. Any FSU surge and “fishtailing”
movements within the Surge/Sway Rectangle will not cause any change in the vessel
setpoint. This leads to significantly reduced thruster utilisation on the vessel, and thus
reduced energy consumption.
When the FSU moves outside the border of this rectangle, the rectangle is moved to
the actual position of the FSU base point (the hawser terminal point at the stern), and
the vessel setpoint is updated accordingly. As in the standard Weather Vane mode, the
heading of the vessel is always kept pointing towards the basepoint. FSU Position
function and Surge/Sway Rectangle on page 239 illustrates the principle of the FSU
Position function.

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Figure 47 FSU Position function and Surge/Sway Rectangle

Figure 48 shows the Surge/Sway Rectangle on the Posplot view when the FSU Position
function has been activated.

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Figure 48 Posplot view - Surge/Sway Rectangle shown when the FSU Position function
is activated.

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Enabling the FSU Position function

You can set the limits and activate the
FSU Position function from the Position
page on the Position dialog box. To
display the Position dialog box, either
select Positioning →Setpoint Radius or
press the FSU POSITION button.
Tandem Functions
FSU Position (Surge/Heading)
Selecting the On check box
enables the FSU Position
function for use. The size of the
Surge/Sway Rectangle is entered
in the corresponding text boxes,
either by typing in values or
by clicking the up/down arrow
buttons.

FSU Position function implications

When using the FSU Position function, you should note the following important points:
• The FSU stern position is represented by the offset-compensated mean position from
Artemis and relative GPS position-reference systems: this implies that the hawser
terminal point is used as base point.
• The vessel uses earth-fixed reference systems for positioning and relative reference
systems for setpoint updates, i.e. relative and absolute systems are used together for
the overall positioning keeping.
• The free movement of the FSU hawser terminal point can be different in surge and
sway directions. It is important to keep the bow of the vessel pointing towards the
FSU hawser terminal point if the FSU moves due to weather vaning. The Sway
window must then be small (typically 4 to 8 meters). You should adjust the Surge
window (typically 8 to 15 meters) so that the movement of the FSU does not exceed
the limit during normal surging.
• When the Surge/Sway Rectangle is moved to the actual FSU stern position, the
position status will be displayed as NEW SETPOINT and not PRESENT. The fore and
aft position alarm limits will then not be active until the vessel reaches the setpoint
radius again.
• When the FSU Position function is active, the relative position-reference systems
(Artemis and relative GPS) will be displayed in the Refsys view with 0.00 weight
and Relative status, and with steady lights in their button lamps while the status of

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the systems is OK (see Reference system view on page 355 for more information). A
flashing lamp indicates lost position-reference system or rejection due to prediction
error or high variance.
• When the alarm message
GPS_Rel_X tandem position prediction error
is given, the reference system has a high offset from the estimated FSU stern position.
If this occurs simultaneously for all relative reference systems, you should disable
all relative reference systems, wait a few seconds and then enable only one relative
system (the one that seems to be the most correct). This situation is very similar to
Position Dropout for position-reference systems used actively for positioning, but you
do not need to wait 20 to 30 seconds for the dropout alarm to achieve the reset.

Mode changes and operator interaction

You can only activate the FSU Position function in Approach and Weather Vane modes
after having selected a relative position-reference system (Artemis or Relative GPS) as
origin (i.e. main reference system), and after this reference system has been accepted by
the DP system. A minimum of one absolute position-reference system (DGPS) must
also be calibrated.
The FSU Position function will automatically be turned OFF under the following
conditions:
• Absolute reference systems are lost or deactivated. 20 seconds before the function is
turned OFF, the following warning message is displayed, providing the opportunity to
reactivate the position-reference system and thereby keep the FSU Position function
running:
Absolute reference system not active
The K-Pos DP system will then revert to standard Approach or Weather Vane
mode, and the lamps for the relative position-reference systems will flash during
the calibration period.
• Relative position-reference systems are lost or deactivated. 20 seconds before the
function is turned OFF, the following warning message is displayed, providing the
opportunity to reactivate the position-reference system and thereby keep the FSU
Position function running:
Relative reference system not active
The DP system will then revert to standard Approach or Weather Vane mode. In this
situation the K-Pos DP system is operational with only absolute position-reference
systems, and all position and heading monitoring relative to the FSU is lost.
You must enable the FSU Position function once more if the required position-reference
systems (both absolute and relative) become available again.
You should avoid using a speed setpoint higher than 0.3 to 0.4 knots when loading with
the FSU Position function active.

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FSU Heading function

In the Approach and Weather Vane modes (for FSU and FPSO buoys), you can make
use of the FSU Heading function to perform control of heading changes and keep the
heading difference between the FSU and the vessel as small as possible. Rapid heading
changes of the FSU are often a problem when performing tandem loading operations.
A typical situation is when the draught of the two vessels is very different, i.e. when
one is full and the other is empty. The optimum (Weather Vane) heading can then be
quite different for the two vessels. It may lead to safety problems if the difference in
heading for the vessels becomes large.

Enabling the FSU Heading function

You can set heading difference limits
and enable the FSU Heading function
from the Position page on the Position
dialog box.
To display the Position dialog box,
either select OffLoad→Setpoint Radius
menu, or press the FSU HEADING
button.
Note
You cannot use the FSU Heading
function for sideways movement of
the FSU to align the vessel with a hose
connection on the side of the FSU.

Tandem Functions
FSU Heading (Sway/Heading)
Selecting the On check box
enables the FSU Heading
function for use. You can enter
the heading difference limits in the Active/Inactive text boxes, either by typing in
values or by clicking the up or down arrow buttons.
Speed
This is the speed setpoint used when the FSU Heading function is Active. You can
enter the required speed setpoint in the text box, either by typing in a value or by
clicking the up or down arrow buttons.
If rapid and/or major heading changes of the FSU is expected, it may be necessary
to enter a large value (for example 1 kn) for the FSU Heading Speed.
While the FSU Heading function is On, the speed setpoint used is the “usual”
setpoint (entered in the Speed Setpoint dialog box). When the FSU Heading is
Active, the speed entered in the FSU Heading Speed text box is used as setpoint.
The speed setpoint is displayed in the upper left corner of the Posplot view.

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Additional information
The FSU Heading function is based on monitoring of the heading difference between
the FSU and the vessel. The heading of the vessel is received over the data link of the
DARPS relative GPS position-reference system. When the operator-defined Active
heading difference is exceeded, the thrusters are activated to align the two vessels. The
resulting force is mainly in the sway direction, but the heading is continuously adjusted
to keep the bow of the vessel pointing towards the stern of the FSU. As stated previously,
you can select to turn the FSU Heading function ON (enable) and OFF (disable) using
the On check box, and also define the angle limits for activating the function, i.e. the
function is inactive until the Active heading limit is reached.
The following warning message will be displayed:
FSU Shuttle heading difference
The FSU Heading function will then be activated and remain on while the heading
difference is measured to be above the Inactive heading limit.

Mode changes and operator interaction

You can only use the FSU Heading function when in Approach or Weather Vane mode
with a relative GPS position-reference system (DARPS) providing FSU heading data.
The FSU Heading function is automatically turned OFF (blocked) after one minute if the
FSU heading information (DARPS) is lost.
The following alarm message is displayed at the time DARPS is lost:
FSU heading dropout
When the FSU Heading function is turned OFF, the FSU will be displayed with the
same heading as the vessel.
You must then enable the FSU Heading function after valid FSU heading information
(DARPS) becomes available again.

STL mean offset

In Loading mode, you can use the STL Mean Offset function to keep the vessel at a
specified mean distance from the base position using only surge thrust towards the base
position.
Select Positioning→Setpoint Radius, or press the CHANGE POSITION button. The
Position dialog box is displayed. If neccessary, click the Position (STL) tab.

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Figure 49 Position dialog box — Position STL page

Setpoint Radius
The required mean offset is specified using the Setpoint Radius function (see
Setpoint radius on page 237), and is the distance between the vessel's mating cone
and the base position.
On
Select this check box to enable the STL Mean Offset function.
If automatic position control in the surge axis is selected, the STL Mean Offset
function is not available, but this function can be combined with damping control
in the surge axis.
The vessel will be kept at the specified mean distance from the base position using
only surge thrust in the positive direction. If astern thrust demand is required to
maintain the required offset, an information message is displayed and no thrust is
applied:
Astern thrust required

STL goto base/buoy

In the Connect and Loading modes (STL buoys), you can change the heading setpoint
using the standard procedure available in Auto Position mode (see Changing the heading
setpoint on page 227). You can change the position setpoint using the trackball to mark a

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new setpoint on the Posplot view and also Using the trackball to change the position
setpoint in Loading mode on page 217). In addition, you can set the position setpoint to
the base position or the buoy position using the Goto Base or Goto Buoy functions.
The position of the STL buoy in the lowered position can be several metres from the
base position. The buoy will normally move towards the base position when the buoy is
hauled in.
Select OffLoad→Setpoint Radius, or press the CHANGE POSITION button. The Position
dialog box is displayed. If necessary, click the Position (STL) tab (see Figure 49).
Goto Buoy
Use the STL buoy position as the position setpoint. Available in Connect mode
only. Remains selected until the setpoint is reached or the Cancel Goto button is
clicked. If the buoy changes position, this function must be activated again.
Goto Base
Use the base position as the position setpoint. Available in both Connect and
Loading modes. Remains selected until the setpoint is reached or the Cancel Goto
button is clicked.
Cancel Goto
Cancels either Goto Buoy or Goto Base. The position setpoint is set to the present
vessel position.

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Axis Control dialog box

In the Loading mode (for STL operations), the Axis Control dialog box provides the
following control functions:
• Automatic control or joystick position control in the surge, sway and yaw axes
• Vessel motion damping in the surge, sway and yaw axes
• Automatic compensation for environmental forces in the surge, sway and yaw axes
• Joystick lock
The Axis Control dialog box is accessible only in the Loading mode (for STL operations).
To display this dialog box, select Settings→(Control) Axis Control, or press the SURGE,
SWAY or YAW button.

Position
Automatic or joystick position control can be selected in each of the surge, sway
and yaw axes. When the Position check box for Surge, Sway or Yaw is selected, the
corresponding axis is placed under automatic position control. When the Position
check box for Surge, Sway or Yaw is not selected, the corresponding axis is placed
under joystick control (see also Joystick - Locked).
When the surge, sway or yaw axis is placed under Position control, Damping
control for the corresponding axis is automatically selected.
When the surge, sway or yaw axis is under automatic control, the corresponding
panel button lamp is lit. The control status of the three axes is also indicated in the
heading pane on the dashboard.
Note
In the Loading mode, the distinction between joystick and automatic operation is
based solely on which axes are selected for automatic position control. There is no
equivalent to the DP Auto Position mode.

When full automatic thruster control is used, the system automatically maintains
the moored vessel's heading and position setpoints without considering the vessel's
first-order wave-induced motion. The resulting thruster force is based only on
the vessel's position and heading offset and the environmental conditions. This
results in a slow change of thruster force, according to the gradual changes in
external forces.

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Damping
The Damping function provides automatic thruster control to damp the vessel's
movement within the mooring system. This is achieved by keeping the vessel
speed to a minimum. You can select to damp the vessel's motion in any or all of
the Surge, Sway and Yaw axes by selecting the appropriate Damping check boxes.
When Damping control is deselected for an axis that also has Position control, the
Position control is automatically deselected.
The damping status of the three axes is indicated in the heading pane on the
dashboard.

Position Automatic Shutdown function

The Position Automatic Shutdown (PASD) functionality will automatically initiate an
emergency shut down (ESD_1 or ESD_2). This functionality is field (buoy) specific and
can have two different levels, PASD 1 and PASD 2. The status of the PASD is shown on
the Loading Status pane.

PASD 1 will initiate an ESD_1 and the PASD_2 will initiate an ESD_2.
The criteria for the different fields (buoys) can also vary, but in general PASD_1 will be
initiated on following criteria:
• Position deviation outside ESD_1 limit.
• Heading/ref.point Base deviation above ESD_1 limit.
• Loss off one Process Station.
PASD_2 will be initiated on the following criteria:
• Position deviation outside ESD_2 limit.
• Heading/ref.point Base deviation above ESD_2 limit.

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One of the criteria for the PASD functionality

to start running is based on the Hose
Connected signal. If there is a failure in the
interface this can be overridden with the PASD
Surveillance dialogue.

This will also be indicated in the Loading

Status Pane.

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Thrusters

This section contains the following topics:

Enabling thrusters ..........................................................................................................250
Automatic Thruster Start dialog box..............................................................................252
Thruster Allocation dialog box ......................................................................................253
Allocation Settings dialog box.......................................................................................256
Power optimal allocation ...............................................................................................257
Power Optimal Allocation dialog box ...........................................................................258
Thruster Combinator Control Settings dialog box.........................................................259
Clutch Settings dialog box .............................................................................................260
The term “thruster” is used throughout this manual to mean any element of the vessel's
propulsion system; including propellers, rudders, tunnel thrusters and azimuth thrusters.
(The specific terms for the elements of the propulsion system are used whenever this
enhances the readability of the manual).

Enabling thrusters
When a thruster can be enabled for K-Pos DP control, the thruster is shown as Ready
on the Thruster main view (see Thruster main view on page 366) and on the Thruster
Enable dialog box.
There are generally two criteria for a thruster Ready status:
• The individual thruster must be running.
• The individual thruster must be available for K-Pos DP control.
The K-Pos DP system uses only those thrusters that are enabled for use by the system.
The thrusters can be enabled and disabled using the Thruster Enable dialog box. You
can also monitor if the thrusters are running and ready.
The THRUSTERS button group contains buttons used to enable or disable each of the
available thruster units for K-Pos DP control. Each thruster button has a status lamp
which is lit when the thruster is enabled.
Before a thruster can be enabled, it must be Ready. If a thruster is enabled and it
subsequently loses its Ready status, it is automatically disabled.

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Thruster Enable dialog box

To display the dialog box, select Thrusters→Enable.

Thrusters /
Rudders
Enable/disable All
Selecting or clearing this check box allows you to enable or disable all thrusters
and rudders for K-Pos DP control simultaneously.
Running
These check boxes show whether the thrusters are running or not. When a thruster
status is set as running, the K-Pos DP ystem reads the feedback signal from the
thruster and calculates the resulting thruster force.
Under certain conditions, the operator can switch the thruster Running signals
on/off. The running status can be changed in this way only if all of the following
conditions are satisfied:
• The running status is not interfaced directly from the thruster to the K-Pos DP
system.
• The thruster is not Ready.
• The system configuration allows manual setting of thruster running status.
Rdy
These check boxes show whether the thrusters are Ready for K-Pos DP control.
Enable
These check boxes allow you to enable or disable each of the thrusters for K-Pos
DP control. The system will automatically disable a thruster if it is not Ready,

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i.e. clear the Enable check box, and also make the check box unavailable, thus
indicating that before a thruster can be enabled, it must be Ready.

Automatic Thruster Start dialog box

The Automatic Thruster Start function (for IAS deliveries) allows the system to enable
and start thrusters (and propellers) automatically when necessary. A thruster which
starts up automatically, can also be automatically enabled. Automatic thruster start and
enabling can be switched on and off using the Automatic Thruster Start dialog box. This
functionality requires IAS from Kongsberg Maritime.
The thrusters are divided into preconfigured groups, and each group is handled separately
related to the start request limit and delay specified by the operator.
To perform an automatic thruster start, the following conditions must be satisfied:
• The system must be in Auto Position mode or Joystick (not in Standby mode).
• No other automatic thruster start requests must be in progress in the group.
• No thrusters in the group must have been enabled for the past 100 seconds.
An additional thruster in a group will be started automatically if one of the following
conditions are satisfied:
• There are no enabled thrusters in the group.
• The force setpoint is greater than Start request limit for a period of time, and this
period of time is greater than the time limit set for Start request delay.
If a thruster fails to start, check if any other thruster in the same group was started up
manually without being enabled. If so, enable it.
To display the dialog box, select Thruster→Automatic Start.

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Thruster Start
Turns on and off automatic start of thrusters in all groups.
Thruster Enable
Turns on and off automatic enabling of thrusters in all groups.
(thruster) Group
Start request limit
Allows you to set the force setpoint limit (in %) for automatic start of a thruster.
The force setpoint limit is set individually for each thruster group.
Start request delay
Allows you to set the delay (in seconds) following a violation of the start request
limit, before performing an automatic start of a thruster. The Start request delay is
set individually for each thruster group.

Thruster Allocation dialog box

Thruster allocation can be performed in many different ways. The functions that are
available for the vessel are listed on the Thruster Allocation dialog box.

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The configuration and operational requirements of the vessel determines the thruster
allocation modes that are implemented in the K-Pos DP system, as well as the criteria
for the automatic mode switch. Details of the available thruster allocation modes are
provided with the configuration information for each vessel.
For some of the modes (FIX, HEAVE RED, MANUAL FIX, and, when available,
ENVIRON FIX), a sufficient number of thrusters must be enabled to select the mode. The
system will automatically switch back to the default thruster allocation mode (normally
VARIABLE mode), if you deselect thrusters or thrusters lose their READY status.
To display the dialog box, select Thruster→Allocation Mode or press the ALLOC. SETUP
button.

Mode
For the azimuth thrusters, you can choose between various thruster allocation
modes. The currently-selected thruster allocation mode is shown both on the
Thruster Allocation dialog box and on the Thruster main view (see Thruster main
view on page 366).
Depending on the operational mode, illegal thruster allocation modes are
unavailable on the Thruster Allocation dialog box.
Some azimuth thruster allocation modes can be configured to comprise thruster
biasing. The following are some typical examples of azimuth thruster allocation
modes:
VARIABLE
The system automatically changes the angle of the azimuth thrusters so that the
thrust is always angled in the optimum direction. In order to reduce wear and tear
on the azimuth thrusters due to continuous changes in the azimuth thruster angles,
a dead-band function is incorporated.
Use this mode when the environmental forces acting on the vessel are large and
are not constantly changing direction.

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A set of prohibited zones for each thruster can be predefined to prevent a particular
thruster from interfering with other thrusters, the hull or other equipment. What
happens to the thrust when a thruster passes a prohibited zone can be predefined
for each zone (for example, the thrust can be reduced).
FIX
The system automatically selects a fixed angle for each azimuth thruster. When the
environmental force is small and constantly changing direction, this mode can be
used in order to avoid continuous changes in the azimuth thruster angle.
If disabling and then re-enabling a thruster with a negative pitch or RPM, the
system will automatically turn the thruster 180°.
ENVIRON FIX
A set of alternative, fixed angles are predefined for each azimuth thruster. The
system will choose the best predefined angle in the set, based on the direction of
the environmental forces when the mode is enabled.
If disabling and then re-enabling a thruster with a negative pitch or RPM, the
system will automatically turn the thruster 180°.
DIVING
This is identical to VARIABLE azimuth mode except that the two modes have
separate configuration of prohibited zones. It is used to activate dedicated zones
during diving operations to prevent the sending of thruster wash towards the
umbilical or diving bell.
This mode can also be used to protect other kinds of equipment, such as HPR and
LTW, and will then be named accordingly.
What happens to the thrust when a thruster passes a prohibited zone can be
predefined for each zone (for example, the thrust can be reduced).
HEAVE RED
When using heave reduction, excessive thrust is applied to increase the
hydrodynamic damping of the vessel. This reduces the motion of the vessel
induced by wave forces. The effect can be used to reduce the motions when
particularly critical operations are to be carried out, for example crane operations,
transfer of personnel, etc.
The azimuth thrusters configured to participate in the motion reduction will be at
predefined azimuth angles, and they will as a minimum be run at a predefined force
limit, for example 50% force. The thruster angles are selected so that the resulting
thrust is zero when there is no thrust demand.
MANUAL FIX
In this mode the operator can freely set fixed azimuth angles of azimuth thrusters
and rudders/nozzles using the Allocation Settings dialog box (see Allocation
Settings dialog box on page 256).
Control
The configuration and operational requirements of the vessel determines the
controls that are implemented in the K-Pos DP system. Details of the available
controls are provided with the configuration information for the vessel.

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The following are examples of thruster allocation controls:

Increased Power
Allows the thrusters to be used at more than their nominal rating for a limited
period of time (if the thrusters are designed to handle this) in order to survive
an emergency situation. The Increased Power is predefined for each thruster,
typically 10 to 20%. Normally, this mode needs a ready signal to be selected.
When the time period has expired, the thruster utilisation is automatically returned
to nominal values.
Position Priority
If both the rotational moment and directional force setpoint cannot both be met
due to insufficient available thrust, priority is normally set to obtain the rotational
moment setpoint (heading priority). Selecting Position Priority changes the thrust
allocation priority from heading to position.

Allocation Settings dialog box

The Allocation Settings dialog box allows you to set a fixed direction of azimuth
thrusters/rudders and/or specify rudder angle limits.
To display this dialog box, select Thruster→Allocation Settings.

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Manual Fix angles

The operator can set fixed direction of azimuth thrusters/rudders by entering the
required direction (in degrees) in the Value text boxes and selecting the In Use
check boxes. An azimuthing unit which is not selected to have fixed angle, will be
rotated individually as required. The Thruster Main view (see Thruster main view
on page 366) shows which thrusters and/or rudders are using fixed angle.
Note
Manual Fix angles is only effective when the MANUAL FIX allocation mode is
selected (see Thruster Allocation dialog box on page 253).

Rudder Limit
The operator can specify angle limits within which the rudders are allowed to
operate. When the In Use check box is selected, the system will not turn the rudders
beyond the specified limit. These limits are shown on the Thruster main view:

Power optimal allocation

Power optimal allocation is the primary barrier for preventing blackouts and requires the
same information as that required for Power Load Monitoring and Blackout Prevention
(see Power load monitoring and blackout prevention on page 262).
The power optimal allocation will first of all allocate thrust within the given power
limitations (denoted Normal mode).
For vessels with many separated switchboards it might be interesting to share the power
demand among the switchboards with respect to different optimization criteria.
Note
The available optimization criteria depend on the actual switchboard connections.
Insufficient thrust will result in automatic change to Normal mode.

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Power Optimal Allocation dialog box

The mode for the power optimal allocation can be selected from the Power Optimal
Allocation dialog box.
To display the dialog box, select Thrusters →Power Optimal Allocation.

Normal
In this mode the power optimal allocation will first of all allocate thrust within
the given power limitations.
Even Load
In this mode the thrust is allocated so that the load is as even and as low as
possible on all connect-switchboards. The mode can also be used to prevent
unnecessary automatic standby start of generators and to give less wear and tear
on the generators.
Even Load (with zero bus-tie current flow)
In this mode the thrust is allocated so that the current through the operator
defined bus-tie is as low as possible. This functionality utilises the interface for
heavy-consumer load (one per switchboard). The hotel load is assumed to be
shared equally on the switchboards in a connect-switcboard.
Reduced swbd load mode
In this mode the operator can specify wanted maximum power consumption on
one or more connect-switchboards. The K-Pos DP system will allocate thrust

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so that the limits are normally not exceeded. The limits will be exceeded only
to avoid insufficient thrust, and will hence not reduce the DP capability in any
way. The mode can be used to prevent automatic standby start of generators on
operator-selected connect-switchboards. It can also be used to increase load on not
selected connect-switchboards to “clean” the associated diesel engines.

Thruster Combinator Control Settings dialog

box
By combinator control of a thruster we mean that the K-Pos DP system controls both
pitch and RPM, and that pitch and RPM can be controlled individually.
To display the dialog box, select Thrusters→Combinator Control Settings.

Configuration
Minimum RPM %
For each of the listed thrusters, the operator can specify a minimum percentage
value for the RPM. The RPM will not fall below this limit when Sequential or
Stepwise Combinator Control Mode is selected.
Minimum RPM is not applicable for Full Combinator Control Mode and is therefore
unavailable (appears dimmed) when this mode is selected.
Combinator Control Mode
Sequential
The RPM is kept fixed at the Minimum RPM limit for low force demands. The
RPM will only increase if the force demand is higher than what can be dealt with
by varying the pitch. The pitch setpoint will always be +100% or –100% when the
RPM setpoint is higher than the Minimum RPM limit.
Stepwise
The RPM will be stepped up (respective down) if the filtered pitch setpoint is
higher (respective lower) than a predefined limit. The RPM will never be stepped
below the Minimum RPM limit.

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This mode is designed with long term station-keeping in mind. In this mode the
thrusters will step the RPM automatically in varying weather conditions in order to
force the pitch setpoint into a desired working interval.
Full
The pitch and the RPM follows a predefined trace (combinator curve) with regards
to the force demand.
Full Combinator Control Mode is similar to the way pitch and RPM is controlled in
combinator mode during manual thruster lever control.

Clutch Settings dialog box

If the system loses control of one of the propellers, it has to compensate for the idle force.
Otherwise, if the demand is below this we will get insufficient thrust and the allocation
will give up and position will be lost. In such situation the operator can specify when
the system should clutch in and out based on demand as a certain percentage of the idle
force. It is also possible to do continuous pulsing and to specify the periodic length and
minimum clutch activation time.
To display the dialog box, select Thruster→Clutch settings.

Clutch Strategy
Select the required strategy; Off, Demand Limit or Continuous Pulse.
Demand
Specify when the thrusters should clutch in and out based on demand as a certain
percentage of the idle force. These limits will be used when the Clutch Strategy
Demand Limit is selected.

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Clutch in limit
The clutch is activated when the demand reaches this limit (percentage of the
idle force).
Clutch out limit
The clutch is deactivated when the demand falls below this limit (percentage of
the idle force).
Continuous Pulse
Continuous Pulse means cyclic operation of the clutch to achieve an average of
the allocated thrust.
Pulse period
The duration (in seconds) of each clutch pulse cycle.
Clutch active minimum
The minimum duration of time (in seconds) the clutch is activated for each clutch
pulse cycle. If the calculated clutch activation time is less than this value, the
thruster will not be clutched in. Increasing this value will reduce the wear and tear
of the clutch at the cost of position accuracy.

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Power system

This section contains the following topics:

Power monitoring ..........................................................................................................262
Power load monitoring and blackout prevention ...........................................................262

Power monitoring
The K-Pos DP system has no direct control over the vessel's electrical power system.
This is administered by a separate Power Management System (PMS).
Normally the K-Pos DP system receives information about:
• The power produced by each main generator.
• Which switchboard each generator is connected to.
• How the switchboards are connected.
• How the thrusters are connected to the switchboards.
This information is used by the K-Pos DP system for power overload control and is also
displayed on the Power view (see Power view on page 340).

Power load monitoring and blackout

prevention
The Power Load Monitoring function monitors the total load on the connected
switchboards and checks for unbalanced load. It will also act upon input failures from
equipment connected to the power distribution network, e.g. generators. Single failures
will be handled in such way that the Power Optimal Allocation and the Blackout
Prevention will still work. The Blackout Prevention function is the last barrier in the
K-Pos DP system to prevent overload on the connected switchboards. Some functions
in the K-Pos DP system can add thrust to the resulting thrust from the Power Optimal
Allocation, which might lead to an overload situation if not handled by the Blackout
Prevention function. The Blackout Prevention function will reduce the thrust demand if
the estimated load exceeds the nominal limit. The reduction is done as percentage wise
distribution of phase back power according to the rated power for each thruster.

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The Blackout Prevention function will only limit thruster commands to avoid a stable
power plant becoming overloaded. The function cannot prevent a potential blackout
caused by generator tripping.
The Power Load Monitoring and Blackout Prevention functions cover the following
standard power plant configurations:
• diesel generators supplying thruster/propeller drives
• shaft generators supplying thruster drives
• a combination of diesel generators and shaft generators
This function supplements the vessel's Power Management System (PMS). The
thruster/propeller setpoint reduction criteria during DP control are set at lower overload
levels than the load reduction initiated by the vessel's own PMS. The Power Load
Monitoring and Blackout Prevention functions are active in all operational modes and
are illustrated in Figure 50.

Figure 50 Power Load Monitoring and Blackout Prevention functions

The K-Pos DP system requires the following information in order to perform blackout
prevention:
• Generator power and breaker status
• Bus-tie breaker status
• Thruster breaker status (if more than one for each thruster)
The following functions are also available:
• Generator Load Limitation
Performs load limitation of the most loaded generator if a skew-load situation occurs
on the connect-switchboard. The overload protection is achieved by automatically
reducing the pitch/rpm/force/load on the thrusters/propellers connected to the
connect-switchboard until the most loaded generator operates within its nominal
capacity.

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• Diesel Engine Load Limitation

Monitors the load on each diesel engine (fuel-rack monitoring) which drives both a
generator and a controllable-pitch propeller on the same shaft. Power load is reduced
by reducing the pitch setpoint on the connected propeller when the nominal engine
load is exceeded. Note that this function requires an interface to the diesel engine
fuel-rack reading.
• Diesel Engine Load Monitoring
Monitors the load on each diesel engine (fuel-rack monitoring) which drives a
controllable-pitch propeller. This function requires an interface to the diesel engine
fuel-rack reading. This function is for presentation purposes only, and does not
perform any load limitation.
• Thruster Load Monitoring (Current/Power)
Monitors the current/power load on each individual thruster/propeller motor. Note
that this function requires an interface for the motor current/power reading.

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System status information

This section contains the following topics:

Remote Diagnostics dialog box .....................................................................................265
pcAnywhere Waiting... dialog box ................................................................................267
Print Status dialog box ...................................................................................................267
Export Log Files dialog box ..........................................................................................270
About dialog box ...........................................................................................................270

Remote Diagnostics dialog box

Online support from Kongsberg Maritime is available through the Remote Diagnostic
Service using secure communication facilities. The service engineer at the Support
Centre can view the same Operator Station information as the operator on site. Log files
and databases can be transferred to the Support Centre for further analysis, and updates
may take place on the system on site with the restrictions imposed by the operational
guidelines and the classification authorities.
The K-Pos DP system is prepared for this Remote Diagnostic Service by means of a
communication software package installed in each Operator Station.
To display the dialog box, select Tools→Remote Diagnostics.

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Remote Access Services

A remote user is connected on the Remote Access Services connection when
information about Port, User and Duration is displayed in the corresponding text
fields.
Port
The port to which the modem is connected.
User
The user name of the remote user.
Duration
Duration of time since the remote user was connected to the Remote Access
Service connection.
Disconnect
Click this button to disconnect from the Remote Access Services.
PcAnywhere
Start
Click this button to start PcAnywhere when a remote user is connected on the
Remote Access Services port. The remote user is connected when information
about Port, User and Duration is displayed in the corresponding text fields.
Show
When PcAnywhere is started, the text on the Start button changes to Show. Click
the Show button to open the pcAnywhere Waiting... dialog box to monitor the
TCP/IP Host Service and TCP/IP addresses.

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Close
Click this button to close the Remote Diagnostics dialog box.

pcAnywhere Waiting... dialog box

The service engineer at the Kongsberg Maritime Support Centre may ask you to present
information about the TCP/IP Host Service (remote user) to verify that the required
connections are established. This information can be found on the pcAnywhere Waiting...
dialog box.
The dialog box is only available from the Remote Diagnostics dialog box.
To display this dialog box, select Tools→Remote Diagnostics and then click the Start
button for PcAnywhere. When PcAnywhere has started, click the Show button on the
Remote Diagnostics dialog box.

Note
To minimise the pcAnywhere Waiting... dialog box, do not click the Cancel button, as this
will abort pcAnywhere. Instead, click the Windows minimize button ( ) in the upper
right corner of the dialog box.

Print Status dialog box

You can print a predefined set of system status data on the event printer connected to
the Operator Station. You can either request an immediate printout or request repeated
printouts with a given time interval.

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The Print Status dialog box allows you to print the status page or to request repeated
printouts.
To display the dialog box, select System→(Printer Settings) Print Status.

Print Status
Click this button to request an immediate printout of the status page.
Cyclic Print Control
Select the Cyclic Print check box if you want a cyclic printout to be made
automatically after a specified Interval. This can only be selected from the
Operator Station in command.

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Figure 51 Status page (example)

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Export Log Files dialog box

It is possible to export messages sent from different logging systems, such as from the
panel driver, from the DP recorder and the process stations.
To display the Export Log Files dialog box, select System→Export Log Files .

Select time span and file types

Each of the values can be increased or decreased by 1, after selecting the respective
field. e.g. hours, minutes, etc., or you can type the value.
The type of files are selected by the respective check box.
Select target for export
Logged data can be exported to the hard drive or to any removable drive. If you
cannot see all the available drives — click the Refresh button. You can change the
drive, but the folder name is always the same and that is why you are warned that
the existing files in this folder will be removed.

About dialog box

The About dialog box allows you to view vital K-Pos DP system and file information.
This information can be useful for you to have available when contacting Kongsberg
Maritime for help in case of problems with the K-Pos DP system. It contains an overview
of basic software information for your K-Pos DP system.

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The dialog box is always available.

To display the dialog box, select System→(Help) About.

Clicking the EXE/DLLs button displays a list of EXE and DLL files in use and their
corresponding version numbers.

Clicking the Overview button returns to the overview of software information.

Clicking the Details>> button displays a detailed list of which EXE files use which DLL
files.

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The structure of the information presented is as follows:

• The Program (EXE) column lists all the EXE files.
• The Using DLL column lists a batch of all the DLL files used by each specific EXE file.
• The Version column lists the version of the program (EXE file).
• The Modified column lists the date when each DLL and EXE file was last modified.
• The Size column lists the file size for each DLL and EXE file.
Clicking the Overview button returns to the overview of software information.
Clicking the Details<< button returns to the list of EXE and DLL files in use.

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System status monitoring

This section contains the following topics:

Introduction....................................................................................................................273
System architecture........................................................................................................273
Equipment dialog box ....................................................................................................277
Station Explorer dialog box ...........................................................................................284
IO Manager dialog box ..................................................................................................286
RBUS IO Image.............................................................................................................289
IO Terminal Block dialog box .......................................................................................293
IO Point Browser dialog box .........................................................................................298
Properties — DpPs Serial port.......................................................................................301
Resetting a disabled serial line.......................................................................................304

Introduction
Functions are available for monitoring the status of the K-Pos DP operator stations,
process stations and IO system.
During normal operation you can:
• View the operational status of the Operator Stations, History Stations and Process
Stations.
• View information and status indications for every IO driver, IO block and IO point
configured in the system.

System architecture
A K-Pos DP system consists of one or more operator stations (OS) and one or more
process stations (PS). A history station (HS) may also be included.
The K-Pos DP control software is implemented in one, two or three process stations
(DpPSs) (the Main controller PS group) depending on the redundancy level of the
system. The process stations are implemented in computers located in the K-Pos DP
Controller Cabinet.

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The DpPSs in the Main controller group are interconnected via a dedicated redundancy
net (RedNet).
Communication between operator stations, history stations and process stations is via
a single or dual communication net (Net A and Net B).
Communication with thrusters and sensors is performed by the IO system, which is
an integrated part of the DpPS. If additional IO is required for sensors or thrusters,
additional dedicated IO process stations can be implemented.
The process stations themselves provide no permanent storage of programs and data.
When a process station starts up, all its programs and data are loaded from its PS servers,
which are located either on one or more operator stations or in the flash memory of
the PS itself.

Operator stations
The following standard names are used to identify the operator stations and history
stations in K-Pos DP systems:
OS name OS description
DP-OS1 Main Operator Station
DP-OS2 Main Operator Station
DP-OS3 Main Operator Station
DP-OS4 Fire Backup Operator Station
DP-OS6 Stand-alone Simulator Operator Station
DP-HS1 Main History Station
cPos-OS1 cPos Operator Station
cPos-OS2 cPos Operator Station
cJoy-OT1 cJoy Operator Terminal
cJoy-OT2 cJoy Operator Terminal
WT1 cJoy (cWing) Wing Terminal
WT2 cJoy (cWing) Wing Terminal
WT3 cJoy (cWing) Wing Terminal
WT4 cJoy (cWing) Wing Terminal

Process stations
The process stations are implemented in Remote Control Units (RCUs).
The RCU unit contains a real-time single board computer and IO interfaces in the same
unit.

Redundancy
In single systems, the DP Controller Cabinet contains a single DpPS.

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In dual systems, the DP Controller Cabinet contains two DpPSs which operate with
a master/slave relationship. Switching between master and slave can be performed
manually, or the switching can be performed automatically by the system.
In triple systems, the DP Cabinet contains three DpPSs. The concept of majority voting
is used to detect and isolate faults in the sensors and in the system itself.
For more information, see Redundant systems on page 151.

WinPS
A WinPS is a Process station that runs on an OS computer, as opposed to a standard
PS. A WinPS provides full PS functionality, except that it cannot communicate with
the IO system.
WinPSs are used for development purposes and in simulators.

PS names and numbers

The following standard names and numbers are used to identify process stations and
redundancy groups in K-Pos DP systems.
Redundancy Redundancy type PS description
group
DpMain Single, DpDual or DpTriple Main Controller PS A
Main Controller PS B
Main Controller PS C
DpM_IO1 Single, DpDual or DpTriple Main Input/Output 1
DpM_IO2 Single, DpDual or DpTriple Main Input/Output 2
DpM_Sim Single Main - Simulator (WinPS)
DpM_Vrm Single Main - Built-in Trainer - Vessel Reference Model (WinPS)
DpFS_Vrm Single Field Simulator - Vessel Reference Model (WinPS)
DpBackup Single Backup DP Controller PS A
DpB_IO1 Single Backup Input/Output 1
DpB_IO2 Single Backup Input/Output 2
DpB_Sim Single Backup - Simulator (WinPS)
DpB_Vrm Single Backup - Vessel Reference Model (WinPS)

The Vessel Reference Models run in WinPS and provide simulator and built-in trainer
functions.

IO system
The IO system provides the communication interface for exchange of IO signals between
the field devices (thrusters and sensors) and the process station.
The main elements of the IO system are:
• IO drivers

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IO drivers are responsible for the communication with the field device. The IO driver
provides conversion between field values and IO raw values.
The following driver types are supported:
– RBUS for discrete analog and digital IO
– NetIO for communication between PSs
– Dedicated sensor and interface drivers for serial line devices such as Artemis,
GPS, Fanbeam and HPR
– ComAs for generic serial line IO
• IO blocks
An IO block represents a group of identifiable IO signals from an IO device in the
field. For example:
– For IO cards belonging to the RBUS driver, an IO block represents an IO card in
the IO rack.
– For NetIO communication between process stations, an IO block may represent all
the signals related to a particular sensor or thruster.
• IO points
IO points are the connection points for IO signals. An IO point may provide signal
conditioning elements for conversion between the IO raw value on the driver side
and the engineering value on the K-Pos DP system side.

Monitoring functions
The following monitoring functions are available:
• Viewing of status information for the Operator Stations, History Stations and Process
Stations in your system, using the Equipment - System Status dialog box. See
Equipment dialog box on page 277.
• Viewing of status information for all PSs in the system, using the Station Explorer
dialog box. See Station Explorer dialog box on page 284.
• Viewing of overview information for all IO drivers, IO blocks and IO points, using
the IO Manager dialog box. See IO Manager dialog box on page 286.
• Viewing of information for selected IO Points using the IO Point Browser dialog box.
See IO Point Browser dialog box on page 298.
• Viewing of information displayed for each IO Block, related to each IO Point and
its contents, using the IO Terminal Block dialog box. See IO Terminal Block dialog
box on page 293.
• Viewing of information for selected DP PS Serial ports using the Properties — DpPs
Serial port dialog box. See Properties — DpPs Serial port on page 301.
Note
Many of the features provided by these dialog boxes are related to configuring the
system. These features require OS Configuration Mode and/or PS Configuration Mode
and therefore are not described in this manual. This manual only describes features that
are available in normal operation mode.

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Equipment dialog box

The Equipment - System Status dialog box shows operational status information about the
Operator Stations, History Stations and Process Stations in your system.
To display the dialog box, select System→Equipment.

This dialog box has five pages:

• PS
• PS Redundancy
• OS/HS
• Event Printer
• Net Status
In each line of each page, the background colour of certain fields are changed to indicate
alarm conditions.
When a system or process alarm condition occurs, the background of the field changes
colour and starts to flash. It will continue to flash until the applicable alarm is
acknowledged.
The pages have a shortcut menu. Right-click anywhere on the page to display the
following menu:
Print Image.. see Print Image on page 283.
Station Explorer... see Station Explorer dialog box on page 284.
PS Info... not relevant for K-Pos DP systems during normal
operation.
PS Operation... for use by Kongsberg Maritime engineers only.
System Events... see Presentation of messages on page 119.
IO Manager... see IO Manager dialog box on page 286.
IO Point Browser... see IO Point Browser dialog box on page 298.

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PS page
The PS page shows the current status of all process stations defined in the system.

Station
Identification of the PS.
Group name
Displays the name of the redundancy group to which this station belongs.
(No column title)
Identification of the PS within the redundancy group. For example: Controller PS
A, B or C within the DpMain group.
Status
Shows the current status of the PS:
• Operational — PS is operational.
• Booting — PS is booting (loading configuration).
• Rebooting — PS is rebooting due to an error.
• Not Communicational — PS has reported a status, but no communication with
the PS is possible.
• Not Reported — PS has not reported any status.
• Halt — PS has stopped due to an error condition.
Spare Time (%)
The available CPU capacity, expressed as a percentage of total CPU capacity.
Net State
Indicates the state of the A and B network interfaces:
• OK — Both network interfaces are OK.
• A-ERROR — Error on network interface A.
• B-ERROR — Error on network interface B.
• AB-ERROR — Error on both network interfaces.
I/O Status
Shows the status of the IO system for this PS:
• OK — No errors reported.

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• ERROR — Errors reported.

Serial Status
Not relevant for K-Pos DP systems.
Other Status:
Shows the status of other sub-systems reported by this station (typically system
self-test and monitoring):
• OK — No errors reported.
• ERROR — Errors reported.
Free Memory
Available memory (or largest continuous block) in kB. (Not applicable for
WinPSs.)
Uptime
The accumulated uptime of the station. Shown as a number followed by a character
indicating the period. For example: 3.06 d indicates 3.06 days (m = minutes, h
= hours, d = days, y = years).
Started
Time stamp when the PS was started.
Format: day/month/year hour:min:sec
Last Reported
Time stamp of last communication.
Format: hour:min:sec

PS Redundancy page
The PS Redundancy page shows redundancy information for all process stations.

Station
Identification of the PS.
Group name
Displays the name of the redundancy group to which this station belongs.

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(No column title)

Identification of the PS within the redundancy group. For example: Controller PS
A, B or C within the DpMain group.
Status
Shows the current status of the PS:
• Operational — PS is operational.
• Booting — PS is booting (loading configuration).
• Rebooting — PS is rebooting due to an error.
• Not Communicational — PS has reported a status, but no communication with
the PS is possible.
• Not Reported — PS has not reported any status.
• Halt — PS has stopped due to an error condition.
Online
Displays whether the PS is online or not. See Redundant systems on page 151.
Master
Displays whether the PS is master or not. See Redundant systems on page 151.
Capability
Displays the Capability status, indicating to what extent the PS is technically
capable of fulfilling its intended purpose:
• OK — No errors.
• Common Error — Errors that are common to all PSs in the redundancy group.
• Degraded — Errors that related to only this PS in the redundancy group.
• Incapable — The PS is in a state where it should not be used as the master or
online computer.
Running mode
Displays the Running mode:
• Running — The PS is communicating and has finished all startup preparations.
• Starting — The PS is communicating, but more startup preparation is needed.
• Inactive — The PS is not communicating. It may be initializing or loading,
or not executing at all.
Type
Displays the redundancy type for the redundancy group.
For the DpMain and DpM_IO groups, the following types are relevant: Single,
DPDual and DPTriple.

OS/HS page
The OS/HS page shows the status of the operator stations and history stations that are
defined in the system.

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Station
Identification of the OS or HS.
Status
Shows the current status of the OS or HS:
• Operational — OS or HS is operational.
• Not Communicational — OS or HS has reported a status, but no communication
with the OS or HS is possible.
• Not Reported — OS or HS has not reported any status.
• Stopped — OS or HS is not switched on.
Last Reported
Time stamp of last communication.
Format: day/month/year hour:min:sec
Net State
Indicates the state of the A and B network interfaces:
• OK — Both network interfaces are OK.
• A-ERROR — Error on network interface A.
• B-ERROR — Error on network interface B.
• AB-ERROR — Error on both network interfaces.
The OS/HS page has a shortcut menu. Right-click anywhere on the page to display
the following menu:

See Print Image on page 283.

Event Printer page

The Event Printer page shows the status of the event printers that are configured in
the system.

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The operator stations in the K-Pos DP system are grouped into Print Groups - usually
either Main or Backup - where each group has one event printer. Only one of the operator
stations (the Master) within a print group will print alarm messages to the event printer.
If the Master operator station becomes inactive for any reason, the role of event printer
Master passes automatically to another active Master of the Print Group.
Station
The address of the event printer.
Print Group
The name of the group of operator stations that can print to this printer.
Master
The current master operator station in this print group.
Members
The operator stations that are members of this print group. If an operator station is
not active, its name is shown in parentheses.
Printer Info
Information on the printer status such as Idle or Printing. This information is
provided by the printer interface.
The Event Printer page has a shortcut menu. Right-click anywhere on the page to display
the following menu:

See Print Image on page 283.

Net Status
The Net Status page shows the status of the communication network for all OSs, HSs and
PSs in the system.

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This page contains a window that is divided into two panes. The left-hand pane lists all
stations in the communication network by means of icons and names. Clicking any icon
or name displays in the right-hand pane the status of the communication network as seen
from the receiving station in the left-hand pane.
If a red A, B or AB is displayed superimposed on an icon, this indicates that the station
has a network communication error on net A, B or both.
Sending Station
Identification of the OS, HS or PS sending messages to the receiving station.
Msg pr. 100 sec
The total number of messages being received every 100 seconds on both networks.
Lost Msg Net A
The number of lost messages on network A.
Lost Msg Net B
The number of lost messages on network B.
IpAddress
The Internet Protocol (IP) address of the sending station.
The right-hand pane is static and once information has been displayed it is not updated.
You can update the information either by reselecting the Net Status page or by
right-clicking anywhere on the page to display the following shortcut menu:
Select Print Image to print the content of the current page.
Select the Update Statistics command to update the statistical
information for the selected station in the right-hand pane.
Select the Show only errors command to filter the information
displayed in the right-hand pane so that only the stations with lost
messages are displayed.

Print Image
The Print Image command on the shortcut menu of the PS, PS Redundancy, OS/HS or Net
Status page allows you to print the content of the current page on your printer.

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Selecting this command displays the Print dialog box.

Select the appropriate printer from the Printer drop-down list box.

Station Explorer dialog box

The Station Explorer provides system status information for all system components in a
selected process station, such as:
• For the basis system: applicable PS system information, self-tests and environment
checks (such as temperature check, fan alarm).
• For the IO Manager: information on all nodes and subnodes of all configured IO parts.
• For the Network: information on the redundant networks - Net A and Net B.
All nodes in the process station are represented by graphical symbols showing their
current alarm status.
To display the dialog box, select System→Equipment. Right-click on a PS line. Select
Station Explorer... from the shortcut menu.
Note
If the dialog box is empty, you have to select the required DpPs from the drop-down list.

PS tree structure
The dialog box provides a tree structure showing all the nodes and subnodes
in the PS. The tree structure can be expanded and collapsed, to display or hide
information details. Graphical symbols are displayed to indicate the alarm status.

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Hotspot symbols provide links to dialog boxes for displaying further information
about the IO system.
Alarm status indicators
The following alarm status indicators may be displayed on the PS status view pane.
There is an error condition in this equipment node, and the
alarm is not acknowledged. When acknowledged, a red circle is
displayed .
The error condition in this equipment node is no longer present,
but the alarm is not acknowledged. When acknowledged, a green
circle is displayed (see below).
There is an error condition in this equipment node and the alarm
is acknowledged.
The red arrow indicates that there is either an error or an
unacknowledged alarm in one or more equipment subnodes.
Node and all sub equipment nodes are OK.

Hotspots
Hotspot symbols provide links to dialog boxes for displaying further information
about the IO system:
Displays the Properties dialog box, which shows an overview of
the software and hardware status of the selected PS. This feature
is intended only for Kongsberg Maritime personnel.
Displays the IO Manager dialog box, which shows the status of
the IO drivers and IO blocks for the selected PS. See IO Manager
dialog box on page 286.
Displays the Driver Properties dialog box for the selected IO
driver. This feature is intended only for Kongsberg Maritime
personnel.

Displays a submenu:

• For an IO driver:

– The Show RBUS IO Image command displays a graphical

view of the IO cards. See RBUS IO Image on page 289.
– The Show IO Driver command displays the Driver
Properties dialog box for the selected IO driver. This
feature is intended only for Kongsberg Maritime personnel.
• For an IO block (IO card):

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– The Show IO Block command displays the IO Terminal

Block dialog box, which shows information about the
selected IO block and its IO points. See IO Terminal Block
dialog box on page 293.
– The Properties command displays the Properties dialog box
for the selected IO card. This feature is intended only for
Kongsberg Maritime personnel.
• For a serial port:

– The Properties command displays the Properties-DpPs

Serial Port dialog box for the selected serial port. See
Properties — DpPs Serial port on page 301.

Displays the IO Terminal Block dialog box, which shows

information about the selected IO block and its IO points. See
IO Terminal Block dialog box on page 293.

IO Manager dialog box

The IO Manager dialog box displays an overview of the IO system, showing the IO
drivers and IO blocks for a selected station.
To display the dialog box, either:
1 Select System→Equipment.
The Equipment - System Status dialog box is displayed.
2 Right-click on a PS line anywhere on the PS or PS Redundancy page of the
Equipment - System Status dialog box.
The following shortcut menu is displayed:

3 Select IO Manager.
The IO Manager dialog box is displayed.

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or:
1 Start the Station Explorer (see Station Explorer dialog box on page 284).
2 Select the required PS from the drop-down list.

3 Click on the IO Manager icon ( ).

The IO Manager dialog box has three pages, which give an overview of the IO Interface
system:
• The IO Configurator page, in expandable tree view, presents the IO drivers and IO
blocks for the selected PS.
• The IO Statistics page gives an overview of the connected terminals and modules.
This feature is intended only for Kongsberg Maritime personnel.
• The IO Library page presents the contents of the IO typical library. This feature is
intended only for Kongsberg Maritime personnel.

IO Configurator page
In the IO Manager dialog box — IO Configurator page, use the drop-down box to select
the PS for which you will display the IO drivers and IO blocks.

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All IO blocks and devices

In the expandable tree view, the symbols are as follows:

1st level, lists the IO driver types ( )

2nd level, lists the IO drivers ( )

3rd level, lists the IO blocks in alphabetic order ( )
If you click on an IO driver name, the corresponding Driver Properties dialog
box is displayed.
If you click on an IO block name, the corresponding IO Terminal Block dialog box
is displayed. See IO Terminal Block dialog box on page 293.

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RBUS IO Image
The RBUS IO Image provides a graphical view of the status of the RBUS IO cards. This
is intended as an aid to fault-finding in the IO system.
To display the RBUS IO Image:
1 Start the Station Explorer (see Station Explorer dialog box on page 284).
2 Select the required PS from the drop-down list.
3 Expand the IO Manager to locate the RBUSDriver.
4 Click on the sub-menu symbol ( ) and select the Show RBUS IO Image command
from the sub-menu.
The RBUS IO Image can be displayed either in the Overview level or the Detailed level:
• When the Overview level is selected, the display corresponds to the physical layout of
the IO cards as you see them in the IO cabinet.
• When the Detailed level is selected, more detailed card and rack information is
displayed. The Detailed level is intended primarily for Kongsberg Maritime personnel.

Overview level
Example RBUS IO Images at the Overview level for an RCU-based PS is shown below.

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The alarm status indicators are the same as for the Station Explorer. See Station Explorer
dialog box on page 284.
If you click on an IO card, the IO Terminal Block dialog box is displayed showing
information about the selected IO card and its IO channels. See IO Terminal Block
dialog box on page 293.
If you right-click on an IO card, a shortcut menu is displayed:

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• The Show IO Block command displays the IO Terminal Block dialog box, showing
information about the selected IO card and its IO channels. See IO Terminal Block
dialog box on page 293.
• If the IO card has an error condition, you can select the System Events for Node
or System Events for Node and Subnodes command to display the Event List view
containing the relevant alarms.
The tool bar of the RBUS IO Image window provides the following functions:
Displays the Overview level of the RBUS IO Image.

Displays the Detailed level of the RBUS IO Image.

Shows “out-of-rack” cards. Not relevant during normal

operation.
Use this drop-down list box to select any other PS to be displayed.

Appears when an IO card is clicked.

Hides/shows the IO Terminal Block dialog box for the selected
IO card.

Detailed level
Example RBUS IO Image at Detailed level for an RCU-based PS is shown below.

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Rack positions containing PSs and power supply units are not shown on the Detailed
level.
The information provided on the Detailed level is intended primarily for Kongsberg
Maritime personnel.

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IO Terminal Block dialog box

The IO Terminal Block dialog box displays information about a selected IO block and its
IO points. This is intended as an aid to fault finding in the IO system.
To display this dialog box, either:
1 Start the Station Explorer.
2 Select the required PS from the drop-down list.
3 Expand the appropriate driver to locate the required IO block.

4 Either click on the block icon ( ), or click on the sub-menu symbol ( ) and
select the Show IO Block command from the sub-menu.
or:
1 Start the IO Manager.
2 On the IO Configurator page, select the required PS from the drop-down list.
3 Expand the appropriate driver to locate the required IO block.
4 Click on the IO block name.
The content of this dialog box varies according to the IO driver.
Note
For IO cards belonging to the RBUS driver, a block is the same as an IO card, and a
point is the same as an IO channel.

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Station Explorer
The upper-left area displays the selected IO block, filtered from the expandable
tree structure of the Station Explorer, and displays the driver, alarm status and the
block tag of the selected IO block. For more details, see Station Explorer dialog
box on page 284.
Tag
Displays the name of the selected IO block.
Description
Displays descriptive text for the selected IO block.
Task
Shows the scan rate for the selected IO block:
• Task 1 — Normal
• Task 2 — Quick

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• Task 3 — Rapid
Auto
Not relevant for K-Pos DP systems.
Upper-right list box
The upper-right list box displays the IO block properties represented by parameters
and values. When you point at a parameter, a tool-tip is displayed, providing
more explanatory text.
IO Points
This area displays information about the IO points for the selected IO block.
Direction
The direction of the data flow:
• Output data flow
• Input data flow
IO tag
The name of the IO signal.
(IO point parameter symbol)

Clicking this symbol displays the IO Point Parameters section in the lower
part of the dialog box.
Status
The status of the sensor value:
• OK
• Error
• SIM
Sensor value
The sensor value and its units.
(signal conditioning elements)
Symbols representing the signal conditioning elements used, in order of
execution.
Note
When the cursor is positioned over one of the bitmaps representing an IO signal
conditioning element, the name and parameters of the element are displayed in
a tool-tip window.

Eng. value
The engineering value and its units.
(Eng. status)
The status of the engineering value:
• OK

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• Error
• SIM
Connection
For signals that are to be transferred between process stations, this field displays
the name of the NetIO tag that corresponds to this IO point.
Note
If you click a cell in the Connection column, the Connect/Disconnect Terminal dialog
box is displayed for the selected IO point. This dialog box has no function during
normal operation.

Details
Clicking the Details button displays or removes the IO Point Parameters and Eng.
Signal Conditioning sections in the lower part of the dialog box.

Shortcut menu
If you right-click on any displayed IO point tag, the following shortcut menu is displayed:

Only one of the commands in the shortcut menu is available for the operator.
Resize Columns
Resizes the columns displayed in the IO Points area to fit the content of the columns.

Signal Conditioning elements

Signal conditioning elements are used in the IO points of an IO block to parameterize
the input/output process signals and to scale the signals.
All signal conditioning elements are bidirectional, and may be used both on input and
output signals, but some elements are meaningful on input signals only.
The symbols are displayed between the Sensor value and Eng. value columns in the
IO Points area.

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The signal conditioning includes elements for:

• Scaling
• Inversion
• Filtering
• Fail-safe value
• Compensation for wire resistance.
The available signal conditioning elements are as follows:
Icon Element name Analogue Digital Input Ouput Description
Scale X X X Sensor scale maximum
Sensor scale minimum
Sensor unit
Engineering scale maximum
Engineering scale minimum
Engineering unit
Multi Scale X X X Number of points
(For each point) Sensor point
(For each point) Engineering point
Sensor unit
Engineering unit
PT 100 X X Wire resistance
Sensor unit
Engineering unit
Engineering unit X X X Engineering scale maximum
Engineering scale minimum
Engineering unit
Fail-safe X X Fail-safe value
Freeze (check box):
Checked: Last usable value
Not checked: Fail-safe value

Filter X X Filter time (seconds)

Limit check X X X Gain

Bias
Use negative input value
Invert X X X None
Fail-safe X X Fail-safe value
Freeze (check box):
Checked: Last usable value
Not checked: Fail-safe value
Filter X X On delay (seconds)
Off delay (seconds)

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IO Point Browser dialog box

The IO Point Browser allows you to search for IO points for a selected PS, and to display
information about them. This is intended as an aid to fault-finding in the IO system.
To display the IO Point Browser dialog box:
1 Select System→Equipment.
The Equipment - System Status dialog box is displayed.
2 Right-click on a PS line anywhere on the PS or PS Redundancy page of the
Equipment - System Status dialog box.
The following shortcut menu is displayed:

3 Select IO Point Browser.

The IO Point Browser dialog box is displayed.

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Station
Use this drop-down list box to select either all PSs, or the PS within which you
want to browse.
Tag
Browse Criteria
Use this text box to enter the browse criteria. Wildcard characters can be used.
Match case
Use this check box to make the Browse Criteria case sensitive.
Match whole tag
Use this check box if the Browse Criteria text is the entire name of the required
IO point.
Match initial tag segment
Use this check box if the Browse Criteria text is the beginning of the name of
the required IO points.

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IO Status
Use these check boxes to restrict the search to IO points which have the specified
status:
• IO OK
• IO Manual
• IO Passive
• IO Error
• IO FailSafe
• IO Error Override
Browse by IO Tag
Use this command button to search for IO points whose name satisfies the specified
Browse Criteria.
Browse by Module Tag
Not relevant for K-Pos DP systems.
Details
Clicking the Details button displays or removes the IO Point Parameters and Eng.
Signal Conditioning sections in the lower part of the dialog box.
Browse results
The upper-left area displays information about the IO points that satisfy the search
criteria. This is the same information as displayed on the IO Terminal Block dialog
(see IO Terminal Block dialog box on page 293), with one additional column:
• PS — The name of the PS that contains the IO point.
If you right-click on any IO point tag displayed in the browser window, the following
shortcut menu is displayed:

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Only some of the commands in the shortcut menu are available for the operator.
Add Trend to previous popup
Adds a new trend to already created popup.
Create Trend in popup
Starts the procedure for creating a trend for the selected IO point.
Resize Columns
Resizes the columns displayed in the IO Point Browser dialog box to fit the content
of the columns.
Show IO Block
Allows you to view configuration information for the selected IO Block by
displaying the corresponding IO Terminal Block dialog box. See IO Terminal Block
dialog box on page 293.

Properties — DpPs Serial port

The Properties — DpPs Serial port dialog box shows the properties and configuration
of a selected serial port.
To display the Properties — DpPs Serial port dialog box:
1 Start the Station Explorer (see Station Explorer dialog box on page 284).
2 Select the required PS from the drop-down list.
3 Expand IO Manager, ComAs and the required serial line to locate the required serial
port (in the example below Serial port 101).

4 Click on the sub menu icon ( ).

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• A shortcut menu is displayed.

5 Select Properties on this shortcut menu.
• The Properties — DpPs Serial port dialog box is displayed.
The information provided on the Properties — DpPs Serial port dialog box is intended
primarily for Kongsberg Maritime personnel.

SerPort page

Enable configuration
When selected, the configuration shown is enabled.
Baud rate
Shows the baud rate (110, 300, 600, 1200, 2400, 4800, 9600, 19200, 38400 baud).
Parity
Shows the parity (No, Even, Odd).
Number of data bits
Shows the number of data bits (5, 6, 7, 8 bit).
Number of stop bits
Shows the number of stop bits (1, 2 bit).
Protocol
Protocols available; Ecma24, Kos100, End of File, End of Record, Raw, Xon/Xoff,
Siemens 3946L, 3946H, 3946RL, 3946RH, Measurex, UniTelWay, SMC, Polled
raw, End of Record/Raw, Kos 150, Inter Frame Gap, Time sync.

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EOR char. input

Shows the End of Record character input in hexadecimal.
EOR char. output
Shows the End of Record character output in hexadecimal.
HW handshake
Shows the Hardware handshake (No, RTS@Send, RTS@Receive) - (RTS is short
for Request To Send).
HW selection
Shows the Hardware selection (Default, RS232, RS422, RS485).
Auto disable interrupts
To automatically disable interrupts, select this check box and click the OK or
Apply button.
Max. interrupt rate receive
Shows the highest recorded receive interrupt rate for this serial port (since startup
or reset).
Max. interrupt rate exception
Shows the highest recorded exception interrupt rate for this serial port (since
startup or reset).

Disable status page

The Disable status page of the Properties — DpPs Serial port dialog for the ComAs driver
displays the interrupt status of a selected serial port.

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Reset disabled serial port

To reset a disabled serial port, select this check box and click the OK or Apply
button.
Reset max. interrupt rate
To reset the displayed values for Max. receive interrupt rate and Max. exception
interrupt rate, select this check box and click the OK or Apply button.
Disabled due to high receive rate
Indicates whether the selected port is disabled due to high receive rate (0 =
enabled, 1 = disabled).
Disabled due to high exception rate
Indicates whether the selected port is disabled due to high exception rate (0 =
enabled, 1 = disabled).
Receive interrupt rate
Shows the current receive interrupt rate for this serial port.
Exception interrupt rate
Shows the current exception interrupt rate for this serial port.
Max. receive interrupt rate
Shows the highest recorded receive interrupt rate for this serial port (since startup
or reset).
Max. exception interrupt rate
Shows the highest recorded exception interrupt rate for this serial port (since
startup or reset).

Resetting a disabled serial line

A serial port may be automatically disabled by the system to protect the K-Pos DP
controller computer system from high traffic caused by an excessively high number
of interrupts.
If an automatic disable of interrupt has been performed when reading serial line data
from, for example, a position-reference system, a timeout alarm is issued. The message
includes the relevant driver tag.
This section describes how to manually reset a disabled serial line so that the process
station can continue reading input on that serial line. This procedure can be performed
without restarting the controller computer.
1 In the Dynamic Alarm Page of the Event List view, right-click the relevant message.
• A shortcut menu is displayed.
2 Select Station Explorer on this shortcut menu.
• The Station Explorer dialog box for the serial line that has an error is displayed.

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3 Click the Driver Properties hotspot (the indicator to the right of 02_FanbeamDrv
in this example).
• The Driver Properties dialog box is displayed.

4 Click the Driver operation page tab.

• The Driver operation tabbed page is displayed.

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5 Select the Reset disabled serial port check box.

6 Click the OK button.
• The serial line is reset.
Note
Resetting a disabled serial line can also be performed by using the Properties — DpPs
Serial port dialog box. (See Properties — DpPs Serial port on page 301.)

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Built-in trainer

This section contains the following topics:

Trainer functions ............................................................................................................307
Using the trainer.............................................................................................................307
Setting the start position for the next session ................................................................309
Leaving the trainer .........................................................................................................309

Trainer functions
The built-in trainer provides functions for operator training based on a simulated system.
Simulations are performed at the system console with no additional equipment required.
In order to use an Operator Station for training, it must be connected to the MainSimulator
controller process station (PS) group (see Connect dialog box on page 148). When this
condition is met, the text SIMULATING (or other configuration-specific text) is displayed
flashing on the top bar after the name of the operator station in use.
If an Operator Station is not in command of a controller PS group, you can connect it
to any available group (such as MainSimulator) at any time. However, if the Operator
Station has command of a controller PS group, this system must be in Standby mode
before you can connect the Operator Station to a different group.
In DP systems with more than one Operator Station, the built-in trainer can be used at
one OS at the same time as the other OSs are used for normal DP operation, without
affecting the actual operation of the vessel. In this case the OSs are connected to different
controller PS groups. Before leaving an Operator Station after a training session, we
strongly recommend that you prepare the OS for DP operation by connecting it to the
Main controller PS or another relevant controller PS group.

Using the trainer

To use the trainer:
1 Ensure that the vessel is controlled from the bridge or from another OS. For systems
with only one OS, the system must be in Standby mode.
2 Select System→Connect.

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• The Connect dialog box is displayed.

3 Select MainSimulator on the Connect dialog box.
4 Click the OK or Apply button.
• The Operator Station is connected to the MainSimulator controller PS group.
• All other Operator Stations are still connected to the Main (or another relevant)
controller PS group(s).
• While the Operator Station is connected to the MainSimulator controller PS
group, the text SIMULATING (or other configuration-specific text) is displayed
flashing on the top bar.
5 Take command of MainSimulator at the Operator Station (see Command transfer
on page 142).
• The TAKE button status lamp on the operator panel is lit.
6 Select OffLoad→Select Buoy to display the Select Buoy dialog box..
7 Choose which buoy you want to simulate on.
8 Click the OK or Apply button.
9 Select Tools →Trainer.
• The Trainer Settings dialog box is displayed.

• The values for Start Position, Wind Speed, etc. shown in this dialog box are the
values that were in use when the previous training session was stopped (provided
that no stop or restart of the OS has taken place in the meantime).
10 Enter the required Buoy Offset (relative to the vessel's bow). When no buoy is
selected, this field is not displayed.

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11 If no buoy is selected, enter the Start position of the vessel from where you want to
start the simulation. You can select to move to this position whenever the system
returns to Standby mode by selecting the corresponding check box.
Note
It is recommended to select the Move to this position in Standby mode check box.

12 If required, enter the start position of the vessel from where you want to start the
simulation. You can select to move to this position whenever the system returns to
Standby mode by selecting the corresponding check box.
13 Enter the required Wind and Sea Current values to be used during the simulation.
14 Enter the vessel Draught to be used during the simulation.
15 Click the OK or Apply button.
• The system is now ready for simulation.
16 Use the system as you would during normal operation.

Setting the start position for the next session

When the chart background display has been configured, you may use the planning
function in the Posplot view to find the start position you want to use for the next trainer
session. When the correct start position has been found, change to Standby mode, launch
the Trainer Settings dialog box, key in the coordinates and click the Move to this position
in Standby mode check box.

Leaving the trainer

Before leaving an Operator Station after a training session, we strongly recommend that
you prepare the OS for DP operation by connecting it to the Main or another relevant
controller PS group.
1 Go to Standby mode.
2 Select System →Connect.
• The Connect dialog box is displayed.
3 Select Main (or another relevant controller PS group).
4 Click the OK or Apply button.
• The Operator Station is connected to the Main (or another relevant) controller
PS group.
• The values for Start Position, Wind Speed, etc. entered in the Trainer Settings
dialog box are saved for use as start-up values in a future training session.

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DP online consequence
analysis

This section contains the following topics:

DP online consequence analysis ....................................................................................310
Selecting the DP class.................................................................................................... 311
Consequence analysis status messages .......................................................................... 311
Consequence analysis alarm messages ..........................................................................312

DP online consequence analysis

The DP Online Consequence Analysis function performs analyses to determine the
vessel's ability to maintain its position and heading after predefined worst-case single
equipment failures. The analyses are called “online” because they consider the present
environmental conditions, thruster status and power consumption.
This function satisfies the requirements of IMO Equipment Class 2 and Class 3. It also
satisfies the requirements for systems with enhanced reliability (Class ER).
The analysis checks whether the thrusters remaining in operation after a worst-case
single failure are able to generate the same resultant thruster force and moment as
required before the failure, and whether the remaining generators are able to produce a
sufficient amount of power. An alarm message is issued if a failure would result in lack
of thrust or power, and subsequently drift-off.
The worst-case single failures that are simulated are predefined according to the power
and thruster configuration of the vessel. Typically, these failures will be the loss of one
complete switchboard, one engine room, or a group of thrusters that can be affected by a
single equipment failure.
Consequence analyses are performed cyclically, every minute, whenever the following
criteria are satisfied:
• The vessel is in Auto Position mode (consequence analysis can also be performed
in other modes, if configured).
• The position setpoint status displayed on the Dashboard is PRESENT (for Auto
Position mode).

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• The heading setpoint status on the Dashboard is PRESENT (for Auto Position mode).
• DP Class 2, Class 3 or Class ER is selected.
Note
By default, the DP Online Consequence Analysis function is switched off. Prior to
engaging Class 2, Class 3 or Class ER operations, the corresponding class of operation
must be selected using the DP Class dialog box.

Selecting the DP class

DP Class 2, Class 3 or Class ER must be selected on the Dp Class dialog box to activate
the DP Consequence Analysis.
To display this dialog box, select Settings (General)→Dp Class.

If configured, the currently selected DP Class is indicated on the dashboard.

When the consequence analysis is running, the time to the next sample is counting down
and shown in the box Time to next analysis.

Consequence analysis status messages

When the DP Online Consequence Analysis function is activated, an information
message is displayed, e.g.:
Consequence analysis running class 2
When the system mode is changed from automatic control, or if you explicitly turn off the
function using the DP Class dialog box, the following information message is displayed:

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Consequence analysis stopped

During a change of position or heading, the failure simulations are temporarily halted.
When the vessel reaches PRESENT position and PRESENT heading, the failure
simulations are started again. No information messages are issued for this type of
temporary halt.

Consequence analysis alarm messages

If an analysis detects that a given worst-case single equipment failure will result in
insufficient thrust or power to maintain the vessel's position and heading, an alarm
message is displayed:
Consequence analysis drift off warning

This message is followed by additional information whose content depends on the type
of failure simulated and whether insufficient thrust or insufficient power was detected.
For example:
power critical if connect-swbd 1 lost
thrust critical if thrusters 1-4 lost
thrust critical if port diesel lost

If the message indicates that thrust is critical, you should enable more thrusters. If
the message indicates that power is critical, you should make more power available.
Alternatively, change to a more favourable heading.

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Offshore Loading Panes

This section contains the following topics:

Circle around buoy pane ................................................................................................313
Loading pane..................................................................................................................314
Tandem functions pane ..................................................................................................316

Circle around buoy pane

• Bearing and bearing deviation.

• Range and range deviation.
• Heading of the buoy and the buoy deviation (circle).
• Buoy deviation (bar graph).

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Loading pane
SAL loading

Setpoint radius
Displays the setpoint radius.
Hawser tension
Displays the measured and estimated hawser tension.
SAL heading
Displays the SAL heading.

SPM loading

Setpoint radius
Displays the setpoint radius.
Hawser tension
Displays the measured hawser tension.

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STL loading

Setpoint radius
Displays the setpoint radius.
Mean Thrust
The slowly-varying part of the thruster force in the surge direction when the STL
Mean Offset function is active.
Setpoint Offset
The required mean distance between the mating cone and the base position
(Setpoint Radius).
Mean Offset
The mean value of the estimated distance between the mating cone and the base
position. The time constant is approximately 30 minutes.
Inst. Offset
The instantaneous value of the distance between the mating cone and the base
position.
Inst. Bearing
The instantaneous value of the bearing from the mating cone to the base position
relative to true north.

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FSU/FPSO loading

Setpoint radius
Displays the setpoint radius.
FSU heading
The heading of the FSU.
Base distance
The distance between the mating cone and the base position (Setpoint Radius).
Stern distance
The distance between the mating cone and the stern.
FSU heading sensors
Displays the status of the FSU heading sensors.
Hawser tension
Displays the measured hawser tension.

Tandem functions pane

The pane shows the setup off the follow FSU position rectangle and the follow FSU
heading limits. It also shows the speed setpoint used to move sideways when FSU
heading function is active.

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FSU position (Surge/Heading)

Displays the surge and sway position for the FSU.
FSU heading (Sway/Heading)
Displays the heading of the FSU.

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Display views

This section contains the following topics:

Diesel view.....................................................................................................................318
Joystick view..................................................................................................................320
LTW view ......................................................................................................................324
Numeric view.................................................................................................................329
Numeric offload view ....................................................................................................332
Posplot view...................................................................................................................333
Power view.....................................................................................................................340
Power consumption view...............................................................................................345
Reference system main view .........................................................................................346
Reference system view ..................................................................................................355
Sensor view....................................................................................................................357
STL Monitor view .........................................................................................................360
Thruster forces view ......................................................................................................363
Thruster main view ........................................................................................................366
Thruster view — tunnel thruster ....................................................................................370
Thruster view — azimuth thruster ................................................................................373
Thruster view — propeller/rudder .................................................................................376
Thruster setpoint feedback view ....................................................................................379
Trends view....................................................................................................................380

Diesel view
The Diesel view provides a simplified mimic display of the vessel's diesel engines and
fuel rack system as seen from the K-Pos DP system.
The information presented in this view is based on the following signals received by the
K-Pos DP system:
• The power produced by each main diesel generator
• The fuel rack reading
• Diesel clutched in or out
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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Main models for fuel-rack regulation in common use are:

• propeller with two diesels and two shaft generators
• propeller with one diesel, no shaft generator
• propeller with two diesels, no shaft generator
• propeller with one diesel, one shaft generator
The configuration shown in this example view consists of starboard and port propellers,
each driven by two diesel engines with fuel rack regulation system. Each diesel engine
also drives a generator. Each diesel engine is connected to the propeller via a clutch
and gearbox.
This is a generator symbol showing the produced power both as
a numerical value (above the symbol) and graphically (the line
in the symbol) as a percentage of the nominal power (where the
vertical axis is 100%). The symbol is colour-coded:
• Grey indicates that the generator is not running.
• Green indicates that the generator is OK and running.
• Yellow indicates that the generator has a warning status.
• Red indicates that the generator has a signal error on the load
signal.

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These are numerical and graphical displays of the fuel rack load
on the diesel engines. They have the same colour coding as
for the generators.

Clutch symbol with the same colour coding as for the generators.

These are numerical and graphical displays of propeller

pitch/rpm feedback. The green label indicates which system has
control of the thrusters.
The symbol is colour-coded:
• The colour of the bars changes to yellow when the thrusters
pass the limit for percentage of available thrust (typically
80%). This applies only in some modes (depending on your
system configuration, but usually in auto-modes).
• The colour of the bars changes to red when there is a signal
error from one of the propellers/rudders.

Joystick view
The Joystick view shows the thrust setpoint and response, and the vessel speed in the
various axes, to assist during positioning with the joystick alone.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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Shows the axes that are under joystick control.

In the example view displayed, all three axes Yaw, Surge and
Sway are controlled by the joystick.

This is a graphical display of the obtained rotational moment,

the rotational moment setpoint is marked by the orange line.
The numerical value of the obtained rotational moment is
displayed.

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This is a graphical display of the obtained surge force, the surge

force setpoint is marked by the orange line.
The numerical value of the obtained surge force is displayed.

This is a graphical display of the obtained sway force, the sway

force setpoint is marked by the orange line.
The numerical value of the obtained sway force is displayed.

This is the estimated sway speed at the bow of the vessel. This
value is calculated from the vessel dimensions and the estimated
Rate Of Turn.

This is the estimated sway speed at the stern of the vessel.

This value is calculated from the vessel dimensions and the
estimated Rate Of Turn.

This is the estimated Rate Of Turn.

This shows the status of the speed estimates.

• OK — The system is receiving acceptable position and
heading information, and at least one speed sensor is In Use.
• Manual — Manual speed is In Use.
• Model — No speed sensor or Manual speed enabled, but at
least one position-reference system is accepted.
• Dropout — No speed sensors or position-reference systems
enabled (text on pink background).

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This is the estimated surge and sway speed at the vessel's

Midships position.

The resulting force and speed vectors are shown graphically.

The numeric values show the range of the display for both force
and speed.

This shows the present joystick thrust setting as selected on

the Joystick Settings dialog box which can be either Full Thrust
or Reduced Thrust.
The present joystick precision setting as selected on the Joystick
Settings dialog box is shown. The joystick precision setting can
be either High Speed Precision, General Precision or Low Speed
Precision.

This shows the axes that are currently selected for environmental
compensation (see Joystick Settings dialog box on page 112).

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This shows the joystick demand as a percentage of the

maximum available demand in surge, sway and yaw axes.

If this operator station is not in command a grey symbol on

the graphic display to the right shows the setpoint of the local
joystick.

A graphic display of the joystick setpoint is shown. If this

Operator Station is not in command, the graphic display shows
both the setpoint from this Operator Station (Local) and the
setpoint from the operator Station that is in command.
This information can be used to ensure a bumpless transfer
when you move the command from one OS to another.
This information can also be used for checking that the joystick
is functioning. Consider whether the joystick is functioning by
comparing the displayed joystick setpoint to the actual joystick
deflection (surge and sway) and the degree of rotation (yaw).

LTW view
The Light-weight Taut Wire (LTW) is based on measurements and calculations of the
vessel's position relative to a fixed point on the sea bed.
A gimbal head on a boom over the side of the vessel is connected by a wire to a depressor
weight on the sea bed.
The vertical component of the wire length is measured when the depressor is lowered
onto the sea bed. The angles between the wire and the vertical, both in the alongships
and the athwarthships axes (see Figure 52), are measured as the vessel moves away from
the point where the depressor weight was deployed.
The position is calculated based on this data. The actual length of the wire is also
calculated and presented in the LTW view. Corrections are applied to allow for the offset
distance between the sensor on the gimbal head and the vessel's rotation center.

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Figure 52 LTW position-reference system

Gimbal head

Wire Draught Wire angle

angle alongships
athwarthships

Wire
Wire Wire length, Water length, Wire
length vertical depth vertical length
component component

Depressor Seabed
Depressor
weight Seabed weight
CD2824

The draught is measured, and the vertical component of the wire length is recalculated
whenever the draught changes. Changes of water depth due to turning of the tide are not
taken into account. In these circumstances the depressor weight must be lifted off the sea
bed and re-lowered to have the system record the change of wire length.
The LTW view allows you to monitor the performance of a Light-weight Taut Wire
(LTW) position-reference system.
The position of the depressor weight is shown relative to the position of the gimbal head
(the center of the graphic display). The maximum operational area is also shown.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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These are the gimbal head alongship and athwartship axes. The
intersection of the axes represents the gimbal head position and
is always at the center of the display.

The symbol represents the position of the depressor weight

relative to the gimbal head.

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This shows the maximum operational area.

These are the display range value, decrease/increase buttons

and grid spacing value. The range is the distance from center
to edge of plot. The button decreases the display range.
The button increases the display range.
You can adjust the grid spacing using the view control dialog box
(see Light Taut Wire Plot view control on page 328). The grid
spacing is automatically adjusted when decreasing/increasing
the display range.

This shows the status of the “Mooring On” signal from the
LTW system. This signal indicates when the depressor weight
is on the sea bed.

This shows the angle of the taut wire in the alongship and
athwartships directions as measured at the gimbal head.
The Along angle is positive when the gimbal head is forward
of the depressor weight.
The Athwart angle is positive when the gimbal head is to
starboard of the depressor weight.

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This shows the position of the depressor weight relative to the

gimbal head.
The Along position is positive when the depressor weight is
forward of the gimbal head.
The Athwart position is positive when the depressor weight is to
starboard of the gimbal head.

This shows the wire length.

Total is the wire length measured by the gimbal head.
Vertical is the depth of the depressor weight relative to the
gimbal head, measured by the wire length when the depressor
weight was lowered onto the sea bed.

Light Taut Wire Plot view control

To display the view control dialog box: right-click on the view →View control.

Grid
Show
To show or hide the grid.
Square
Square grid.

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Circular
Circular grid.
Spacing
The spacing (distance) between grid lines or circles. You can change the grid
spacing by clicking the down arrow and selecting a new value from the drop-down
list.
The grid spacing is automatically adjusted when decreasing/increasing the display
range.
Light Taut Wire Graphics
LTW 1, LTW 2, LTW 3, LTW 4
Allows you to select the LTW system whose position information is to be displayed
in the main graphic area of the view.
Range
Allows you to specify the display range explicitly by typing in a value in the text
box.
Incr. Range
This button allows you to increase the display range in fixed steps.
Decr. Range
This button allows you to decrease the display range in fixed steps.

Numeric view
The Numeric view shows performance data in numerical form.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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The position setpoint, present position and position deviation in

north (N) and east (E) direction are shown.

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These are the values for heading setpoint, present heading and heading
deviation.

These are the values for Rate Of Turn setpoint and present Rate Of Turn.

These are the values for vessel speed setpoint and present speed.

This is the direction of the vessel speed relative to true (N UP) or to the
vessel (H REL). The displayed orientation is selected from the Heading
pane on the dashboard.

This displays the warning and alarm limits for position and
heading deviation. Green indicates that the limits are currently
active.

The calculated residual force (the sum of all the non-modelled

forces together with any errors in the modelling). The residual
force is shown with either true components (N and E) or relative
components (Surge and Sway), as selected from the Heading
pane on the dashboard. Moment is the rotation moment exerted
on the vessel.

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Numeric offload view

The Numeric Offload view shows, in numerical form, performance data that is relevant
during weather vaning operations.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

Position
The position setpoint, present position and position deviation in north (N) and
east (E) direction are shown.
Heading
Heading setpoint, present heading and heading deviation are shown.
Rate Of Turn
The Rate Of Turn setpoint and the present Rate Of Turn.
Speed
The speed setpoint and the present speed.

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Setpoint / Base
The setpoint radius.
Present / Base
The estimated distance from the vessel reference point (for example, bow or
mating cone) to the base position.
Deviation / Base
The difference between the present base distance and the setpoint radius.
Direction
The relative direction of vessel movement.

Posplot view
The Posplot view shows the vessel's position relative to the position and heading
setpoints and to other displayed objects, such as the position of transponders. The
prevailing wind and current are also displayed.
Using the Posplot view control dialog box, you can:
• Select either a true or a relative display, with either the position setpoint or the present
vessel position at the centre of the display.
• Display or remove various features on the view.
• Show or hide a chart on the Posplot view.
• Show or hide the grid, and select grid type and grid spacing.
Note
Grid display is only possible when the range is 10 000 m or less. When the range is
larger than 10 000 m, the grid disappears automatically. Maximum range is 3 000 km.

• Specify the display range, i.e. distance from centre to edge of plot.
• Display or hide a trace line and trend symbols, and also specify the sample rate and
the extent of the trace line/trend symbols.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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The example Posplot view shows some of the available display features. The figures
with text that follow the example describe all the standard features of the Posplot view.
Additional features which relate to specific operational modes are described together
with the appropriate operating procedure.
The compass rose is marked with degrees. The north/south and
east/west geographical axes are displayed.

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This is the vessel symbol that indicates the position of the vessel, relative to
known reference points and directions. The vessel's Midships position is
marked with a small cross. The currently-selected rotation centre is marked
with a small circle. The size of the vessel symbol is dynamically scaled
according to the selected display range. This vessel symbol is exchanged by
an unscaled symbol at small and large range values.
Note
When changing the Posplot view to close range or long range, the vessel
symbol changes from showing the correct form and dimensions of the vessel
into a simplified shape with a constant size.

This is the position setpoint symbol. By selecting and moving this symbol
you can change the position setpoint (see Marking a new position setpoint
on the Posplot view on page 220).

The position carrot that regulates smooth vessel movement is displayed

as a small asterisk. When the position setpoint is changed, the position
carrot moves towards the new setpoint. The speed of the carrot's movement
depends on the speed setpoint.

When relaxed controller mode is in use (selected from the Gain dialog box),
the radius for relaxed control is shown as a shaded area with the position
setpoint as center. The area around this circle is click-sensitive. You can
easily adjust the relaxed control radius by clicking in this area to open the
Gain dialog box to set a new value. If you select to hide the setpoint from
the Show page on the Posplot view control dialog box, the shaded area
indicating the relaxed control radius will also be hidden.

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When Green controller mode is in use (selected from the Gain dialog box),
the outer and inner control radii are indicated on the Posplot view, with
the position setpoint as centre. The inner radius is indicated by a blue,
shaded circle. The predicted trajectory for the vessel is displayed as a line
pointing from the rotation centre.

This is the heading setpoint symbol. By selecting and moving this symbol
you can change the heading setpoint (see Marking a new position setpoint
on the Posplot view on page 220).

This is the present heading symbol.

The heading carrot that regulates smooth vessel movement is displayed

as a small pointer. When the heading setpoint is changed, the heading
carrot moves towards the new setpoint. The speed of the carrot's movement
depends on the Rate Of Turn setpoint.

This displays range value and decrease/increase buttons. The

Range value is the distance from centre to edge of plot. The
button decreases the displayed range. The button increases
the displayed range.
The N symbol indicates the orientation of the heading as
selected by the buttons on the heading pane — if H REL
(heading relative) is selected the symbol is tilted in the
respective direction.
The Grid value is the spacing between grid lines or
circles. The grid spacing is automatically adjusted when
decreasing/increasing the display range.

This shows the wind arrow. The arrow rotates around

the compass rose to show the true wind direction (filtered
measurement from the wind sensor). An arrow pointing
towards the plot indicates “comes from” direction, and an arrow
pointing outwards from the plot indicates “goes to” direction.

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The direction of the arrow depends on the units setting for wind
direction as selected using the Presentation Units dialog box.

This is the true wind speed and direction (filtered measurements

from the wind sensor).
An “s” in front of the “degrees” symbol in the unit for wind
direction means “setting” (goes to) . This is selected using
the Presentation Units dialog box.

The arrow rotates around the compass rose to show the

direction. An arrow pointing toward the plot indicates “comes
from” direction, and an arrow pointing outwards from the plot
indicates “goes to” direction.

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These are position warning and alarm limit circles (centred

on the position setpoint). With automatic surge and sway
control, and with position limits enabled, these circles indicate
the warning and alarm limits for position deviation. When
the vessel reference point crosses the warning limit circle, a
warning is given. When the vessel reference point crosses the
alarm limit circle, an alarm is given.

The short lines, dashed and solid, are heading warning and
alarm limit markers (centred on the heading setpoint). With
automatic yaw control, and with heading limits enabled, these
markers indicate the warning and alarm limits for heading
deviation. When the vessel heading crosses the warning limit, a
warning is given. When the vessel heading crosses the alarm
limit, an alarm is given.

This shows a transponder symbol for a position-reference

system.
A circle around a transponder symbol indicates that this
transponder is the Reference Origin. An empty circle indicates
that the Reference Origin transponder has been deselected.

Posplot view — riser disconnect limit

When watch circle limits and riser disconnect limit are enabled using the Riser
disconnect settings dialog box, the limits are displayed on the Posplot view

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WCC Watch circle centre.

Dashed circles Watch circle limits — warning and alarm.
Solid circles Riser disconnect limit.

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Power view
The Power view is a simplified mimic display of the vessel's electrical power system as
seen from the K-Pos DP system.
Normally the K-Pos DP system is supplied with information about:
• The power produced by each main generator.
• Which switchboard each generator is connected to.
• How the switchboards are connected.
• How the thrusters are connected to the switchboards.
The thruster power consumption is either measured directly or calculated from the
thruster feedback.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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This is a generator symbol showing the produced power both as a numerical

value (above the symbol) and graphically (the line in the symbol) as a
percentage of the nominal power (where the vertical axis is 100%). The
symbol is colour-coded:
• Grey indicates that the generator is not running.
• Green indicates that the generator is OK and running.
• Yellow indicates that the generator has a warning status.
• Red indicates that the generator has a signal error on the load signal.

This is the switchboard name (swbdB in the example). The number in

brackets (2 in the example) indicates the connect-switchboard that the
switchboard is a part of. The symbol is colour-coded:
• Grey background indicates that no generators are connected to this
switchboard.
• Green background indicates that the switchboard is OK and running.
• Yellow background indicates that the switchboard has reached the
warning limit.
• Red background indicates that the switchboard has a signal error on
the load signal.

The position of the generator breaker symbol shows whether the generator
is connected to the switchboard or not. In addition, the generator breaker
symbol is colour-coded:
• Green frame indicates the breaker is closed.
• Grey frame indicates the breaker is open.
• Red frame indicates alarm status.
• Orange frames indicate the selected bus-ties for even distributed load
with zero current flow.

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This is a thruster symbol showing the produced power both as a numerical

value and graphically as a percentage of the nominal power (where the
vertical axis is 100%). The symbol is colour-coded:
• Grey indicates that the thruster is not running.
• Green indicates that the thruster is OK and running.
• Yellow indicates that the thruster has reached the warning limit for load.
• Red indicates that the thruster has a signal error on the load signal, or
the demand to this thruster is reduced by the blackout prevention and it
is not possible to distribute this demand to other thrusters, i.e. the DP
system has insufficient thrust.

The total available and consumed power from the generators

connected to each connect-switchboard or switchboard can be
displayed using the Power Plot view control dialog box. The
Load/MAX values indicate: the consumed power — the first
value (27 or 22 in the examples) and the maximum load — the
second value (95 in the examples) shown in percentage. If the
value for maximum load is in orange colour, this indicates that
the respective connect-switchboard is selected for Reduced
swbd load (see Power Optimal Allocation dialog box on
page 258).

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The power optimal allocation can be defined to run in different

modes as selected on the Power Optimal Allocation dialog box
(see Power Optimal Allocation dialog box on page 258).
In Normal mode the power optimal allocation will first of all
allocate thrust within the given power limitations.
• In Even Load mode the thrust is allocated so that the load is
as even and as low as possible on all connect-switchboards.
• In Even Load with zero bus-tie current flow mode the thrust
is allocated so that the current through the operator defined
bus-tie is as low as possible.
• In Reduced swbd load mode the operator can specify
wanted maximum power consumption on one or more
connect-switchboards.

A trend plot is displayed. You can select the information to be displayed using the Power
Plot view control dialog box.

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Power Plot view control

To display the view control dialog box: right-click on the view →View control.

Present
Selects whether to display information about Connect-switchboards or Switchboards.
Show/Hide
If configured, selects whether or not to display the internal names (IO Tags) of the
generator breakers, bus-ties and thruster switches.
Plot
The trend plot to be displayed.
Time span
The time span for the trend plot.
Range...
Clicking this button displays the Y-Axis Range dialog box which allows you to
select automatic scaling or to manually set the upper and lower limits for the
y-axis plot scale.

Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits manually.

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Power consumption view

The Power Consumption view shows:
• The consumed power for each connect-switchboard in numerical and graphical form
as a percentage of available power.
• Which switchboards are included in each connect-switchboard.
• The available power for each connect-switchboard in numerical form.
The view is dynamically updated to always show the current switchboard topology.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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The consumed power for each connect-switchboard is shown

in graphical form as a percentage of available power for each
connect-switchboard.
The number of bar graphs shown will be automatically
adjusted to reflect the vessel's current connect-switchboard
configuration, i.e. when it changes due to bus-tie breakers being
opened/closed.
Each bar graph has a blue bar and two predefined power
consumption limits (one for warning and one for alarm) that are
shown as dashed horizontal line for warning limit and solid line
for alarm limit. If the lower (warning) limit (typically 60%) is
exceeded the colour of the bar becomes yellow. If the upper
(alarm) limit (typically 80%) is exceeded the colour of the bar
changes to red.

The consumed power for a switchboard group.

The maximum power for a switchboard group.

The switchboards that are included in each connect-switchboard

(Conn-swbd 1, Conn-swbd 2, etc.) are designated SwbdA,
SwbdB, etc.

Reference system main view

The Reference system main view shows the individual and resulting performance of the
position-reference systems that are currently enabled.
The general characteristics of position-reference systems are described in Position
information on page 177.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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These are the display range value, decrease/increase buttons

and grid spacing value. The range is the distance from centre to
edge of plot. The button decreases the display range. The
button increases the display range.
The N symbol indicates the orientation of the heading as
selected by the buttons on the heading pane — if H REL is
selected the symbol is tilted in the respective direction.
You can adjust the grid spacing using the view control,
Grid page. The grid spacing is automatically adjusted when
decreasing/increasing the display range.

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The centre of the plot is the present vessel position. Using the
Reference system main view control dialog box, Mode page, you
can select either a true or a relative display.
A colour-coded circle is displayed with a radius equal to the
minimum prediction error limit and centred on the present
vessel position.
A colour-coded circle is displayed with a radius equal to the
median test acceptance limit and centred on the median value.
When the Median test is inactive, the Median Test Limit field
will show OFF and the circle will not be displayed.

This shows a zoomed-in view of the centre of the plot.

For each position-reference system, the capital letter with no
circle around it represents the last raw position measurement
for this system.
For each position-reference system, the small inner circle with a
capital letter inside represents the filtered position measurement
for this system.
For each position-reference system, the outer circle (dashed)
represents the standard deviation for this system.

An error ellipse is displayed. There is a certain statistical

confidence (95%) that the vessel's position is within the region
that is encircled by this ellipse (The error region in this example
has the shape of a circle, but generally the region may have
an oval shape).

This indicates the legends used for plotting. Colour coding and
capital letters help to differentiate the various position-reference
systems.

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These are numerical values for the minimum prediction error

limit and the median test limit. The two circles to the left
indicate the colour coding used on the plot.
The Median Test field will show the text OFF when the Median
Test is set to Off on the Validation page of the Reference System
dialog box (see Validation page on page 191). The text OFF
will also be displayed when less than three position-reference
systems are operational.

By clicking on one of the reference system names in the

lower-left corner of the view, you can plot a one minute trace of
the raw-data position measurements for the selected system.
Each position sample is indicated with a “+” on the plot. The
name of the selected system is shown. Click the Clear button
to stop plotting and to remove the raw-data position samples
from the plot.

This shows the status for each reference system or transponder: either Calibrating,
Online, Relative, Offline or Lost. For reference systems in monitoring state, the status text
is shown with Mon as prefix. If the measurements are acceptable, Calibrating and Online
are displayed in green (if the last sample was received) or in orange (if the last sample
was not received). If a position-reference system has a transponder that is defined and
enabled as mobile, then Relative is displayed instead of Online, provided that the optional
Follow Target mode has been previously selected (i.e. at least once).
If the measurements are lost, Offline is displayed in red, however, if the measurements
are lost during calibration, Lost is displayed in red. When a reference system is turned
off, the weight of that system is set to zero, and Offline is displayed in red before the
system is removed from the Reference system main view.
The position-reference system that is providing the Reference Origin is marked with an
asterisk.
A unique capital letter and colour code is assigned to each reference system to make it
easier to differentiate the various systems on the plot.
Numerical values and horizontal bars show the weighting applied to the measurements
from each reference system during the last second. The sum of weights of reference
systems with Online status is always one (1.0). If no new update is received from

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a specific reference system during the previous second, the weight for this system
is set to zero (and Online shown in orange). The horizontal bar is not displayed for
position-reference systems that have an enabled mobile transponder, i.e. those with a
Relative status.
In the lower right corner of the Reference system main view, numerical data or a trend
plot is displayed. Using the Reference system main view control dialog box, Mode page,
you can select between various types of numerical data and trend plots:
Position

These are numerical values for the calibrated position (for each reference system) as used
by the system. The data are presented according to current presentation units/position
selection. Note that colour coding is used.
Transponder Coordinates

These are numerical values for the origin of the particular reference system, for example
the position of an HPR or LBL transponder or an Artemis Fix antenna. Note that colour
coding is used.

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Raw Position

These are numerical values of raw (uncompensated and untransformed) position

measurements (for each reference system) as received by the system. The type of
reference system determines how the position is displayed: either as Along/STBD,
North/East, Latitude/Longitude or as Range/Bearing position format. Note that colour
coding is used.
RefSys Raw Data STD DEV

These are trend plots. The type of trend plot is selected on the Mode page of the Reference
system main view control dialog box. Note that colour coding is used.
You can also select the Y-axis scale range (either auto or manual scaling) and the time
span.

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Refsys view control

To display the view control dialog box: right-click on the view →View control.

Mode page

Position
Transponder Coordinates
Raw Position
Select the required set of numerical data to be displayed in the lower right corner
of the Reference system main view. These items are described in detail in the
previous section.
Trend Plot
Select a Trend Plot to be displayed in the lower right corner of the Reference
system main view. These items are described in detail in the previous section.
Plot
The type of trend plot to be displayed. You can select between the following
options: RefSys Bias E, RefSys Bias N, RefSys STD DEV, RefSys STD DEV AS,
RefSysWeight or – none –.
Time span
The time span for the trend plot.
Range...
Clicking this button displays the Y-Axis Range dialog box which allows you to
select automatic scaling or to manually set the upper and lower limits for the
y-axis plot scale.

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Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits manually.

Grid page

Show
To show or hide the grid.
Spacing
The spacing (distance) between grid lines or circles. You can change the grid
spacing by clicking the down arrow and selecting a new value from the drop-down
list.
The grid spacing is automatically adjusted when decreasing/increasing the display
range.

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Type
The type of grid.

Range page

Distance from Center ...to Edge of Plot

Allows you to specify the display range by typing a value in the text box.
Increase Range
Allows you to increase the display range in fixed steps.
Decrease Range
Allows you to decrease the display range in fixed steps.

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Reference system view

The view shows the status for each reference system or transponder.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

Position The values for the calibrated position (from the position-reference
systems) as used by the system.
Position setpoint The wanted position for the vessel.
Reference origin The name of the position-reference system providing the
sensor reference origin.
Reference name The names of the position-reference systems.
The name of the position-reference system that is providing the
reference origin is marked with an asterisk (*).

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Status The operational status of the position-reference system, which

can be Calibrating, Online, Relative, Offline or Lost. If a
position-reference system is in a monitoring state (operating but
not providing position-reference data) the status text is displayed
with the prefix Mon, e.g. Mon Online.
Note
The Relative status indication is only shown if the optional Follow
Target mode is available.

If the measurements are acceptable, Calibrating or Online is

displayed in green (if the last sample was received) or in orange
(if the last sample was not received).
If a position-reference system has a transponder that is defined
and enabled as mobile, then Relative is displayed instead of
Online, provided that the optional Follow Target mode has been
selected.
If the measurements are lost, Offline is displayed in red. If the
measurements are lost during calibration, Lost is displayed in red.
When a position-reference system is turned off, the weight and
standard deviation is set to zero, and Offline is displayed in red
before the position-reference system is removed from the view.

Weight A blue horizontal bar that shows the weighting factor applied to
the measurements from the position-reference system during
the last second.
The sum of the weighting factors for all position-reference
systems with an Online status is always one (full bar).
If no new update is received from the position-reference system
during the previous second, the Weight for the system is set to
minimum (zero) and Online is shown in orange.
The blue horizontal bar is not displayed for position-reference
systems that have an enabled mobile transponder, i.e. those with
a Relative status.

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Sensor view
The Sensor view shows the performance and state of each of the vessel's sensors. This
view may have several pages depending on the number and type of sensors installed
on the vessel.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.
By clicking on the left or right arrow (if present) you can display the next or previous
sensor view.
Examples of page 1 and 2 of the Sensor view:

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Common for all types of sensors on any of the Sensor view pages:
Sensor status indications:
The sensor is in use.

The sensor is enabled but not in use.

The sensor is not enabled.

There is an active warning alarm for this sensor.

The readings from the sensor are not OK.

- - - - - - Dashes replace the measurement values.

Additional sensor information:

If there is a symbol by the sensor name, clicking it will open a sensor description
dialog box containing details about this type of sensors, for example:

Trend plot:
The plot for each sensor has a different colour. You can change the settings for the
information to be displayed using the History settings ... and Range settings ...view
controls.

Used measurements:
For some of the sensor types (such as Wind, GPS speed, Doppler speed, Rotation speed,
Draught, Water depth, etc.) the value currently used by the system. is shown:

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STL Monitor view

The STL Monitor view allows you to monitor the relative position and depth of the STL
buoy during the connection and disconnection phases.
The position of the STL buoy relative to the vessel's mating cone is shown in two
different orientations.
When the connect signal is received, the buoy is displayed in its connected position.
The depth information is relative to the top of the mating cone.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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Figure 53 Approach - STL buoy outside limits

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Figure 54 Connecting

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Figure 55 Connected

Thruster forces view

The Thruster forces view shows the resultant thruster forces and the “real” location of
the thrusters.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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These are the resultant thruster force and direction, and the resultant
turning moment and direction.

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These are numerical values and bar graphs showing the thruster force
for each thruster unit. The bar graphs show the percentage of the
maximum available thrust and are scaled individually. The numerical
values are all based on feedback signals from the thrusters.
The Status boxes show the Running, Ready and Enabled status of
each thruster unit.

Individual thrust vectors (thruster force feedback) for each thruster

are shown. The vectors change colour according to the change of
colour on the corresponding bar graphs (when passing limit values for
percentage of available thrust).

The resultant thruster force vector (displayed from the vessel's

Midships position) is displayed. A graphical indication of turning
moment is also shown. The turning moment has a maximum sector
range of ±180°.

The colour of the bars, the background colour of the values and the force vectors change
to yellow when the thrusters pass the limit for percentage of available thrust (typically
80%). This applies only in some modes (depending on your system configuration, but
usually in auto-modes). The colour changes to red when there is a signal error from
one of the thrusters. For example:

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Thruster main view

The thruster main view shows the performance and status of all the thrusters.
Bar graphs show the thruster force for each thruster unit. The thruster force for each
thruster unit and their resultant thruster force are also represented by vectors.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.
You can also press the THRUSTER button (THR) on the Operator panel.

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You can toggle the amount of information displayed on the view by clicking the Show
detail / Hide detail button.

Allocation mode:
This is the currently-selected thruster allocation mode (see
Thruster Allocation dialog box on page 253).
(For most shuttle tankers VARIABLE or MANUAL FIX).
Priority shows either HDG (heading) or POS (position).
The Allocation mode area is click-sensitive. The ordinary
cursor changes to a pointing hand when positioned over this
area. Clicking the left trackball button opens up the Thruster
Allocation dialog box.

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The following information is presented:

• a numerical display of the resulting turning moment and
direction, a curved bar graph represents the value
• individual thrust vectors for each thruster
• a numerical display of the resulting force and direction, all
values are based on feedback signals from the thrusters

The colour of the force vectors change to yellow when the

thrusters pass the limit for percentage of available thrust
(typically 80%). This applies only in some modes (depending
on your system configuration, but usually auto-modes).

The colour of the force vectors change to red when there is a

signal error from one of the thrusters.

These are numerical values and bar graphs showing the thruster
force for each thruster unit. The bar graphs show the percentage
of the maximum available thrust and are scaled individually.
The numerical values are all based on feedback signals from
the thrusters.
The Status boxes show the Running, Ready and Enabled status
of each thruster unit.

The colour of the bars and the background colour of the

values change to yellow when the thrusters pass the limit for
percentage of available thrust (typically 80%). This applies
only in some modes (depending on your system configuration,
but usually in auto-modes).

The colour of the bars and the background colour of the values
change to red when there is a signal error from one of the
thrusters.

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These are numerical and graphical displays of pitch/rpm and

power feedback for the tunnel thruster. The green label indicates
which system has control of the thrusters.

These are numerical and graphical displays of thruster azimuth

and pitch/rpm feedback for each azimuth thruster.
The force direction relative to the thruster is indicated by the
highlighted arrow. The green label indicates which system has
control of the thrusters.

The orange text FIX is displayed for thrusters that use fixed
angles. The green label indicates which system has control of
the thrusters.

These are numerical and graphical displays of propeller

pitch/rpm feedback.
A rudder symbol with numerical and graphical indication of
rudder angle is shown. Depending on the present mode, the
sector is defined by the maximum rudder angle or maximum
turn-angle for steering rudder/azimuth thruster.
The green labels indicate which system has control of the
thrusters.

For all thruster symbols:

• The colour of the bars changes to yellow when the thrusters pass the limit for
percentage of available thrust (typically 80%). This applies only in some modes
(depending on your system configuration, but usually in auto-modes).
• The colour of the bars changes to red when there is a signal error from one of the
propellers/rudders.

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Thruster view — tunnel thruster

The Tunnel thruster view shows the operational state of a tunnel thruster.

A trend plot is displayed. You can select the information to be

displayed using the Thruster Sub Plot view control dialog box
(see Thruster Sub Plot view controls on page 371).

These are numerical and graphical displays of thruster pitch/rpm

and power feedback.

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This shows the thruster status:

Running
The thruster is running.
Ready
The thruster is available for control by the K-Pos DP system.
Enabled
The thruster is enabled for control by the K-Pos DP system.
This is the numerical value and a bar graph showing the thruster
force. The numerical value is based on a feedback signal
from the thruster. The bar graph shows the percentage of the
maximum available thrust. The setpoint force is indicated by
an orange line. The bar graph changes colour to red when the
thruster force exceeds the limit value for percentage of available
thrust (typically 80%).
This is a numerical display of the pitch, rpm and power setpoint
and feedback, and the difference between them, shown as a
percentage of the maximum.
The graphical display indicates the difference between the
setpoint and feedback (with zero at the centre of the scale).
The arrow changes colour to red to indicate an error.

By clicking on the left or right arrow (if present) you can display
the subview for the previous or next thruster unit. By clicking
on the up arrow, you can display the thruster main view.

Thruster Sub Plot view controls

To display the view control dialog box: right-click on the view →View control.
The Thruster Sub Plot view control dialog box is displayed.

Plot
The trend plot to be displayed. The following trend plots are available:
Thr Pitch
Pitch setpoint and feedback for this thruster.

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Thr RPM
RPM setpoint and feedback for this thruster.
Thr Azim
Azimuth setpoint and feedback for this thruster.
Thr Load
Load setpoint and feedback for this thruster.
Time span
The time span for the trend plot.
Y axis Range...
Clicking this button displays the Y Axis Range dialog box which allows you to set
the upper and lower limits for the y-axis plot scale manually or to select automatic
scaling.

Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits.

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Thruster view — azimuth thruster

The Azimuth thruster view shows the operational state of an azimuth thruster.

A trend plot is displayed. You can select the information to be

displayed using the Thruster Sub Plot view control dialog box
(see Thruster Sub Plot view controls on page 371).

These are numerical and graphical displays of thruster azimuth

and pitch/rpm feedback.
The shaded arcs indicate the forbidden zones.

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This shows the thruster status:

Running
The thruster is running.
Ready
The thruster is available for control by the K-Pos DP system.
Enabled
The thruster is enabled for control by the K-Pos DP system.

This is the numerical value and a bar graph showing the thruster
force. The numerical value is based on a feedback signal
from the thruster. The bar graph shows the percentage of the
maximum available thrust. The setpoint force is indicated by
an orange line. The bar graph changes colour to red when the
thruster force exceeds the limit value for percentage of available
thrust (typically 80%).

This is a numerical display of the pitch, rpm and azimuth

setpoint and feedback, and the difference between them, shown
as a percentage of the maximum.
The graphical display indicates the difference between the
setpoint and feedback (with zero at the centre of the scale).
The arrow changes colour to red to indicate an error.

By clicking on the left or right arrow (if present), you can

display the subview for the previous or next thruster unit. By
clicking on the up arrow, you can display the thruster main view.

Thruster Sub Plot view controls

To display the view control dialog box: right-click on the view →View control.
The Thruster Sub Plot view control dialog box is displayed.

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Plot
The trend plot to be displayed. The following trend plots are available:
Thr Pitch
Pitch setpoint and feedback for this thruster.
Thr RPM
RPM setpoint and feedback for this thruster.
Thr Azim
Azimuth setpoint and feedback for this thruster.
Thr Load
Load setpoint and feedback for this thruster.
Time span
The time span for the trend plot.
Y axis Range...
Clicking this button displays the Y Axis Range dialog box which allows you to set
the upper and lower limits for the y-axis plot scale manually or to select automatic
scaling.

Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits.

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Thruster view — propeller/rudder

The Propeller/rudder thruster view shows the operational state of a main propeller and, if
applicable, its associated rudder.

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A trend plot is shown. You can select the information to be

displayed using the Thruster Sub Plot view control dialog box
(see Thruster Sub Plot view controls on page 371).

Numerical and graphical displays of propeller pitch/rpm

feedback are shown.
Numerical and graphical displays of rudder azimuth feedback
are shown.
A rudder symbol with numerical and graphical indication of
rudder angle is shown. Depending on the present mode, the
sector is defined by the maximum rudder angle or maximum
turn-angle for steering rudder/azimuth thruster.

This shows the thruster status:

Running
The thruster is running.
Ready
The thruster is available for control by the K-Pos DP system.
Enabled
The thruster is enabled for control by the K-Pos DP system.

This is the numerical value and a bar graph showing the thruster
force. The numerical value is based on a feedback signal
from the thruster. The bar graph shows the percentage of the
maximum available thrust. The setpoint force is indicated by
an orange line. The bar graph changes colour to red when the
thruster force exceeds the limit value for percentage of available
thrust (typically 80%).

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This is a numerical display of the pitch, rpm and azimuth

setpoint and feedback, and the difference between them, shown
as a percentage of the maximum.
The graphical display indicates the difference between the
setpoint and feedback (with zero at the centre of the scale).
The arrow changes colour to red to indicate an error.
Note that only rpm and azimuth are configured in this example.

By clicking on the left or right arrow (if present) you can display
the subview for the previous or next thruster unit. By clicking
on the up arrow, you can display the thruster main view.

Thruster Sub Plot view controls

To display the view control dialog box: right-click on the view →View control.
The Thruster Sub Plot view control dialog box is displayed.

Plot
The trend plot to be displayed. The following trend plots are available:
Thr Pitch
Pitch setpoint and feedback for this thruster.
Thr RPM
RPM setpoint and feedback for this thruster.
Thr Azim
Azimuth setpoint and feedback for this thruster.
Thr Load
Load setpoint and feedback for this thruster.
Time span
The time span for the trend plot.

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Y axis Range...
Clicking this button displays the Y Axis Range dialog box which allows you to set
the upper and lower limits for the y-axis plot scale manually or to select automatic
scaling.

Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits.

Thruster setpoint feedback view

The Thruster setpoint feedback view shows setpoint and feedback data for all the
thrusters.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.
Indicates the colour coding used on bar graphs and numerical
values for Setpoint, Feedback and the Difference between them.

This shows the thruster/propeller/rudder status:

Running
This is displayed only if the running status is available to the
K-Pos DP system.
Ready
Available for control by the K-Pos DP system.
Enabled
Enabled for control by the K-Pos DP system (see Enabling
thrusters on page 250).

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These are numerical and graphical displays of the thruster

azimuth or rudder angle setpoint and feedback, and the
difference between them (in degrees).

These are numerical displays and bar graphs of

the thruster load setpoint and feedback, and the
difference between them, shown as a percentage of
maximum.
These are numerical displays and bar graphs of
the pitch setpoint and feedback, and the difference
between them, shown as a percentage of maximum.

These are numerical displays and bar graphs of

the rpm setpoint and feedback, and the difference
between them, shown as a percentage of maximum.

These are numerical displays and bar graphs of

the force setpoint and feedback, and the difference
between them, shown as a percentage of maximum.

Trends view
The Trends view provides dynamic displays (trend plots) and numerical values for
trended curves showing the history over a specified period for selected information,
such as wind, sea current, position and heading deviation, thruster forces and power
consumption.
Using the Trend Plot view control dialog box (see Trend Plot view control on page 383)
you can select the trend plots to be displayed. Up to three different trend plots can be
displayed simultaneously.
To select the display view: place the cursor in the upper left corner of the working
area so that the drop-down list becomes visible. Click on the arrow and select the view
from the list.

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 Display views

The header indicates the name of the variable type for which
you have selected to display the trend plot (see Trend Plot view
control on page 383 for selection of variable).

Depending on the type of variable you have selected, one or

several different trend curves will be displayed on the same
trend plot. Each curve will have its own specific name shown
together with a unique colour code.

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Kongsberg K-Pos DP (OS)

This is a trend plot for the selected variable using colour coding to identify and
differentiate the various variable curves being plotted. The plot has Time span along the
x-axis and measured values along the y-axis. You should note that the most recent values
are plotted to the far right, i.e. that the curves move from right to left on the trend plot.
Each trend plot has its own i button. Pressing this button
displays a Trend Numeric: dialog box.

The Trend Numeric: dialog box presents a range of numerical properties for all curves
on the trend plot. Values for the following numerical properties can be calculated and
displayed: Average, Minimum, Maximum and StdDev. The values for the numerical
properties are calculated over the Time Span over which you have selected to display the
specific trend plot (see Trend Plot view control on page 383).
In addition to displaying the numerical properties for each curve, the Trend Numeric:
dialog box contains a lead text column (Item) and a Unit column.
The width of the columns and the dialog box itself can be re-sized in several different
ways as follows:
• By placing the cursor on the delimiters of the column headers and clicking the left
trackball button. The cursor will then change shape to a two-headed arrow. You can
now drag the cursor to change the column width.

382 385603/C
 Display views

Note
This will not re-size the total width of the dialog box itself.

• By placing the cursor on top of a column or column header and then click the right
trackball button. A shortcut menu is then displayed.

Using the commands available on this menu, you can:

• Hide the column you are pointing at (Hide Column command), with the exception
of the Item column. Using this command you will be able to hide one or several
columns, thus obtaining a more compact dialog box showing only the numerical
properties you are interested in.
• Show all the columns on the dialog box (Show All Columns command) using the
default values for column widths.
• Adjust the width of each column according to the width of each single column header
(Width by Header command).
• Adjust the width of each column according to the width of the contents of each single
column (Width by Contents command).
• Save the column definition (i.e. the re-sized dialog box) for later use (Save command).
Next time you open the dialog box, it will be displayed using the last-saved column
definition.
Note
The Trend Numeric: dialog box will be re-sized according to the changed column
widths.

Trend Plot view control

To display the view control dialog box: right-click on the view →View control.

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Kongsberg K-Pos DP (OS)

Plot
The trend plots to be displayed. Clicking the down arrow on the far right of the Plot
list box opens up a list from which you can select the variable type to be displayed.
Time span
The time span for the trend plots.
Range...
Clicking this button displays the Y-Axis Range dialog box which allows you to
select automatic scaling or to manually set the upper and lower limits for the
y-axis plot scale.

Auto
Selecting this option will set the Y-axis range automatically.
Manual
Allows you to set the Upper and Lower scale limits manually.

384 385603/C
 Index

Index
A blackout prevention, 262 D
Buoy Select (dialog box), 233
About (dialog box) damping, 81
buoy, setpoint
Details, 272 damping of vessel motion, 247
changing, 224
EXE/DLL, 271 Date And Time (dialog
Overview, 271 box), 122
Acceleration/Deceleration C Datum Details (dialog
Settings (dialog box), box), 181
225, 231 calibrating Decrease (button), 70
Ack (button), 124 joystick, 114 detailed views
Activate (button), 70 Change Heading (button), 229 Diesel view, 318
alarm Change Position (button), LTW view, 324
acknowledging, 124 237, 246 Numeric offlaod view, 332
lamps, 125 Change User (dialog box), 95 STL Monitor view, 360
silence, 125 changing user, 95 Deviation weather vane
alarm limits Circle Around Buoy pane, 79
heading, 103 (dialog box), 224 dialog boxes, 84
position, 103 Circle around buoy pane, 313 PASD Surveillance, 248
Alarm Limits (dialog box) Clutch Settings (dialog Diesel view, 318
Hawser, 106 box), 260 display
Pipe, 106 combinator control of colours, 102
Position, 103 thrusters, 259 layout, 72, 75, 84
alarm message, 118 command printing a hardcopy, 96
offshore loading related, 130 groups, 143 selection of display
alarm presentation, 76 status, 143 palette, 102
alarm states, 123 transfer, 142 side bar, 84
Alarm View (button), 119 Command Control (dialog top bar, 75
Alarms (button) box), 143 working area, 84
Alarm lamp, 125 DP-OS, 144 display accuracy
Fault lamp, 125 Give, 146 sea current speed, 101
Power lamp, 125 Overview, 145 vessel speed, 101
Alarms (menu) command control indicator display layout
Hawser, 106 on top bar, 76 alarm presentation, 76
Position and Heading, 103 Connect (dialog box), 148 command control, 76
Tension, 106 Connect mode, 215 system status, 76
Alloc Setup (button), 253 consequence analysis display presentation
Allocation Settings (dialog DP, 310 wind, waves and sea
box), 256 running state messages, 311 current direction, 101
analysis selecting DP class, 311 display views, 89
consequence warning messages, 312 control dialog boxes, 91
DP, 310 Control Setup (button), 107 Joystick view, 320
Anchor Handling mode controller Numeric view, 329
axis control, 247 gain, 107 orientation of the
Approach mode, 214 in operation type PM, 24 operator station, 89
Auto Position mode, 212 controller PS Posplot view, 333
from Joystick mode to, 213 resetting, 55, 150 Power Consumption
Automatic Thruster Start selecting master, 154 view, 345
(dialog box), 252 updating offline, 154 Power view, 340
AutoPos (menu) Controls (button), 68 preselecting, 92
Acceleration, 231 coordinate systems, 196 Reference system main
axis control, 81 position presentation, 178 view, 346
Axis Control (dialog box), 247 system datum, 196 Reference system status, 355
current selecting, 90
direction display, 101 Sensors view, 357
B current update, 112 Thruster forces view, 363
basic forces and motions, 20

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Kongsberg K-Pos DP (OS)

Thruster main view, 366 Event Printer (dialog box), 127 Increase (button), 70
Thruster setpoint export log files dialog box, 270 information message, 118
feedback view, 379 input validation of entered
Thruster views values, 88
Azimuth thruster F IO Manager (dialog box), 286
view, 373 freeze test of position IO Point Browser (dialog
Propeller/rudder measurements, 198 box), 298
view, 376 FSU Heading (button), 243 IO system, 275
Tunnel thruster view, 370 FSU Position (button), 241 IO Terminal Block (dialog
tooltip, hotspot cursor function keys, 69 box), 293
and change of cursor
image, 89
Trends view, 380
G J
zooming, 92 gain, 107 joystick, 70
divergence test of position Gain (dialog box), 107 calibrating, 114
measurements, 200 general inforamtion, 89 current update, 112
DP Class (dialog box), 311 Give (button), 142 electrical failure, 209
DP components giving command, 142 environmental
defined by IMO, 25 GPS compensation, 112
DP practice, 234 quality filter, 195 precision, 112
DP-11, 35 GPS Relative Settings thrust, 112
DP-12, 35 (dialog box), 192 Joystick (button), 208
DP-21, 37 Gyro (button), 158, 160 Joystick (menu)
DP-22, 37 Gyro Deviation (dialog Acceleration, 231
DP-31, 38 box), 162 Joystick Calibrate (dialog
DP-32, 38 gyrocompasses, 158 box), 114
DpPS, 273 deviation calculation, 162 joystick control
dpresentation units faulty, 161 position and heading, 208
editing, 100 status lamp, 160 rotation center, 113
draught Joystick Full Thrust
sensors, 171, 173 (button), 112
Driver Properties (dialog
H Joystick mode, 207
box), 301 hardcopy, 96 with auto heading
dropout Hardcopy (button), 96 control, 209
heading, 161 hardware information, 270 with auto position
position, 205 heading control, 210
dual-redundant DP changing using the with automatic
systems, 37 Posplot view, 228 stabilisation, 211
limits, 103 Joystick Settings (dialog
operator selected, 230 box), 112
E rate of turn, 231 Joystick Setup (button), 112
stopping a change of Joystick view, 320
electrical failure
heading, 227
joystick, 209
system selected, 230
emergency message, 118 K
Heading (dialog box)
Enter a New Numeric
Heading, 229 keypad, 69
Value (dialog box), 87
Rate Of Turn, 231
entering numeric values, 85
Heading pane, 80
environmental
heading reference, 39 L
compensation, 112 lamps
Heading Wheel, 70
Equipment - System Status dimming, 97
heave, 20
(dialog box ) test, 98
Help (menu)
Event Printer, 281 Light Taut Wire Plot
Messages, 128
Net Status, 282 (dialog box), 328
hotspot, 89
OS/HS, 280 limits
PS, 278 heading, 103
PS Redundancy, 279 I position, 103
equipment status, 277 IMO Loading (button), 216
Event List view, 119 DP components defined, 25 Loading mode, 216

386 385603/C
 Index

Loading status pane, 82, restart, 56 enabling other, 203

248, 314 software restart, 139 enabling the first, 203
Local N/E Properties software stop, 139 freeze test, 198
(dialog box), 182 operator stations, 274 median test, 200
logging, 270 monitoring, 189
logon configuration, 140 prediction test, 199
Logon Configuration P properties, 193
(dialog box), 140 panel, 67 reference origin, 197, 203
LTW view, 324 Panel Lamp Test (dialog relative weighting of, 198
view controls, 328 box), 98 standard deviation, 198
Panel Light Configuration tests on, 197
(dialog box), 97 types, 40
M variance test, 198
panes
master controller PS Circle around buoy pane, 313 Positioning (menu)
selecting, 154 Deviation weather vane Heading, 229
median test of position pane, 79 Position, 222
measurements, 200 Loading status, 248 Position Inc, 221
messages Loading status pane, 82, 314 Position R/B, 221
acknowledging, 124 Tandem functions pane, 316 Setpoint Radius, 244
explanations, 128 PASD Surveillance dialog Posplot view, 333
offshore loading related, 130 box, 248 changing heading, 228
presentation, 119 PcAnywhere Waiting... changing position, 220
printed, 127 (dialog box), 267 power
minimum power heading, 229 pitch, 20 monitoring, 262
mixed joystick/auto modes, 209 planning, 55 Power Consumption view, 345
modes position Power Optimal Allocation
Approach, 214 changing using (dialog box), 258
Auto Position, 212 increments, 221–222 Power Plot (dialog box), 344
button group, 68 changing using Power view, 340
Connect, 215 range/bearing, 221 view controls, 344
Joystick, 207 changing using the Practice Mode R/B (dialog
Loading, 216 Posplot view, 220 box), 235
mixed joystick/auto, 209 dropout, 205 prediction test of position
Standby, 206 limits, 103 measurements, 199
Weather Vane, 215 speed setpoint, 223 Preselect (dialog box), 92
stopping a change of Preselect button names
position, 219 (dialog box), 92
N Present Heading (button), 227
Position (dialog box)
numbers presentation
Inc, 222
entering, 85 resetting, 102
Position, 237
input validation, 88 Presentation Units
Speed, 223
Numeric Entry Keypad selecting the set of
Position deviation pane, 80
Dialog Use (dialog box), 86 presentation units, 99
Position Inc (dialog box), 221
Numeric offload view, 332 Presentation Units (dialog
Position Mooring mode
Numeric view, 329 box), 99
axis control, 247
Position Presentation Print (dialog box), 283
O (dialog box), 178 Print Status (dialog box), 267
Position R/B (dialog box), 221 printing
offline controller PS display picture, 96
updating, 154 position-reference systems
changing relative System report, 97
OffLoad (menu) process stations, 274
Setpoint Radius, 237, weight, 190
changing test limits, 191 resetting, 55, 150
241, 243 PUIF Network message
SetpointRadius, 246 changing the reference
origin, 204 monitoring (dialog box), 125
Offshore Loading mode
axis control, 247 controlling, 185
operational planning, 55 coordinate systems, 196 R
operator panel, 67 divergence test, 200
operator station, 66 enabling, 189 rate of turn

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Kongsberg K-Pos DP (OS)

acceleration/deceleration Sensors — Wind (dialog standard deviation of

factor, 231 box), 163 position measurements, 198
sensors, 175 Sensors (button), 69 Standby (button), 207
setpoint, 231 Sensors (dialog box) Standby mode, 206
RBUS IO Image, 289 Draught, 171 startup procedure, 139–140
redundancy, 274 FSU Heading, 173 Status (button), 143
dual-redundant systems, 152 Gyro, 158 status page, printing, 267
triple-redundant Hawser, 173 STL Monitor view, 360
systems, 153 Rate Of Turn, 175 Stop/Restart (dialog box), 139
Redundant Stations (dialog Speed, 169 stopping a change of
box), 154 Sensors (menu) heading, 227
reference origin, 197 Draught, 171 stopping a change of
changing, 204 FSU Heading, 173 position, 219
Reference System (dialog GPS Relative Settings, 192 Submerged Turret
box) Gyro, 158 Loading, 62
Enable, 189 Gyro Deviation, 162 surge, 20
Reference system main Hawser Tension, 173 Surge (button), 68, 209
view, 346 Rate Of Turn, 175 sway, 20
view controls, 352 Reference System, 189 Sway (button), 68, 209
Reference System Reference System System (menu)
Properties (dialog box), 193 Properties, 193 About, 270
Quality Filter Actions, 195 Reference System Connect, 148
Reference System Settings Settings, 186 Equipment, 277
(dialog box), 186 Speed, 169 Event Printer, 127
Reference system status VRS, 167 Print Status, 267
view, 355 Wind, 163 Redundant Stations, 154
Refsys (dialog box) Sensors view, 357 Reset Controller PS, 150
Grid, 353 serial lines Screen Capture Printer, 96
Mode, 352 resetting, 304 Set Date/Time, 102
Range, 354 Set System Date/Time Stop/Restart, 139
Remote Diagnostics (dialog box), 102 system architecture, 273
(dialog box), 265 Settings (menu) system messages
Reset Controller PS (dialog Axis Control, 247 acknowledging, 124
box), 150 Circle Around Buoy, 224 messages on the printer, 127
resetting presentation, 102 Dp Class, 311 presentation, 119
roll, 20 Gain, 107 System report, 97
rotation center Joystick, 112 system start-up, 139–140
automatic heading Rate of Turn, 231 system status, 76, 267
control, 109 Rotation Center, 109
joystick heading control, 113 SAL Buoy, 236
Rotation Center (dialog Select Buoy, 233 T
box), 109 shell configuration, 140 Take (button), 142
automatic control, 109 showing the tooltip, 89 taking command, 142
rotation speed, 231 side bar, 84 Tandem functions pane, 316
signal conditioning, 296 tandem loading, 60
Silence (button), 69, 98, 125 thrust
S Single Anchor Loading, 60 joystick, 112
SAL Buoy Settings (dialog single DP systems, 35 Thruster (menu)
box), 236 Single Point Mooring, 61 Allocation Mode, 253
satellite navigation slow-drift test, 200 Allocation Settings, 256
quality filter, 195 software information, 270 Automatic Start, 252
sea current speed speed Clutch Settings, 260
display accuracy, 101 acceleration/deceleration Combinator Control
sensors factor, 225 Settings, 259
gyro deviation, 162 display accuracy, 101 Enable, 251
gyrocompass, 158 sensors, 169 Power Optimal
VRS, 166 setpoint Allocation, 258
wind, 163 changing, 223

388 385603/C
 Index

Thruster Allocation (dialog triple-redundant DP yaw, 20

box), 253 systems, 38 Yaw (button), 68, 209
Thruster Combinator
Control Settings (dialog
box), 259 U
Thruster Enable (dialog UTM Properties (dialog
box), 251 box), 183
Thruster forces view, 363 UTM zones, 184
Thruster main view, 366
Thruster setpoint feedback
view, 379 V
Thruster Sub Plot (dialog variance test of position
box), 371, 375, 378 measurements, 198
Thruster views vertical reference sensor,
Azimuth thruster view, 373 166–167
Propeller/rudder view, 376 vessel speed
Tunnel thruster view, 370 display accuracy, 101
view controls, 371, 374, 378 Vessel speed pane, 78
thrusters View (menu)
allocation, 24 Position Presentation, 178
allocation modes, 253 Preselect, 92
diving, 255 Presentation Units, 99
environ fix, 255 Use Preselected, 92
fix, 255 Views (button), 68
heave red, 255 VRS, 166–167
variable, 254 faulty, 168
automatic start, 252 status lamp, 168
clutch settings, 260 VRS (button), 168
combinator control, 259
command signals, 56
control modes, 253 W
enabling, 250
manual fix angles, 256 warning limits
rudder limits, 256 heading, 103
Thrusters (button), 68 position, 103
views, 366 warning message, 118
Tools (menu) explanations, 128
Calibrate, 114 offshore loading related, 130
Numeric Entry Dialog, 86 wave
Remote Diagnostics, 265 direction display, 101
System report, 97 Weather Vane mode, 215
Trainer, 307 weather vaning, 59
tooltip, 89 wind
top bar, 75 direction display, 101
alarm presentation, 76 sensors, 163
command control, 76 faulty, 165
system status, 76 status lamp, 165
trackball, 70 Wind (button), 165
trainer, 307 wind sensors
Trainer Settings (dialog operating without, 166
box), 307 WinPS, 275
training for offloading working area, 84
operations, 234
Trend Numeric: (dialog Y
box), 382
Trend Plot (dialog box), 383 Y-Axis Range (dialog box)
Trends view, 380 Power Plot, 344, 352, 384
view controls, 383 Thruster Sub Plot, 372,
375, 379

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©2014 Kongsberg Maritime