K-Pos DP OS Dynamic Positioning and Offshore Loading System

Kongsberg K-Pos DP (OS)
Dynamic Positioning and

Offshore Loading System
Operator Manual
Release 7.0
302363/A
July 2007
Document history
Document number: 302363
Rev. A
July 2007
This version describes the operation of the K-Pos DP at basis

software release 7.0.3.
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: km.documentation@kongsberg.com
Kongsberg Maritime AS
P.O.Box 483
N-3601 Kongsberg,
Norway
Telephone: +47 32 28 50 00
Telefax: +47 32 28 50 10
Service: +47 815 35 355
www.kongsberg.com
Operator Manual
Table of contents
Glossary..................................................................................................................13
1
1.1
1.2
1.3
1.4
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
1.4.1
1.4.2
1.4.3
2
2.1
2.2
INTRODUCTION TO DYNAMIC POSITIONING .................. 27

Introduction ............................................................................................................27
Main DP components .............................................................................................27
2.2.1
2.2.2
2.2.3
2.2.4
2.2.5
2.3
2.4
Offshore Loading....................................................................................... 35
The K-Pos family of DP systems ...........................................................................36

K-Pos DP-11 and DP-12 ........................................................................................37
K-Pos DP-21 and DP-22 ........................................................................................38
2.7.1
2.8
IMO definitions of the main DP components ............................................... 27

Equipment classes ..................................................................................... 28
Consequence Analysis ............................................................................... 30
DP operator - a DP system component ........................................................ 31
Training of DP operators ........................................................................... 31
Operational modes..................................................................................................34
Special applications ................................................................................................35
2.4.1
2.5
2.6
2.7
The Extended Kalman Filter ........................................................................ 22

The Controller ............................................................................................ 24
Thruster allocation ...................................................................................... 25
Dual Redundancy ....................................................................................... 39
Integrated Control System (ICS) ............................................................................40

2.8.1
2.8.2
K-Chief - Marine Automation...................................................................... 40

K-Thrust - Thruster Control......................................................................... 41
2.9 Heading reference systems .....................................................................................41

2.10 Vertical reference sensors (VRS) ...........................................................................42
2.11 Position-reference systems .....................................................................................42
2.11.1
2.11.2
2.11.3
2.11.4
2.11.5
2.11.6
2.11.7
Hydro Acoustic Position-Reference systems (HPR) ..................................... 42

RADius...................................................................................................... 48
Artemis .................................................................................................... 48
Global Positioning Systems (GPS and DGPS) ............................................. 51
Other satellite navigation systems ............................................................... 55
Fanbeam ................................................................................................... 56
The DP systems utilisation of the position measurements ............................ 57
2.12 Operational planning ..............................................................................................57
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2.13 Resetting the DP system prior to operation............................................................58

2.13.1
2.13.2
Resetting DP controller process stations ..................................................... 58

Resetting DP Operator Stations .................................................................. 59
2.14 Thruster control command signals .........................................................................59

2.14.1
3
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
OFFSHORE LOADING....................................................... 61
K-Pos DP Offshore Loading application................................................................61
Weather vaning .......................................................................................................62
Tandem loading (FSU/FPSO).................................................................................62
Single anchor loading (SAL)..................................................................................63
Single point mooring (SPM) ..................................................................................64
Floating loading platform (FLP) ............................................................................65
Submerged turret loading (STL) ............................................................................65
Operational modes..................................................................................................66
3.8.1
3.8.2
3.8.3
3.8.4
3.9
Push buttons ............................................................................................... 72

Input .......................................................................................................... 73
Trackball.................................................................................................... 74
Joystick...................................................................................................... 75
Heading wheel............................................................................................ 75
Display layout.........................................................................................................76
4.3.1
4.3.2
Selecting a buoy ........................................................................................ 68

Changing the setpoint radius....................................................................... 68
Compensating for hawser tension................................................................ 68
Setting weather vane limits......................................................................... 68
DP position limits ...................................................................................... 68
Using manual bias...................................................................................... 69
Axis control............................................................................................... 69
GPS relative settings .................................................................................. 69
SAL buoy settings...................................................................................... 69
FSU Position function ................................................................................ 69
FSU Heading function................................................................................ 69
USER INTERFACE ............................................................ 70

Operator station ......................................................................................................70
Operator panel ........................................................................................................71
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.3
Approach mode ......................................................................................... 66

Weather Vane mode.................................................................................... 66
Connect mode............................................................................................ 67
Loading mode............................................................................................ 67
Additional functions ...............................................................................................68

3.9.1
3.9.2
3.9.3
3.9.4
3.9.5
3.9.6
3.9.7
3.9.8
3.9.9
3.9.10
3.9.11
4
4.1
4.2
General procedure for checking stand-alone dual-redundant DP

systems ...................................................................................................... 59
Title bar ..................................................................................................... 77

Menu bar.................................................................................................... 77
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Operator Manual
4.3.3
4.3.4
4.3.5
4.3.6
4.3.7
4.3.8
4.3.9
4.3.10
4.4
Display views .........................................................................................................87

4.4.1
4.4.2
4.4.3
4.4.4
4.4.5
4.4.6
4.4.7
4.5
Dimming level.......................................................................................... 100

Lamp test ................................................................................................. 101
Display Units dialog box ......................................................................................102

5.5.1
5.5.2
5.5.3
5.5.4
5.5.5
5.5.6
5.6
Menu bar.................................................................................................... 93
System menu .............................................................................................. 94
View menu ................................................................................................. 95
Sensors menu ............................................................................................. 95
Thruster menu ............................................................................................ 96
Joystick menu............................................................................................. 96
AutoPos menu ............................................................................................ 96
OffLoad menu ............................................................................................ 97
Help menu.................................................................................................. 97
SYSTEM SETTINGS .......................................................... 98

Changing user.........................................................................................................98
Printing the display picture.....................................................................................99
System report..........................................................................................................99
Panel Light Configuration dialog box ..................................................................100
5.4.1
5.4.2
5.5
Orientation of the OS and effect on display views ......................................... 87

Tooltip/hotspot cursor and change of cursor image ........................................ 87
Available views .......................................................................................... 88
Selecting a display view .............................................................................. 89
View control dialog boxes ........................................................................... 90
Zooming .................................................................................................... 91
Preselecting views ...................................................................................... 91
Main menus ............................................................................................................92

4.5.1
4.5.2
4.5.3
4.5.4
4.5.5
4.5.6
4.5.7
4.5.8
4.5.9
5
5.1
5.2
5.3
5.4
Message line............................................................................................... 78
Performance area ........................................................................................ 79
Working areas............................................................................................. 79
Status line .................................................................................................. 79
Status bar ................................................................................................... 79
Dialog boxes .............................................................................................. 81
Entering numeric values .............................................................................. 83
Input validation of entered values................................................................. 86
Selecting the set of display units to use....................................................... 102

Editing Display Units................................................................................ 103
Additional information .............................................................................. 104
Vessel and sea current speed ...................................................................... 104
Wind, waves and sea current direction........................................................ 105
Resetting the display units ......................................................................... 105
System date and time............................................................................................105

5.6.1
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Date and time ........................................................................................... 105
5.6.2
5.7
Set palette (display colours) .................................................................................106

5.7.1
5.7.2
5.8
Time zone ................................................................................................ 106

Changing the display palette on Operator Stations that are not set to have
an independent palette selection................................................................. 106
Changing the display palette on a single Operator Station ............................ 107
Alarm Limits dialog box ......................................................................................107

5.8.1
5.8.2
Position page ............................................................................................ 107

4.10 Alarm Limits dialog box - Weather Vane page..................................... 109
5.9 Gain level selection ..............................................................................................110

5.10 Quick model update..............................................................................................112
5.10.1
6
6.1
Quick Model dialog box.............................................................................112
JOYSTICK ..................................................................... 114

Calibrating the joystick ........................................................................................114
6.1.1
Calibration procedure.................................................................................115
6.2
Joystick Settings dialog box .................................................................................116
7
7.1
7.2
MESSAGE SYSTEM ......................................................... 117

System diagnostics ...............................................................................................117
Operational checks ...............................................................................................117
7.2.1
7.3
7.4
Message priority ...................................................................................................118

Presentation of messages......................................................................................119
7.4.1
7.5
7.6
Silence button........................................................................................... 125
Alarm lamps .........................................................................................................125

7.7.1
7.8
7.9
Defining the time span for the Historic Event Page...................................... 122
Alarm states ..........................................................................................................123

Acknowledging messages ....................................................................................124
7.6.1
7.7
Audible and visual indications ....................................................................118
Indications of errors related to the ALARMS button group ........................... 126
Drive-off detection ...............................................................................................127

Messages on the printer ........................................................................................127
7.9.1
Event Printer dialog box............................................................................ 128
7.10 Message explanations...........................................................................................128

7.10.1
7.10.2
7.10.3
7.10.4
7.10.5
Contents................................................................................................... 129
Search...................................................................................................... 130
Displayed explanation ............................................................................... 130
Menu bar.................................................................................................. 131
Printing message explanations ................................................................... 132
7.11 Offshore loading related messages.......................................................................133

7.11.1
7.11.2
7.11.3
7.11.4
Warning and alarm messages for OLS, SAL, SPM and FLP buoys .............. 134
Warning and alarm messages for FSU buoys.............................................. 136
Warning and alarm messages for STL buoys.............................................. 141
Buoy depth monitoring............................................................................. 142
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Operator Manual
7.12 Operator advice messages ....................................................................................143

8
8.1
STARTING OPERATIONS ............................................... 145

System start-up/shut-down and OS stop/restart ...................................................145
8.1.1
8.1.2
8.2
8.3
Logon Configuration dialog box ..........................................................................147

Command transfer ................................................................................................148
8.3.1
8.3.2
8.4
Stop/Restart dialog box ............................................................................. 145

Restart the OS using the Windows Security dialog box................................ 147
Taking command ...................................................................................... 149

Giving command ...................................................................................... 149
Command Control dialog box ..............................................................................150

8.4.1
8.4.2
8.4.3
8.4.4
8.4.5
8.4.6
8.4.7
Command groups...................................................................................... 151

DP-OS page ............................................................................................. 151
Overview page ......................................................................................... 152
Give page................................................................................................. 153
Command Groups..................................................................................... 154
Controls and indicators.............................................................................. 154
Taking or giving command of propulsion control ........................................ 156
8.5
Connecting to a controller PS group ....................................................................157
9
9.1
CONTROLLER PROCESS STATIONS ................................ 158

Resetting controller process stations ....................................................................158
9.1.1
9.1.2
9.1.3
9.2
Resetting the controller PS in a single-computer system .............................. 158

Resetting one controller PS in a dual or triple redundant system................... 158
Resetting all controller PSs in a dual or triple redundant system ................... 158
Redundant systems ...............................................................................................160

9.2.1
9.2.2
9.2.3
9.2.4
Error objects............................................................................................. 160

Dual redundant system .............................................................................. 160
Triple redundant system ............................................................................ 162
Redundant Stations dialog box................................................................... 163
10 SENSORS ...................................................................... 167

10.1 Gyrocompasses.....................................................................................................167
10.1.1
10.1.2
10.1.3
10.1.4
10.1.5
10.1.6
10.1.7
Sensors dialog box - Gyro page ................................................................. 167

Gyro Deviation dialog box ........................................................................ 168
Gyro status lamp....................................................................................... 170
Displayed heading information .................................................................. 170
Rejection of heading measurements ........................................................... 170
Faulty gyrocompasses ............................................................................... 171
Heading dropout ....................................................................................... 172
10.2 Wind sensors.........................................................................................................172

10.2.1
10.2.2
10.2.3
10.2.4
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Sensors dialog box - Wind page ................................................................. 173

Wind status lamp ...................................................................................... 174
Displayed wind information ...................................................................... 175
Faulty wind sensors .................................................................................. 175
10.2.5
10.2.6
Rejection of faulty wind data ..................................................................... 176

Operating without wind sensor input .......................................................... 176
10.3 Vertical reference sensors (VRS) .........................................................................177

10.3.1
10.3.2
10.3.3
10.3.4
Sensors dialog box - VRS page.................................................................. 177

VRS status lamp ....................................................................................... 178
Displayed VRS information....................................................................... 179
Faulty VRS .............................................................................................. 179
10.4 Draught sensors ....................................................................................................179

10.4.1
Sensors dialog box - Draught page ............................................................. 180
10.5 Hawser tension sensors ........................................................................................181

10.5.1
Sensors dialog box - Hawser page ............................................................. 181
10.6 STL sensors ..........................................................................................................183

10.6.1
Sensors dialog box - Stl page .................................................................... 183
11 POSITION INFORMATION ............................................. 184

11.1 Handling position information .............................................................................184
11.2 Position Presentation dialog box ..........................................................................186
11.2.1
11.3 Datum Details dialog box.....................................................................................189

11.4 Local N/E Properties dialog box ..........................................................................190
11.4.1
11.5 UTM Properties dialog box ..................................................................................191

11.5.1
Additional information ............................................................................. 192
11.6 State plane zone....................................................................................................193

11.7 Methods for enabling position-reference systems................................................193
11.8 Panel buttons ........................................................................................................193
11.9 Reference System Settings dialog box .................................................................194
11.10 Reference System Properties dialog box..............................................................197
11.10.1 Additional information .............................................................................. 198
11.10.2 UTM Properties........................................................................................ 199
11.10.3 Quality Filter Actions................................................................................ 199
11.11 GPS Relative Settings dialog box ........................................................................200

11.12 Coordinate systems...............................................................................................201
11.12.1 Global and local position-reference systems ............................................... 201
11.12.2 System datum ........................................................................................... 202
11.12.3 The reference origin.................................................................................. 202
11.13 Tests on position measurements ...........................................................................203

11.13.1
11.13.2
11.13.3
11.13.4
11.13.5
11.13.6
Standard deviation of position measurements.............................................. 203

Freeze test ................................................................................................ 203
Variance, weight and the Variance test........................................................ 204
Prediction test........................................................................................... 204
Divergence test ......................................................................................... 205
Median test............................................................................................... 206
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Operator Manual
11.14 Procedures for enabling position-reference systems ............................................209

11.14.1 Enabling the first position-reference system................................................ 209
11.14.2 Enabling other position-reference systems .................................................. 209
11.15 Changing the reference origin ..............................................................................210

11.16 Position dropout ...................................................................................................211
12 MAIN MODES AND OPERATING PROCEDURES ............... 213
12.1 Standby mode .......................................................................................................213
12.1.1
Returning to Standby mode/manual levers .................................................. 214
12.2 Joystick mode .......................................................................................................214

12.2.1
12.2.2
12.2.3
12.2.4
12.2.5
12.2.6
12.2.7
12.2.8
From Standby mode to Joystick mode ........................................................ 215

Joystick control of position and heading ..................................................... 215
Position and heading information............................................................... 216
Joystick electrical failure ........................................................................... 216
Mixed joystick/auto modes........................................................................ 216
Joystick mode with automatic heading control ............................................ 217
Joystick mode with automatic position control in both surge and sway........... 217
Joystick mode with automatic stabilisation ................................................. 218
12.3 Auto Position mode ..............................................................................................220

12.3.1
From Joystick mode to Auto Position mode................................................ 220
12.4 Approach mode ....................................................................................................221

12.4.1
Changing the reference origin .................................................................... 222
12.5 Weather Vane mode..............................................................................................222

12.5.1
Using manual bias .................................................................................... 223
12.6 Connect mode.......................................................................................................223

12.7 Loading mode.......................................................................................................224
12.7.1
12.7.2
13
13.1
13.2
13.3
Using the trackball to change the position setpoint in Loading mode ........... 225
Leaving the buoy ..................................................................................... 225
CHANGING THE POSITION SETPOINT ........................... 227

Stopping a change of position ..............................................................................227
Marking a new position setpoint on the Posplot view..........................................227
Position dialog box ...............................................................................................228
13.3.1
13.3.2
Inc page ................................................................................................... 228

Speed page ............................................................................................... 229
13.4 Speed Setpoint dialog box ....................................................................................230

13.4.1
14
14.1
14.2
14.3
CHANGING THE HEADING SETPOINT ............................ 232

Stopping a change of heading ..............................................................................232
Marking a new heading setpoint on the Posplot view..........................................232
Heading dialog box ..............................................................................................233
14.3.1
14.3.2
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Heading page............................................................................................ 233

Rate Of Turn page..................................................................................... 235
15 OFFSHORE LOADING USER INTERFACE ......................... 237

15.1 Buoy Select dialog box.........................................................................................237
15.2 DP Practice ...........................................................................................................238
15.2.1
15.2.2
15.2.3
DP Practice for Tandem, SPM and FLT ...................................................... 238

DP Practice for OLS and SAL ................................................................... 239
Practice Mode R/B dialog box ................................................................... 239
15.3 SAL Buoy Settings dialog box .............................................................................239

15.4 Setpoint radius ......................................................................................................241
15.4.1
Tandem functions..................................................................................... 242
15.5 FSU Position function ..........................................................................................242

15.5.1
15.5.2
15.5.3
15.5.4
Enabling the FSU Position function........................................................... 244

FSU Position function implications .......................................................... 245
Mode changes and operator interaction...................................................... 246
Displayed information.............................................................................. 247
15.6 FSU heading function...........................................................................................248

15.6.1
15.6.2
15.6.3
Enabling the FSU Heading function .......................................................... 248

Mode changes and operator interaction...................................................... 250
Displayed information.............................................................................. 250
15.7 STL mean offset ...................................................................................................251

15.8 STL goto base/buoy..............................................................................................252
15.9 Axis Control dialog box .......................................................................................253
16 THRUSTERS .................................................................. 254
16.1 Enabling thrusters.................................................................................................254
16.1.1
Thruster Enable dialog box........................................................................ 254
16.2 Thruster Allocation dialog box.............................................................................256

16.2.1
16.3 Allocation Settings dialog box .............................................................................259

17 POWER SYSTEM ............................................................ 260
17.1 Power monitoring .................................................................................................260
17.2 Power load monitoring and blackout prevention .................................................260
18 SYSTEM STATUS INFORMATION ................................... 263
18.1 Remote diagnostics...............................................................................................263
18.1.1
pcAnywhere Waiting... dialog box ............................................................. 265
18.2 Printing system status data ...................................................................................265

18.3 Displaying software information..........................................................................268
18.4 Interface to CyberSea ...........................................................................................270
19 SYSTEM STATUS MONITORING ..................................... 272
19.1 Introduction ..........................................................................................................272
19.2 System architecture ..............................................................................................272
19.2.1
19.2.2
10
Operator stations....................................................................................... 273

Process stations ........................................................................................ 273
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Operator Manual
19.2.3
19.2.4
IO system................................................................................................. 274
Monitoring functions................................................................................. 275
19.3 Equipment ............................................................................................................276

19.3.1
19.3.2
19.3.3
19.3.4
19.3.5
19.3.6
PS page .................................................................................................... 276

PS Redundancy page................................................................................. 278
OS/HS page.............................................................................................. 280
Event Printer page .................................................................................... 281
Net Status................................................................................................. 282
Print Image............................................................................................... 283
19.4 Station Explorer....................................................................................................284

19.4.1
19.4.2
19.4.3
19.4.4
PS tree structure........................................................................................ 286

Alarm status indicators.............................................................................. 286
Hotspots................................................................................................... 286
Acknowledging PS system alarms.............................................................. 287
19.5 IO Manager...........................................................................................................288
19.5.1
IO Configurator ........................................................................................ 289
19.6 RBUS IO Image ...................................................................................................289

19.6.1
19.6.2
Overview level ......................................................................................... 290

Detailed level ........................................................................................... 291
19.7 IO Terminal Block................................................................................................291

19.7.1
19.7.2
Shortcut menu .......................................................................................... 294

Signal Conditioning elements .................................................................... 295
19.8 IO Point Browser..................................................................................................296

19.8.1
19.8.2
IO Point Browser dialog box ..................................................................... 297

Shortcut menu .......................................................................................... 298
19.9 Properties DpPs Serial port .............................................................................299

19.9.1
19.9.2
SerPort page ............................................................................................. 301

Int status page........................................................................................... 302
19.10 Resetting a disabled serial line .............................................................................303

20
20.1
20.2
20.3
BUILT-IN TRAINER ....................................................... 305

Trainer functions ..................................................................................................305
Using the trainer ...................................................................................................305
Leaving the trainer................................................................................................307
21
21.1
21.2
21.3
21.4
DP ONLINE CONSEQUENCE ANALYSIS .......................... 308

DP online consequence analysis...........................................................................308
Selecting the DP class ..........................................................................................309
Consequence analysis status messages.................................................................309
Consequence analysis alarm messages.................................................................310
22 DISPLAY VIEWS............................................................ 311

22.1 Deviation view .....................................................................................................311
22.1.1
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Position and heading ..................................................................................311
11
22.1.2
22.1.3
Position and heading deviation .................................................................. 312

View controls ........................................................................................... 315
22.2 Dev WVane view..................................................................................................315

22.3 General view.........................................................................................................317
22.3.1
22.3.2
22.3.3
Position, heading and speed....................................................................... 318

Position and heading deviation .................................................................. 319
View controls ........................................................................................... 320
22.4 Joystick view ........................................................................................................320

22.5 Numeric view .......................................................................................................324
22.5.1
View controls ........................................................................................... 326
22.6 Num WVane view ................................................................................................326

22.7 Performance area ..................................................................................................328
22.8 Posplot view .........................................................................................................334
22.8.1
22.8.2
22.8.3
View controls ........................................................................................... 340

EBL function............................................................................................ 345
Panning function....................................................................................... 346
22.9 Power view ...........................................................................................................348

22.9.1
View controls ........................................................................................... 350
22.10 Power Consumption view ....................................................................................352

22.11 Refsys view ..........................................................................................................353
22.11.1 View controls ........................................................................................... 358
22.12 Refsys Status view................................................................................................361

22.13 Sensors view.........................................................................................................362
22.13.1 View controls ........................................................................................... 365
22.14 STL Monitor view ................................................................................................367

22.15 Thruster views ......................................................................................................370
22.15.1
22.15.2
22.15.3
22.15.4
22.15.5
22.15.6
22.15.7
Thruster main view ................................................................................... 370

Tunnel thruster view ................................................................................. 374
Azimuth thruster view............................................................................... 377
Propeller/rudder view................................................................................ 379
Subview controls ...................................................................................... 381
Setpoint/feedback view ............................................................................. 383
Forces view .............................................................................................. 384
22.16 Trends view ..........................................................................................................387

22.16.1 View controls ........................................................................................... 390
22.17 WVane view .........................................................................................................391

22.17.1
12
Offshore loading subfunctions ................................................................. 394
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Operator Manual
Glossary
Abbreviations
ARP
BIST
BITE
cPos
CCW
CG
COG
CW
DGPS
DP
DPC
DQI
EBL
FLP
FPSO
FSU
GPS
HDOP
HiPAP
HPR
ICS
I/O
IMO
KM
LTW
MOB
OS
OT
PMS
PS
RIO
rms
ROT
302363/A
Alternative Rotation Point

Built-In Self Test
Built-In Test Equipment
Kongsberg Compact Dynamic Positioning
Counter Clockwise
Centre of Gravity
Course Over Ground
Clockwise
Differential GPS
Dynamic Positioning
DP Controller
Differential Quality Indicator
Electronic Bearing Line
Floating Loading Platform
Floating Production, Storage and Offloading vessel
Floating Storage Unit
Global Positioning System
Horizontal Dilution Of Precision
High Precision Acoustic Positioning
Hydroacoustic Position Reference
Integrated Control System
Input/Output
International Maritime Organisation
Kongsberg Maritime
Light-weight Taut Wire
MOBile transponder
Operator Station
Operator Terminal
Power Management System
Process Station
Remote Input - Output
root mean square
Rate Of Turn
13
ROV
Remotely Operated Vehicle
RPM
Revolutions Per Minute
SAL
Single Anchor Loading
UPS
Uninterruptable 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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Operator Manual
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 360.
Blackout
prevention
A method of preventing a power failure due to overloading of the

supply generators.
Cartesian
coordinate
system
A coordinate system where the axes are mutually-perpendicular

straight lines.
Command
group
A group of functions that reflect the way the system will operate
for a specific process area, for example, Propulsion and Propulsion
Simulation.
Controller
group
A group of one or more controller process stations.
Course
The horizontal direction in which a vessel is steered or is intended

to be steered, expressed as angular distance from north, usually
from 000 at north, clockwise through 360. Strictly, this term
applies to direction through the water, not the direction intended
to be made good over the ground. Differs from Heading.
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 earths rotation and gravity.
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 0005 at the reference
direction clockwise through 360. Differs from Course.
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Integrated
Control System
Integrated Control System from Kongsberg. In an Integrated

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
Hydrographics
Organisation
Coordinates the activities of national hydrographic offices;

promotes standards and provides advice to developing countries
in the fields of hydrographic surveying and production of nautical
charts and publications.
International
Maritime
Organisation
Formally called IMCO, the IMO is the specialised agency of the

United Nations responsible for maritime safety and efficiency
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.
Log
An instrument for measuring the speed or distance or both

travelled by a vessel.
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, SBC 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 vessels 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
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.
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Safety Of Life
At Sea
International convention for the Safety Of Life At Sea (SOLAS)

developed by IMO.
Standard
Deviation
The square root of the Variance.
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 vessels 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
Model
A mathematical model of the vessel which makes it possible to

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
1 K-POS DP SYSTEM THEORY

This chapter contains the following sections:
1.1
1.2
1.3
1.4
Dynamic Positioning System .....................................19

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

The International Maritime Organization (IMO) has defined
DPvessel and DPsystem 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.
1.2 The K-Pos DP system

Kongsberg K-Pos DP system is a computerised DP control
system for automatic position and heading control of a vessel.
To control the vessels 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 vessels 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.
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 K-Pos DP system includes control strategies that will reduce
fuel consumption and greenhouse gases.
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1.3 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
vessels propulsion system.
The term forces in the following sections includes both
forces and yawing moments, unless otherwise stated. The
vessels 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
systems 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 K-Pos DP control system calculates the forces that the
thrusters must produce in order to control the vessels 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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Figure 2
(CD3292)
Pitch, roll and heave
Pitch
(+ = bow up)
Roll
(+ = starboard down)
Heave
(+ = 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.
1.4 K-Pos DP system principles

A simplified block diagram of the K-Pos DP system is shown in
Figure 3, and described in the sections that follow.
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Figure 3
K-Pos DP system block diagram
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.
1.4.1 The Extended Kalman Filter

The Extended Kalman Filter estimates the vessels 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 vessels 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
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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 measurementupdate rate.
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 systems
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 Models
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.
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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.
An 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.
1.4.2 The Controller

The controller calculates the resulting force to be produced by the
thrusters/propellers in order for the vessel to remain on station.
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.
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1.4.2.2 High Precision
The controller consists of the following parts:

Excursion Feedback
The deviation between the operator-specified position/heading
setpoints and the actual position/heading data, and similar
deviations with respect to the vessels velocity/heading rate,
drive the excursion feedback. The differences are multiplied
by gain factors giving a force setpoint (restoring setpoint and
damping setpoint) 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 setpoint required to counteract them.
1.4.3 Thruster allocation

The K-Pos DP systems controller continuously calculates the
actual force requirements in the alongships and athwartships
directions (the force setpoint), and the required rotational
moment (the turning moment setpoint).
The Thruster Allocation distributes these setpoints 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.
The setpoint is distributed in such a way as to obtain the
force and turning moment required for position and heading
control, while also ensuring optimum thruster/propeller use with
minimum power consumption and minimum wear and tear on the
propulsion equipment.
If it is not possible to maintain both the turning moment and
the force setpoint due to insufficient available thrust, priority is
normally set to obtain the turning moment setpoint (heading).
If a thruster/propeller is out of service or deselected, the
lost thrust is automatically redistributed to the remaining
thrusters/propellers.
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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 thruster 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 260).
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Introduction to dynamic positioning
2 INTRODUCTION TO DYNAMIC
POSITIONING
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
2.9
2.10
2.11
2.12
2.13
2.14
Introduction................................................................27
Main DP components.................................................27
Operational modes .....................................................34
Special applications ...................................................35
The K-Pos family of DP systems...............................36
K-Pos DP-11 and DP-12 ............................................37
K-Pos DP-21 and DP-22 ............................................38
Integrated Control System (ICS) ...............................40
Heading reference systems ........................................41
Vertical reference sensors (VRS) ...............................42
Position-reference systems.........................................42
Operational planning..................................................57
Resetting the DP system prior to operation ...............58
Thruster control command signals.............................59
2.1 Introduction
This section provides an introduction to dynamic positioning in
general and descriptions of some K-Pos DP systems.
2.2 Main DP components

The K-Pos DP control system with its computers, screens and
panels is just a small part of the vessels total dynamic positioning
system.
Dynamic positioning is dependent on several main systems and
functions on board the vessel.
2.2.1 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.
2.2.1.1 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.
2.2.1.2 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.
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2.2.1.3 Position-keeping
Position-keeping means maintaining a desired position within the

normal excursions of the control system and the environmental
conditions.
2.2.1.4 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.
2.2.1.5 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.
2.2.1.6 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.
2.2.1.7 Computer system
Computer system means a system consisting of one or several

computers including software and interfaces.
2.2.1.8 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.
2.2.2 Equipment classes

The following is an extract of the IMO MSC/Circ. 645 Guidelines
For Vessels With Dynamic Positioning Systems, regarding
Equipment Classes:
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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:
2.2.2.1 Equipment Class 1
Loss of position may occur in the event of a single fault.

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.
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.
2.2.2.4 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.
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Different authorities and societies have different names for the

various classes.
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
AUT, AUTR and 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
PDYMA, PDYMAR and PDYMARS
RINA
IPD-1, IPD-2 and IPD-3
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).
2.2.3 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
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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.
2.2.4 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.
2.2.5 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
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31
or flow chart for DP operators, is built into these guide-lines.

This training scheme is leading up to the Dynamic Positioning
Operators 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
A minimum of 30 days seagoing DP familiarisation
A DP Advanced/Simulator course
A minimum of 6 months watch-keeping experience
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 Operators Certificate has the required skills and
practical DP experience.
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
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Dp Operator Certification
33
2.3 Operational modes

The K-Pos DP system can be used in one or more of the
following modes :
Standby mode
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
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
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 vessels
position, heading, speed and rate of turn.
The operator can set warning and alarm limits for position
and/or heading deviation. The vessels 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 speed and high speed) mode
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
When available, this mode enables the vessel to steer along
a selected course.
Follow Target mode
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 K-Pos DP system is supplied with either a Trainer function
or a Simulator function:
The built-in Trainer function (page 5-2) provides simple
simulations for operator training purposes, and for analysing
the vessel behaviour during changes in operational conditions.
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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 stand-alone function.
In addition to these modes, various tailored modes have also
been developed to optimize vessel operation for a wide range of
applications and types of vessels.
2.4 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.
2.4.1 Offshore Loading

When loading oil offshore, it is possible to reduce the
thruster/propeller force required to retain the vessels position
relative to the offshore loading buoy, by using the stabilising
effect of the environmental forces acting on the vessels hull. In
order to achieve this reduction, the vessels 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 vessels position is not controlled in the athwartships
direction. The vessels motions are only damped. The terminal
point, the setpoint circle and the maximum and minimum
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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 61.
2.5 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 36 shows the basic systems
within the K-Pos DP family.
Table 2
Basic K-Pos DP systems
Systems
36
DP-11
Stand-alone single DP control system
DP-12
Integrated single DP control system
DP-21
Stand-alone dual-redundant DP control system
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Table 2
Basic K-Pos DP systems (contd.)

Systems
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 37.
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.
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

Class 3
DP-31/32
Class 2

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.
2.6 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
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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.
Figure 6
DP-11
2.7 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).
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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.
2.7.1 Dual Redundancy

The most common redundancy concept for dynamic positioning
systems is the use of redundant sensors (two or more) and a dual
computer system. The dual system, often referred to as online
and hot standby, significantly increases the total availability
and reliability of a system compared to a single system. The
following list specifies the main advantages of redundancy:
No single-point failure
The system is designed to avoid total system failure if single
failure occurs
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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
Switchover to hot standby
If the online computer in a dual-redundant system fails, a
successful switchover to the hot-standby computer takes place
automatically
The system provides redundancy in accordance with Class 2
requirements. The two controller computers are separate and
operate independently of each other. The operator may choose
which computer is to be online, while the other computer acts
as the hot standby.
The two computers operate in parallel, each receiving the same
input from the operator, sensors, reference systems and thrusters,
and each performing the same calculations. However, only the
online computer can control the thruster system. A switchover is
activated either automatically, if a failure is detected in the online
computer, or manually by the operator. Automatic switching
is allowed only once. The operator must explicitly enable any
further automatic switching.
Both control computers are continuously checked for both
hardware and software failures. If a failure is detected, a warning
or alarm is given.
2.8 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.
2.8.1 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
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Cargo monitoring and control

Vessel-wide mode control
2.8.2 K-Thrust - Thruster Control

The thruster control system monitors and controls the vessels
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.
2.9 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 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.
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2.10 Vertical reference sensors (VRS)

The vertical-reference sensor measures the vessels 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.
2.11 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 vessels 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.
2.11.1 Hydro Acoustic Position-Reference

systems (HPR)
Hydro Acoustic Position-Reference (HPR) systems use sound (in
water) to find the vessels 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.
2.11.1.1 Sound in water: velocity, noise,
reflections and refraction
Figure 8
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 9
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 10). 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.
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Figure 10
Transmission loss
The most dominating background noise comes from the thrusters

(see Figure 11).
Figure 11
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Environmental acoustic noise level
45
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.
2.11.1.2 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 12
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 13
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.
2.11.1.3 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.
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2.11.1.4 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.
2.11.2 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 systems 90 opening angle of the
interrogator combined with several transponders enables a wide
range of operations for example a supply vessel.
Figure 14
operation
Typical operational scenario for a supply vessel
Floating Production Storage Unit

Transponder
Crane
Transponder
Transponder
Supply vessel
Interrogator
Interrogator
(CD070400)
2.11.3 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
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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 15
Artemis position-reference system
2.11.3.1 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.
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.
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Figure 16
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 others 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.
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
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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.
2.11.4 Global Positioning Systems (GPS

and DGPS)
2.11.4.1 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)
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 satellites
navigation message. Updated information is transmitted to each
satellite via the Ground Antennas.
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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=1575.42MHz 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 satellites 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 17
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 18
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
earths 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
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scintillations are expected, the DP operator should carefully

follow up the behaviour of the GPS and, whenever necessary,
remove it from the DPs position calculations.
2.11.4.2 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 19
DGPS
2.11.4.3 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
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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.
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.
2.11.5 Other satellite navigation systems

2.11.5.1 GLONASS
GLONASS (Globalnaya 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.
2.11.5.2 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.
2.11.5.3 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.
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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.
Europes 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).
2.11.6 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 360 at up to 50 per second. The
Fanbeam laser can measure to a range of 2000 m to within an
accuracy of 10 cm. It uses a vertical 20 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 15
giving a total beam range of -25 to +25. 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.
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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 vessels heading measured by the vessels 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.
2.11.7 The DP systems utilisation of the

position measurements
The position measurements from the position-reference systems
shall be used to find the vessels 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.
2.12 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
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Extraordinary power consumption, for instance by cranes or

winches
The vessels 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 vessels 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.
2.13 Resetting the DP system prior to operation

It is good work practice to reset DP systems before performing a
new operation.
2.13.1 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.
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 158.
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.
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2.13.2 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
SystemStop/RestartRestart.
This will not affect the positioning of the vessel or any settings in
the DP controller process stations.
2.14 Thruster control command signals

In stand-alone DP systems, the electrical command signals to the
thrusters are generated inside each of the DP computers. In a
dual-redundant DP system the two controller process stations
command signals are connected to a software switch. Only one
of the two controller process stations, (referred to as the online
controller PS or the master controller PS) is connected to the
thrusters at any time. The switch is controlled by the operator, or
if the online controller PS fails, the switch automatically switches
to the other controller PS. In a K-Pos system, the two controller
PSs are called A and B, respectively.
Prior to operation, check that the electric interfaces from both
DP controller process stations to the thrusters are functioning
correctly and that the change-over switch works. (All other
data and signals are checked and compared between the two
controller process stations, and a difference here will result in an
AB difference message being given.)
2.14.1 General procedure for checking

stand-alone dual-redundant DP systems
1
2
3
4
5
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Set up the vessel on AUTO DP with both computers and

all thrusters running.
Check that the DP system is performing correctly.
Set controller process station A as master (online).
Test auto-switch from controller process station A to
controller process station B:
a Stop controller process station A.
b Check that controller process station B is master
(online).
59
Test controller process station B:

a
Check that the feedback is equal to the setpoint for all

thrusters.
Restart controller process station A, and wait until it is up

and running.
Test auto-switch from controller process station B to

controller process station A:
Stop controller process station B.
Check that controller process station A is master

(online).
Test controller process station A:

a
Check that the feedback is equal to the setpoint for all

thrusters.
10 Restart controller process station B.

The test finishes and the system is fully operational when
controller process station B is up and running.
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Offshore loading
3 OFFSHORE LOADING
3.1
3.2
3.3
3.4
3.5
3.6
3.7
3.8
3.9
K-Pos DP Offshore Loading application ...................61

Weather vaning ..........................................................62
Tandem loading (FSU/FPSO) ....................................62
Single anchor loading (SAL) .....................................63
Single point mooring (SPM)......................................64
Floating loading platform (FLP)................................65
Submerged turret loading (STL) ................................65
Operational modes .....................................................66
Additional functions...................................................68
3.1 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)
Floating loading platform (FLP)
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
In all of these modes, the vessels bow or mating cone (not the
Midships position) is used as the reference point for positioning.
The vessels rotation center is Midships for all operating modes
except Connect and Loading, where the mating cone is used as
rotation center.
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3.2 Weather vaning

Position and heading control both in the Approach and Weather
Vane modes are based on the weather vaning principle.
Figure 20
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 vessels 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.
3.3 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
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Offshore loading
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 vessels 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 21
Loading at a floating storage unit or a floating production and storage object
3.4 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 22
Single anchor loading
3.5 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 23
64
Single point mooring
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Offshore loading
3.6 Floating loading platform (FLP)

This type of weather vaning is made around the boom-tip of a
Floating Loading Tower/Platform (FLT/FLP). The boom-tip
acts as the terminal point and the position of the terminal point
will therefore vary. These variations will also be affected by the
mooring arrangement for the FLT/FLP. 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 vessels position
relative to the FLT/FLP boom-tip and the vessels geographic
position are measured. The actual platform position of the
FLT/FLP will then be monitored against the nominal platform
position.
Figure 24
Loading at a floating loading platform
3.7 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.
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Figure 25
Loading at a submerged turret
3.8 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 summarised below.
3.8.1 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 vessels heading and position. The
approach is performed in steps by adjusting the setpoint radius.
3.8.2 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
vessels 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
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Offshore loading
Fore/aft position alarm limits (weather vane limits)

Manual bias (only for OLS, SPM and FLP)
3.8.3 Connect mode

For STL operations, the Connect mode is used when connecting
and disconnecting the STL buoy to/from the vessels 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.
3.8.4 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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3.9 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.
3.9.1 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 237.
3.9.2 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 241.
3.9.3 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
Hawser tension sensors on page 181.
3.9.4 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 vessels
heading, at a specified distance on each side of the setpoint circle
or the base position. See 4.10 Alarm Limits dialog box - Weather
Vane page on page 109.
3.9.5 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 107.
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Offshore loading
3.9.6 Using manual bias

For OLS, SPM and FLP, in Weather Vane mode, you can apply
manual thrust bias for short periods. This bias is applied in
addition to the calculated force demand. This can be useful
in rough weather to prevent the position deviation that might
otherwise be caused by the impact of a series of large waves. See
Using manual bias on page 223.
3.9.7 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 253.
3.9.8 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 200.
3.9.9 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 239.
3.9.10 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 242.
3.9.11 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 248.
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4 USER INTERFACE
4.1
4.2
4.3
4.4
4.5
Operator station..........................................................70
Operator panel............................................................71
Display layout ............................................................76
Display views.............................................................87
Main menus................................................................92
4.1 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.
Figure 26
70
The K-Pos DP operator station
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User interface
The power switch and adjustment controls for the display 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.
4.2 Operator panel

The operator panel provides:
Dedicated buttons (most of these have status lamps)
Keypad
Trackball
3-axis joystick
Heading wheel and buttons
Figure 27
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K-Pos DP operator panel
71
4.2.1 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.
Figure 28 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.
4.2.1.1 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 29 shows the button arrangement for an OS where the
operator looks in the alongships direction whilst looking at the
screen.
Figure 29 Surge, sway and yaw buttons on an OS that is
orientated in the alongships direction
Figure 30 shows the button arrangement for an OS where the

operator looks in the athwartships direction whilst looking at
the screen.
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Figure 30 Sway, surge and yaw buttons on an OS that is

orientated in the athwartships direction
4.2.1.2 Controls
The CONTROLS button group contains buttons for accessing

system functions and dialog boxes.
4.2.1.3 Views
The VIEWS button group contains buttons for selecting the view
to be displayed in the main working area of the screen.
4.2.1.4 Thrusters
The THRUSTERS button group contains buttons for enabling

thrusters.
4.2.1.5 Sensors
The SENSORS button group contains buttons for enabling

position-reference systems and for initiating dialog boxes related
to other system sensors.
4.2.1.6 Command
The COMMAND button group contains buttons for transferring

command to one Operator Station or operator terminal from
another.
4.2.1.7 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.
4.2.2 Input
The INPUT keypad provides keys that are used to enter values or
text into dialog boxes.
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73
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.
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
4.2.3 Trackball
The TRACKBALL is used to position the cursor on the screen.
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.
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4.2.4 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.
4.2.5 Heading wheel

The Heading Wheel comprises one heading wheel and seven
buttons. Three of these buttons are located in front. The other
four forms a circle close to the heading wheel.
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.
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75
DISTANCE TO TURN
For adjusting the Distance To Turn.
4.3 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.
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4.3.1 Title bar

The title bar identifies the K-Pos DP operator station and shows
the current date and time.
When this operator station has command, the Controller PS
group and Command group field has yellow background colour.
In our example the Controller PS group is Main (to which the
operator station in question is connected) and the Command
group is Propulsion (which the system controls).
When the Trainer is used, the text SIMULATING is displayed
flashing.
4.3.2 Menu bar

The menu bar provides command menus allowing access to the
available dialog boxes.
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Figure 31
Menu bar (example)
4.3.2.1 Active and unavailable commands
Because some commands are relevant to several modes, these

commands appear on more than one menu. For example, Heading
appears on both the Joystick and AutoPos menu.
Some commands that are present on more than one menu are
only available in the present mode menu. Unavailable commands
have a dimmed appearance.
Figure 32 Commands that are present on more than one menu
(example)
4.3.3 Message line

The message line shows the most recent emergency, alarm
or warning message that has not yet been acknowledged.
Right-clicking the message text opens the System Messages
Help with the relevant message explanation displayed. See
Presentation of messages on page 119.
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4.3.4 Performance area

The performance area shows important performance information
to allow immediate assessment of the situation. The content of
this view changes automatically according to the selected main
mode.
Several parts of the performance area are click-sensitive.
When the cursor is moved over an indicator that is defined as
click-sensitive, it changes to a pointing hand. At the same time 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.
Orientation of the OS and effect on the
Performance area
The Performance area shows information relative to the

orientation of the Operator Station, so that it is easier to interpret
what is seen on the screen. There are two possible orientations:
The Operator Station is installed facing forward in the vessel
(ahead), when looking at the display screen.
The Operator Station is installed facing the stern of the vessel
(aft), when looking at the display screen.
In this manual, the Performance area examples show the
information with forward orientation. For aft orientation, the
displayed information is the same, but it may be arranged
differently to suit the orientation of the Operator Station.
4.3.5 Working areas

The working areas shows operator-selectable display views.
4.3.6 Status line

The status line displays general help messages and advice for the
operator. For example, when moving the cursor over an open
menu, information about the menu commands is displayed in
the status line.
4.3.7 Status bar

The status bar provides general system status information
by means of indicators, some of which are click-sensitive.
When the cursor is moved over an indicator that is defined as
click-sensitive, it changes to a pointing hand. If you then click
the left trackball button, a dialog box related to that indicator
is opened.
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79
Figure 33
Status bar (example)
MainMode
The present operational mode.

PosMode
The automatic position control mode: PRESENT or NEW SETP

(new setpoint).
HdgMode
The automatic heading control mode: PRESENT, SYS SEL

(system selected) or NEW SETP (new setpoint).
AllocMode
The present thruster allocation mode, for example VARIABLE

(see Thruster Allocation dialog box on page 256).
RotCenter
Shows the present Rotation Center (see on page or on page ).

Thr
An indication of the status of the thrusters:

Grey No thrusters are enabled.
Green At least one thruster is enabled.
Refs
An indication of the status of the position-reference systems:

Grey No position-reference systems are enabled.
Yellow At least one position-reference system is enabled,
but there is no acceptable position information.
Green At least one position-reference system is enabled
and the position information from at least one of them is
accepted.
Sens
This is one of the click-sensitive areas. If you press the left

trackball button while the cursor has the shape of an open hand,
the Sensors dialog box is opened.
Joystick
Symbols describing the present joystick settings are grouped

above this label.
Joystick Thrust level
Full or Reduced (see on page ).

Joystick Precision level
High Speed, General or Low Speed (see on page ).

AutoPos
Symbols concerning automatic control are grouped above this

label.
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Axis Control and Axis Damping Control
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 87).
The surge axis is under automatic or damping control.
The sway axis is under automatic or damping control
The yaw axis is under automatic or damping control
The axis control symbol is rotated according to the orientation
of the Operator Station (see Orientation of the OS and effect on
display views on page 87). Note that the mutual angle difference
between the surge and sway axes is preserved.
Gain
Shows the present controller gain level. There are different

symbols for the available combinations of controller mode and
gain level. See on page .
Quick Model
Shows whether the Quick Model Update function is on (yellow)

or off (grey) (see Quick model update on page 112).
DP Consequence Class
Shows the currently selected DP Class for the DP Online

Consequence Analysis function:
Grey Off
2 Class 2
3 Class 3
4.3.8 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
status bar.
Dialog boxes appear in the display area but you can move them
as required.
To locate information about individual dialog boxes, use the
Index at the end of this manual.
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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 displayed.
When you are not allowed to make changes to the data on a
dialog box, both the OK and Apply buttons will be unavailable
(displayed dimmed). This can occur, for example, when the
Operator Station is not in command or the system is not in an
appropriate mode.
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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.
4.3.9 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:
Text box
This is a rectangular box in which you can type a numerical value.
If the box already contains a numerical value, you can select that
default 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 decrease or
increase 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
4.3.9.1 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
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Select ViewNum Entry Dlg.
83
The Numeric Entry Keypad Dialog Use dialog box is

displayed.
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.
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.
The Enter a New Numeric Value dialog box is displayed.
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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).
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.
4.3.9.2 Using the Enter a New Numeric Value

dialog box
To use the Enter a New Numeric Value dialog box:

1
Having opened a dialog box containing text boxes for

numeric entry, place the cursor in a text box and click the
left trackball button.
The Enter a New Numeric Value dialog box is displayed
adjacent to the text box.
Use the keys on this dialog box to enter a new numeric

value in the text box.
Click the OK button on the Enter a New Numeric Value dialog

box to use the new numeric value in the relevant text box.
Note
This new numeric value will first be applied to the system when
you click the OK or Apply button on the dialog box where the
relevant text box is located.
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4.3.9.3 Overview of the keys in the Enter a New

Numeric Value dialog box
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.
The numeric keys 0 to 9, decimal point key and sign key.
4.3.10 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.
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.
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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.
4.4 Display views

Display views presents the operator with information about the
operation.
4.4.1 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.
4.4.2 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.
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Change of position setpoint.

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 yellow
frame (the tooltip) is displayed for a few seconds. This text
explains the use of the click-sensitive object. The tooltip and
hotspot cursor are on by default, but can be toggled on/off by
using the Show ToolTip and the Use HotSpot Cursors commands
on the View menu.
4.4.3 Available views

You will find information about the standard display views in the
following sections (in alphabetic order):
Deviation view on page 311
Shows a combination of graphical and numerical performance
data, particularly related to position and heading deviation.
Dev WVane view on page 315
data, particularly related to offshore loading operations.
General view on page 317
data.
Joystick view on page 320
Shows the thrust setpoint and response during Joystick mode.
Numeric view on page 324
Shows performance data in numerical form.
Num WVane view on page 326
Shows performance data in numerical form that are relevant
during offshore loading operations.
Performance area on page 328
Shows important performance information to allow immediate
assessment of the situation.
Posplot view on page 334
Shows the vessels position and heading.
Power view on page 348
Shows a mimic display of the vessels electrical power system.
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Power Consumption view on page 352

Shows available power for each main bus in numerical form,
and also consumed power for each main bus both in numerical
and graphical form.
Refsys view on page 353
Shows the individual and consequent performance of the
active position-reference systems.
Refsys Status view on page 361
Shows the status for each position-reference system or
transponder.
Sensors view on page 362
Shows the performance and state of some subset of the vessels
sensors, such as gyrocompasses, wind sensors and VRS.
STL Monitor view on page 367
Shows the relative position and depth of the STL buoy during
the connection and disconnection phases.
Thruster views on page 370
A main view and sub views for each thruster show how the
system is using the available thrusters to provide the required
thrust setpoint. The Setp/feedb view shows setpoint and
feedback data for all the thrusters.
Trends view on page 387
Shows dynamic displays (trend plots) and numerical values
for trended curves of the history over a specified period of
selected information.
WVane view on page 391
data, particularly related to offshore loading operations.
4.4.4 Selecting a display view

You can select a view to be displayed in three ways:
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To select a view to be displayed in the right part of

the working area, press the appropriate button in the
VIEWS button group on the operator panel (The standard
configuration is that display views appear in the right part
of the working area. The system on your vessel may be
configured in such a way that views appear to the left).
To select a view to be displayed in the any part (left or right)

of the working area, place the cursor in the required area and
click the right trackball button.
89
A shortcut menu is displayed listing the views that are

available.
The small arrow to the right of a menu entry indicates that a

submenu of related views is available.
The Analysis sub menu contains the Capability and
Motion Prediction views.
The Utility sub menu contains the Trends and Rotation
Centers views.
The Performance sub menu contains the General,
Numeric and Deviation views.
3
Select the required view from the shortcut menu.
To display a preselected set of views in the performance, working

and monitoring areas, press the appropriate function key on the
keypad (see Preselecting views on page 91).
4.4.5 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.
Select View Control on this shortcut menu.

The control dialog box for the view is displayed.
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If the view does not have an associated control dialog

box, then View Control is not available on the shortcut
menu.
4.4.6 Zooming
To zoom a view that is displayed in the working or monitoring
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. The
following shortcut menu is displayed:
Clicking Zoom Reset returns the view to its original scale.

Clicking Zoom In zooms the view again, centred on the cursor
position when this menu was displayed.
Clicking Center Here pans the view so that it is centred on the
cursor position when this menu was displayed.
If available, clicking View Control displays the control dialog
box for the view.
4.4.7 Preselecting views

You can preselect sets of views to be displayed in the two parts
of the working area and link them to numbers on the ViewUse
Preselected menu. When you then click one of these numbers, the
preselected set of views is displayed.
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The Preselect dialog box allows you to inspect recorded

view-selections and record new view-selections.
To display this dialog box, select ViewPreselect.
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.
To display the set on the screen, click the Set Display Area button.
Record NEW view-selection:
While the Preselect dialog box is displayed, select the required

views in the display areas, and the required level of zooming for
each view, and then click the appropriate numbered button on the
dialog box. When you click the Close button, these views are
linked to the selected function key.
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 ViewUse Preselected menu is clicked, are all
preconfigured.
4.5 Main menus

The menus of the K-Pos DP system are described in the sections
that follow.
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The content of the menus is configurable, and may vary from

vessel to vessel. For details on each menu/dialog box, see page
references given.
4.5.1 Menu bar

Figure 34 displays an example menu bar. To view the commands
available on a menu, click the menu.
Figure 34
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Menu bar (example)
93
4.5.2 System menu

To display the System menu, click System on the menu bar.
Trainer...
See Built-in trainer on

page 305
CyberSea...
See Interface to
CyberSea on page 270
Backup Control...
See K-Pos Backup

System Operator Manual
Connect...
See Connecting to a
controller PS group on
page 157
Equipment...
See Equipment on
page 276
Redundant Stations...
See Redundant systems

on page 160
Set Date/Time...
See System date and time

on page 105
Set Timezone...
See System date and time

on page 105
Event Printer...
See Messages on the

printer on page 127
Print Status...
See Printing system

status data on page 265
Screen Capture Printer...
See Printing the display

picture on page 99
Remote Diagnostics...
See Remote diagnostics

on page 263
Reset Controller PS...
See Resetting controller

process stations on
page 158
Stop/Restart...
See System
start-up/shut-down
and OS stop/restart on
page 145
Report...
See System report on

page 99
Change User...
See Changing user on

page 98
OS Configuration Mode, PS Configuration Mode, OS Configuration

and OS Test/Status are not part of the normal operating procedures
for the K-Pos DP system and are therefore not described in

this operator manual. They are implemented to facilitate
installation and service work performed by trained personnel
from Kongsberg Maritime.
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Note
The Set Date/Time function is only available to the Chief user.

See Changing user on page 98.
4.5.3 View menu

To display the View, click View on the menu bar.
Set Palette
See Set palette (display

colours) on page 106
Panel
See Panel Light

Configuration dialog
box on page 100
Show ToolTip
See Display views on

page 87
Use HotSpot Cursors
See Display views on

page 87
Num Entry Dlg...
See Entering numeric

values on page 83
Preselect...
See Preselecting views

on page 91
Use Preselected
See Preselecting views

on page 91
Display Units...
See Display Units dialog

box on page 102
Position Presentation...
See Position
Presentation dialog
box on page 186
Reset Display Units...
See Resetting the display

units on page 105
4.5.4 Sensors menu

To display the Sensors menu, click Sensors on the menu bar.
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Gyro...
See Gyrocompasses on
page 167
Gyro Deviation...
See Gyro Deviation

dialog box on page 168
Wind...
See Wind sensors on

page 172
VRS...
See Vertical reference

sensors (VRS) on
page 177
Draught...
See Draught sensors on

page 179
Hawser...
See Hawser tension

sensors on page 181
95
Stl...
See STL sensors on

page 183
Alarm Limits...
See Alarm Limits dialog

box on page 107
Reference System Settings... See Reference System
Settings dialog box on

page 194
Reference System
Properties...
See Reference System

Properties dialog box
on page 197
4.5.5 Thruster menu

To display the Thruster menu, click Thruster on the menu bar.
Enable...
See Enabling thrusters

on page 254
Allocation Mode
See Thruster Allocation

Allocation Settings
See Allocation Settings

4.5.6 Joystick menu

To display the Joystick menu, click Joystick on the menu bar.
Settings...
See Joystick Settings

Heading...
See Heading dialog box

on page 233
Calibrate...
See Calibrating the

joystick on page 114
Note
The Calibrate function is only available to the Chief user. See

Changing user on page 98.
4.5.7 AutoPos menu

To display the AutoPos menu, click AutoPos on the menu bar.
96
Position...
See Changing the

position setpoint on
page 227
Speed...
See Speed Setpoint

Heading...
See Changing the

heading setpoint on
page 232
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Rate Of Turn...
See Rate Of Turn page

on page 235
Gain...
See Gain level selection

on page 110
Alarm Limits...
See Alarm Limits dialog

box on page 107
DP Class...
See Selecting the DP

class on page 309
4.5.8 OffLoad menu

To display the OffLoad menu, click OffLoad on the menu bar.
Select Buoy...
See Buoy Select dialog

box on page 237
Setpoint Radius...
See Setpoint radius on

page 241
Speed...
See Speed Setpoint

Heading...
See Heading dialog box

on page 233
Rate Of Turn...
Rate Of Turn page on

page 235
Hawser Tension...
Hawser tension sensors

on page 181
GPS Relative Settings...
GPS Relative Settings

SAL Buoy Settings...
SAL Buoy Settings dialog

box on page 239
Axis Control...
Axis Control dialog box

on page 253
Gain...
Gain level selection on

page 110
Alarm Limits...
Alarm Limits dialog box

on page 107
DP Class...
Selecting the DP class on

page 309
4.5.9 Help menu

To display the Help menu, click Help on the menu bar.
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Messages...
See Message system on

page 117
About...
See Displaying software

information on page 268
97
5 SYSTEM SETTINGS
5.1
5.2
5.3
5.4
5.5
5.6
5.7
5.8
5.9
5.10
Changing user ............................................................98

Printing the display picture ........................................99
System report .............................................................99
Panel Light Configuration dialog box......................100
Display Units dialog box .........................................102
System date and time ...............................................105
Set palette (display colours).....................................106
Alarm Limits dialog box ..........................................107
Gain level selection..................................................110
Quick model update .................................................112
5.1 Changing user

There are three types of user 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 (see System date and time
on page 105)
Calibrate the joystick (see Calibrating the joystick on
page 114)
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 SystemChange User.
Select the required user in the New user list box and click the
Change user button.
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The Chief user is also required to enter a correct Password

(supplied by Kongsberg Maritime).
5.2 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 SystemScreen Capture Printer.
You can use this dialog box to select the printer and to define
the printer set-up.
5.3 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 SystemReport..
The system report will appear in an internet browser window.
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99
Figure 35
System Report (example)
5.4 Panel Light Configuration dialog box

5.4.1 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.
To change the dimming level:
1
100
Select ViewPanelLight Configuration.
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The Panel Light Configuration box is displayed.
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.
Click the OK button.
The * symbol shows which display palette is currently in use.

You can perform a lamp test by clicking the Lamp Test button.
5.4.2 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 ViewPanelLamp Test, or click the Lamp Test

button on the Panel Lamp Configuration dialog box.
The Panel Lamp Test dialog box is displayed.
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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101
3
4
5
6
The text on the Start Lamp Test button changes to End

Lamp Test.
Press SILENCE to stop the audible signal sounding.
Press, in turn, each button that has a status lamp.
Each status lamp should extinguish when its associated
button is pressed.
To stop the test, click the End Lamp Test button.
Click the Close button to remove the Panel Lamp Test dialog
box.
5.5 Display Units dialog box

You can specify the display units to be used for the display and
entry of values. You can also select which set of display units
to use.
Procedures for setting the display format and the required datum
for position information are described in Position Presentation
dialog box on page 186.
5.5.1 Selecting the set of display units to

use
To specify the display units to be used:
1 Select ViewDisplay Units.
The Display Units dialog box is displayed.
Select the required set of display units. You can choose

between Metric Units, Imperial Units or, depending on
configuration, one or more User Definable sets.
3 Click the OK button (or the Apply button if you have
selected a User Definable set, and want to edit some of the
values in this display unit set).
You can now proceed to select the required types of display units
you want to edit.
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Note
Only User Definable display units sets can be edited.
5.5.2 Editing Display Units

To edit display units:
1
Click the Details button on the Display Units dialog box.

The extended version of the Display Units dialog box is
displayed.
Using the scroll bar to the right, find the display units 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.
Click in the Display Format column for the selected display

units type.
A list box containing all the display formats for this value
is displayed.
The presently selected display format is indicated with
white text on blue background.
Select the wanted display format from the options shown

in the list box by clicking it.
The list box is closed.
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Repeat steps 2 to 4 if you want to edit the display format for

several types of display units.
103

The display formats are applied.
5.5.3 Additional information

Whether the Display 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 Display 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 display units 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.
5.5.4 Vessel and sea current speed

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).
There are also two display formats for meter/second:
For vessel speed, either meter/sec (2 decimal points accuracy)
or meter/sec (accurate) (3 decimal points accuracy).
For sea current speed, either meter/sec (1 decimal point
accuracy) or meter/sec (accurate) (2 decimal points accuracy).
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5.5.5 Wind, waves and sea current

direction
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.
5.5.6 Resetting the display units

To reset the display units settings to the factory (original) settings:
1
Select ViewReset Display Units.

The Reset Display Units dialog box, that tells you what the
display units set will be reset to, is displayed.
Click the Yes button if you want to reset all the display units
settings to factory (original) settings, otherwise click the
No button.
5.6 System date and time

You can change the date and time of the system clock, and
the time zone. The time that you set at any Operator Station
is applied to all the available Operator Stations and controller
process stations.
5.6.1 Date and time

Note
Setting the system date and time can only be performed by the
Chief user. See Changing user on page 98.
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 SystemSet Date/Time.
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105
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 arrow to select time and date values.
5.6.2 Time zone

The Set Timezone dialog box allow you to change the time zone
and enable daylight saving changes.
To display this dialog box, select SystemSet Timezone.
Use this dialog box to set the required time zone from the
selection in the drop-down list box. Select the check box if
you want the system to automatically adjust the clock for
daylight-saving changes.
5.7 Set palette (display colours)

Four 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.
5.7.1 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 that is
in command:
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Ensure that independent palette selection is not selected at

the Operator Station that is in command:
a Select ViewSet Palette.
A sub menu is displayed.
b If Independent is selected on this sub menu, click
Independent to deselect it.
Select ViewSet Palette and choose the required palette;
Bright Day, Day, Dusk Day or Night.
The palette selection is applied to the Operator Stations
that are not set to have an independent palette selection.
5.7.2 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.
a Select ViewSet Palette.
A sub menu is displayed.
b If Independent is not selected on this sub menu, click
Independent to select it.
2 Select ViewSet Palette, and choose the required palette;
Bright Day, Day, Dusk Day or Night.
The palette selection is applied to the Operator Station.
5.8 Alarm Limits dialog box

In the Alarm Limits dialog box, alarm and warning limits can be
set for position deviation, heading deviation and roll, pitch and
heave motion.
The Alarm Limits dialog box can be selected from the Sensors,
Joystick and AutoPos menus. The alarm limits entered will apply
independent of the present mode and from which menu the dialog
box has been selected.
5.8.1 Position page

The Position page allows you to set alarm and warning limits for
position and heading deviation.
Depending on the selected main mode, use one of the following
methods to display this page:
Select JoystickAlarm Limits.
Select AutoPosAlarm Limits.
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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 Position (Heading) - Active
check box. 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 Warning - Active check box, 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 vessels actual position differs from the position setpoint by
more than the warning limit, a warning message is displayed.
When the vessels 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 solid circles in
the Performance area (see Performance area on page 328), on
the General view (see General view on page 317), the Deviation
view (see Deviation view on page 311), and the Posplot view (see
Posplot view on page 334). When inactive, the position limits are
shown as dashed circles on the General and Deviation views.
Note
In all modes, the position limits are inhibited until a requested

change in position is completed.
Heading
Warning and alarm limits can be set for heading deviation. When
the vessels actual heading differs from the heading setpoint by
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more than the warning limit, a warning message is displayed.

When the vessels actual heading differs from the heading
setpoint by more than the alarm limit, an audible signal sounds
and an alarm message is displayed.
The limits are active only when the yaw axis is under automatic
control.
When active, the heading limits are shown as solid lines in the
Performance area (see Performance area on page 328), on the
General view (see General view on page 317), the Deviation
view (see Deviation view on page 311), and the Posplot view
(see Posplot view on page 334). When inactive, the heading
limits are shown as dashed lines on the General view and the
Deviation view.
Note
In all modes, the heading limits are inhibited until a requested

change in heading is completed.
5.8.2 4.10 Alarm Limits dialog box 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 vessels
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.
Depending on the selected main mode, use one of the following
methods to display this page:
Select JoystickAlarm Limits.
Select AutoPosAlarm Limits.
If required, click the WVane tab.
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.
When active, the weather vane limits are shown as solid lines
on the WVane view (see WVane view on page 391) and the
DevWVane view (see Dev WVane view on page 315). 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. When
inactive, the weather vane limits are shown as dashed lines on
the DevWVane and WVane views.
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Figure 36
Weather vane fore/aft warning and alarm limits
The following message is displayed if these limits are exceeded:

Position exceeds fore (aft) limit
5.8.2.1 Additional information
The Alarm Limits dialog box can be selected from several menus;
the Sensors, Joystick, AutoPos and OffLoad menus. The alarm
limits entered will apply independent of the present mode and
from which menu the dialog box has been selected.
5.9 Gain level selection

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 demand.
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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.
Depending on the main mode selected, use one of the following
methods to display the Gain dialog box:
AutoPosGain
OffLoadGain
Alternatively, press the CONTROL SETUP button.
Level
Select the required controller gain level using the High/Medium/

Low option buttons.
The currently selected gain level is indicated on the status bar at
the bottom of the display screen (see Figure 37.
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Figure 37
Gain indicators
5.10 Quick model update

All the forces acting on the vessel that are not measured directly,
such as waves and sea current, together with any errors in
the measured forces, are calculated over a period of time by
the Vessel Model, and the appropriate thrust is applied to
counteract them (see K-Pos DP system principles on page 21 for
a description of the Vessel Model.) These unknown forces are
presented for the operator as being entirely due to sea current as
this is usually the main component.
Under normal sea conditions, the major components of the
current force change only slowly, and the best positioning
performance is achieved by calculating them over a long period
of time.
During some operations, significant and rapid changes in
current forces can occur.
For example:
When manoeuvering in channels, rivers, harbours or around
breakwaters, or in areas with loop current, there may be
sudden changes in the current.
When relatively large forces are not measured accurately, such
as the pipe tension in a pipe-laying operation, there may be
sudden errors in the measured forces.
Such sudden changes in the current forces would normally
result in a position offset which would then be slowly corrected.
When selected by the operator, the Quick Model Update function
prepares the system for sudden changes in the current by
adjusting the mathematical model accordingly and in this way
ensures more accurate positioning.
The reaction rate can be specified separately for each axis.
A timer is included so that the Quick Model Update function is
automatically switched off after a specified period.
5.10.1 Quick Model dialog box

To display the Quick Model dialog box, select AutoPosQuick
Model.
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Enable
Enable or disable the Quick Model Update function.

Duration
The duration of the function, after which it will be automatically

switched off.
Time left
The timer starts when you select Enable and then click the OK
or Apply button. The Time left field shows the time remaining
before the function will be automatically disabled.
Error gain modification factors
A gain modification factor can be specified for each axis. The

factor is specified as a percentage of the normal reaction to
deviation in that axis caused by current forces. A larger factor
results in a larger reaction and thereby a shorter integration time
for the current forces.
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6 JOYSTICK
6.1
6.2
Calibrating the joystick ............................................114

Joystick Settings dialog box.....................................116
6.1 Calibrating the joystick

Note
Calibrating the joystick can only be performed by the Chief

user (see Changing user on page 98), 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 CD.
The Joystick Calibrate dialog box contains a description of how
to calibrate the joystick.
To display this dialog box, select JoystickCalibrate.
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Joystick
6.1.1 Calibration procedure

To calibrate the joystick:
1
Ensure that the system is in Standby mode.
Select JoystickCalibrate.
The Joystick Calibrate dialog box is displayed.
A figure indicating the joystick axes is displayed on the
dialog box.
Set the joystick in ZERO position and click the In Zero

Position button.
A red mark appears on the zero position on the figure.
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.
To change the joystick deadband, click the Deadband button.

The Deadband dialog box is displayed.
Enter the required deadband in all three axes by typing in

values or by clicking the up/down arrows and then click the
OK button.
Click the OK button on the Joystick Calibration dialog box

to complete the calibration.
A dialog box, stating that the new calibration values will
be saved, is displayed.

The joystick is calibrated.
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6.2 Joystick Settings dialog box

The Joystick Settings dialog box allows you to adjust the joystick
thrust.
To display this dialog, select JoystickSettings 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 vessels 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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7 MESSAGE SYSTEM
7.1
7.2
7.3
7.4
7.5
7.6
7.7
7.8
7.9
7.10
7.11
7.12
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...................................................127
Messages on the printer ...........................................127
Message explanations ..............................................128
Offshore loading related messages ..........................133
Operator advice messages........................................143
7.1 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 cards, hardware voters, etc.
Supervision of the controller process station 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.
7.2 Operational checks

The following checks are continuously carried out during system
operation:
Detection of possible degraded performance of the K-Pos DP
system (e.g. thruster not ready, insufficient thrust, demand
reduced by blackout prevention, 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.
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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, both with
respect to interface and sensor failures.
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.
7.2.1 Audible and visual indications

All messages are presented as text in dedicated display areas.
Audible signals and flashing panel lights are used for alarm
messages. 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.
7.3 Message priority

There are four categories of messages, depending on their
severity:
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.
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).
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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 Warning and Alarm messages must be
acknowledged before they are removed from the Message Line
and the Dynamic Alarm Page. They will remain displayed with
the state Void 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 on
page 128.
7.4 Presentation of messages

System messages are colour coded in the following ways:
Emergency messages are displayed on magenta 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: the
Message Line and the Event List window. 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 Message Line always shows the most recent Emergency,
Alarm or Warning message that has not yet been acknowledged
Figure 38
Example Message Line
The Event List window contains a list of all the current system
messages. By pressing the ALARM VIEW button, you can
display the Event List window.
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Figure 39
Example Event List window
(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 place an asterisk for an
unacknowledged message that is in a command group over which
the operator station does not have control.
Orig
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.
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).
Name
Identifies the source of process events and system events.

Time
Time and date when the message was first reported.
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Prior
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).
Active Indicates that the alarm condition is present.
Normal Indicates that the alarm condition is no longer
present.
Void Used in the Dynamic Event Page and the Historic
Event Page. Indicates that the message is removed from the
Dynamic Alarm Page.
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 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.
Dynamic Event Page
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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

and on the Dynamic Event Page.
7.4.1 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
the Event List window.
button in the tool bar of
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 most recent time to the current time.
Calendar, Hour, Min:, Sec:
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You can specify a date and time by using the calendar, and
entering the required time in the Hour, Min: and Sec: text boxes.
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.
7.5 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 window. 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 window.
For alarms on analog terminals, however, the Active state is
further refined by means of alarm limits. Figure 40 shows the
relation between the alarm limits and the validity of alarms states.
Figure 40
Alarm states
High process values
HighScale
HighScale Limit
HighHigh
Active
HighHigh Limit
Alarm limits
High
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 to, 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.
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The alarm becomes Active when the terminal value crosses the
High/Low limits.
Any change in the alarm state is indicated in the Status cell for
that message in the Event List window.
7.6 Acknowledging messages

You can acknowledge either all visible messages or individual
messages selected on the Event List window (see Figure 39 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 window, you can remove these gaps
by selecting Refresh on the Event List shortcut menu (see Figure
41), by clicking the refresh button on the toolbar, or by closing
and reopening the Event List window.
You can acknowledge messages in the following ways:
Press the ACK button.
Click the
button in the tool bar of the Event List window.
Place the cursor in the Event List window or the Message

Line, click the right trackball button to display the following
shortcut menu, and then select Ack.
Figure 41
Event List shortcut menu
To acknowledge the message displayed in the Message Line,

press the ACK button or select Ack as described above.
To acknowledge all visible current messages:
1
Press the ALARM VIEW panel button.

The Dynamic Alarm Page of the Event List window is
displayed.
124
Click the right trackball button to display the shortcut menu,

and then click Select All.
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Message system
The font of the message texts change to bold.

3
Press the ACK button or select Ack as described above.

All visible messages are acknowledged.
To acknowledge a selection of messages:

1
Press the ALARM VIEW button.

The Event List window is displayed.
Select a group of consecutive messages by dragging the

cursor over the asterisks in the left column.
The font of the message texts change to bold.
Press the ACK button or select Ack as described above.

The messages are acknowledged.
7.6.1 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.
7.7 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.
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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.
Figure 42
PUIF Network message monitoring 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.
7.7.1 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:
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 run up.
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 run up, a buzzer will start to sound
and the FAULT and ALARM lamps will become lit.
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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.
7.8 Drive-off detection

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 127.
Figure 43
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.
7.9 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
Message Line and the Event List window (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.
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7.9.1 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 Event Printer dialog box, select SystemEvent
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.

Flush
Click this button to print all of the unprinted events on the event
printer.
Refresh
Click this button to update the information shown in the dialog

box.
7.10 Message explanations

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:
Whenever a message is displayed in the Alarm Line or Event
List window, 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 Help 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.
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Message system
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
Alarm Line/Event List window. In this case the explanation can
still be obtained via the Contents list or the Search facility.
7.10.1 Contents
Select the required message from a list of Contents. To open/close
the list of messages in the Contents pane, click the +/- sign next
to the folder icons.
Figure 44
System Events Online Help with Contents displayed
There are three sub-categories of message explanations:

DP/PM System Messages directly connected to DP/PM
operation
IO Driver Messages regarding IO drivers and the
communication with sensors and position-reference systems.
Process Control System Messages regarding the Process
Control Kernel (PCK)
To display the explanation for a particular message, click the
required message. See Displayed explanation on page 130.
To print the explanation of a particular message, select the name
of the message and then click the Print menu bar button.
To print explanations of all the messages that begin with a
particular character, select the required book icon and then click
the Print menu bar button.
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129
7.10.2 Search
To search for a message, display the Search pane (by clicking the
Search page tab), type in words or phrases that are contained in
the message name or the message explanation and then click
the List Topics button. Topics that match the search criteria
are displayed in the Select topic: list box. Select the required
message and then click the Display button to display the message
explanation in the message explanation pane.
7.10.3 Displayed explanation

The explanation of the selected message is displayed in the form
shown below.
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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.
7.10.3.1 Back link
The Back link takes you to one of three lists of message

explanations (from any DP/PM message to DP/PM system
alarm messages, from any IO driver message to IO driver alarm
messages and from any process control system message to PCK
alarm messages).
(CD3330)
7.10.4 Menu bar

The following menu bar buttons may be of interest:
Show (Hide)
Shows (Hides) the navigation pane.

Locate
Displays the Contents pane with the title of the message shown in
the message pane, highlighted.
Back
Displays the previous message explanation in the history list.

Forward
Displays the next message explanation in the history list (only

available if you have previously clicked the Back button).
Print
Prints the currently-displayed message explanation. See also

Printing message explanations on page 132.
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131
Options
Displays the Options menu:

Hide (Show) Tabs
Hides (Shows) the navigation pane.

Locate
Displays the Contents pane with the title of the message shown in
the message pane, highlighted.
Back
Displays the previous message explanation in the history list.

Forward
Displays the next message explanation in the history list (only

available if you have previously selected Back).
Home
Displays the Help start page.

Stop
Stops an ongoing search.

Refresh
Updates the screen with any new information (not relevant for
this system).
Internet Options
Displays the standard Microsoft Internet Options dialog box.

Print
Prints the currently-displayed message explanation. See also

Printing message explanations below.
Search Highlights Off (On)
When Off is selected, the terms that was searched for is

highlighted in the message explanation. When On is selected,
the terms are not highlighted.
7.10.5 Printing message explanations

In the Contents pane, select the required message or book icon
and then click the Print menu bar button to display the Print
Topics dialog box. Select whether you want to print the selected
topic or print the selected topic and all of its sub-topics.
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The standard MS Windows Print Setup dialog box is displayed.
This dialog box can be used to select the printer and to define
the printer set-up. This is a general-purpose printer connected
to an Operator Station or to the network (not the event printer
connected to the controller process station).
7.11 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, SPM and
FLP buoys are presented in one section.
Text in brackets describes the given Additional information.
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133
7.11.1 Warning and alarm messages for

OLS, SAL, SPM and FLP buoys
7.11.1.1 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:
Table 4
buoys
Position alarm messages for OLS, SAL, SPM and FLP
Message text
Message type and description
Buoy types
Hose connected
Alarm message. Issued in Approach

mode with hose connected.
OLS
Distance to base too

long<ESD1><Actual
distance between bow and
basepoint><Alarm limit>
Alarm message. Issued if the vessel

bow crosses the inner position limit
circle. If required by the operational
situation, you should initiate Shut
Down Class 1.
OLS
Distance to base critically

long<ESD2><Actual

bow crosses the outer position limit
Down Class 2.
OLS

short<ESD1><Actual

bow crosses the minimum distance
alarm limit. If required by the
operational situation, you should
initiate Shut Down Class 1.
OLS
Alarm message. Issued if the

reference point of the vessel
(normally the bow) crosses the inner
red minimum distance alarm limit
Down Class 2.
OLS
Buoy distance to base too

long <ESD 1><Actual
distance><Limit
distance>
Warning message. Issued if the buoy

is outside the base position warning
circle.
FLP
Buoy distance
to base critically
long<ESD 2><Actual
distance><Limit
distance>
Alarm message. Issued if the buoy is

outside the base position alarm circle.
FLP
Bow beyond base

reference point of the vessel moves
beyond the buoy position.
OLS

short<ESD2><Actual
134
SAL
SAL
SAL
SAL
SPM
FLP
SAL
SPM
FLP
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Message system
7.11.1.2 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
4.10 Alarm Limits dialog box - Weather Vane page on page 109.
Figure 45
Weather vane fore/aft position alarm limits
Table 5 Fore and aft position alarm messages for OLS, SAL,
SPM and FLP buoys
Message text
Buoy types
Position exceeds fore (aft)

limit
Alarm message. The fore or aft alarm

limits for the vessel position relative
to the setpoint circle is exceeded.
OLS
SAL
SPM
FLP
7.11.1.3 Hawser tension alarm messages
The predefined hawser tension alarm limits become active in the

Weather Vane mode. They are as follows:
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135
Table 6 Hawser tension alarm messages for OLS, SAL, SPM

and FLP buoys
Message text
Buoy types
Hawser tension
diff measurement
estimate<Measured
tension><Estimated
tension><Limit tension>
Alarm message. Issued if there is

a deviation between measured and
estimated hawser tension.
SAL
Hawser tension not

enabled
Alarm message. Issued if hawser

tension has not yet been enabled by
operator when in Weather Vane mode.
SAL
SPM
FLP
Hawser tension
high<Measured
tension><Limit
tension><Range>
Warning message. Issued if

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

tension exceeds the predefined alarm
limit.
SAL
SPM
FLP
SAL
SPM
FLP
7.11.1.4 Other messages
The following information and alarm messages may be issued:

Table 7
Other messages for OLS, SAL, SPM and FLP buoys

Active in
modes
Message text
New system mode
Information message. Issued to

make you aware that the system has
changed to a new DP mode.
Active in all
modes.
Hose connected

Approach
mode.

FSU buoys
7.11.2.1 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:
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Message system
Table 8
Position warning and alarm messages for FSU buoys

Active in
modes
Message text

short<ESD1><Actual
distance><Limit
distance>

bow is fore of the inner yellow
position alarm limit circle (tested
against Stern Distance so that
graphics on the Posplot view may
deviate from alarm).
All modes
except
Standby
mode.

short <ESD2><Actual
distance><Limit
distance>

bow is fore of the inner red position
alarm limit circle (tested against
Stern Distance so that graphics on
the Posplot view may deviate from
alarm).
All modes
except
Standby
mode.

long<ESD1><Actual
Alarm message. Issued if the bow

is aft of the outer yellow position
alarm limit circle (tested against
Stern Distance so that graphics on
the Posplot view may deviate from
alarm).
Weather
Vanemode.

long<ESD2><Actual
Alarm message. Issued if the bow is

aft of the outer red position alarm limit
circle (tested against Stern Distance
so that graphics on the Posplot view
may deviate from alarm).
Weather Vane
mode.
7.11.2.2 Hawser angle or tension alarm messages
Table 9
buoys
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Hawser angle or tension alarm messages for FSU
Message text
Active in
modes
FSU hawser limits too

high<ESD1><Actual
hawser angle><Angle
limit>
Alarm message. Hawser angle limit

for FSU/FPSO has been reached. The
bow of the vessel crosses the yellow
sector.
All modes
except
Standby
mode.
FSU hawser
limits critically
high<ESD2><Actual
hawser angle><Angle
limit>
Hawser angle limit for FSU/FPSO

has been reached. The bow of the
vessel crosses the red sector.
All modes
except
Standby
mode.
Hawser tension
high<Actual
tension><Tension
limit><Range>
Warning message. Issued if

the hawser tension exceeds the
predefined warning limit.
Active in all
modes except
Standby mode
when tension
is enabled.
137
Table 9
Hawser angle or tension alarm messages for FSU buoys (contd.)

Active in
modes
Message text
Hawser tension
critically high<Actual
limit><Tension
limit><Range>
Alarm message. Issued if the hawser

tension exceeds the predefined alarm
limit.
Active in all
modes except
Standby mode
when tension
is enabled.
Hawser tension not

enabled
Alarm message. Issued if entering

Weather Vane mode without first
having enabled hawser tension
measurements.
Weather Vane
mode.
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 limits on page4.10 Alarm
Limits dialog box - Weather Vane page on page 109.
When these limits are active, they are displayed on the Posplot
view as dotted lines fore and aft of the setpoint circle.
Figure 46
138
Weather vane fore/aft position alarm limits
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Message system
Table 10
Fore and aft position alarm messages for FSU buoys
Message text
Position exceeds fore

Alarm message. Issued when the bow
(aft) limit <Actual
is fore (aft) of the operator defined
deviation from
tangent to setpoint radius.
setpoint-circle/base><Operator
selected fore (aft)
distance limit>
Active in
modes
Approach
and Weather
Vanemodes
when the
weather
vane fore/aft
position
alarms are
active.
7.11.2.4 FSU Position warning and alarm messages
With the FSU Position function active, the following warning

and alarm messages may be issued:
Table 11
buoys
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FSU Position warning and alarm messages for FSU

Active in
modes
Message text
Relative reference system

not active
Alarm message. Issued if relative

reference systems are lost or
deactivated. The FSU Position
function cannot be used. The function
is turned 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.
Approach and
Weather Vane
modes.
Absolute reference system

not active
Alarm message. Issued if absolute

reference systems are lost or
deactivated. The FSU Position
function cannot be used. The function
is turned off 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.
Approach and
Weather Vane
modes.
139
Table 11
FSU Position warning and alarm messages for FSU buoys (contd.)
Active in
modes
Message text
Reference system tandem

position prediction
error<Deviation limit>
Alarm message. Issued if systematic

position fault is detected between
relative position-reference systems
with the FSU Position function
active. This fault can cause the
setpoint to jump when a relative
position-reference system is lost.
Lamp will flash to indicate rejected
system.
Approach and
Weather Vane
modes.
Tandem surge setpoint

moved<Distance moved>
Warning message. Issued when the

Surge/Sway Rectangle is updated
in the alongships direction. The
vessel must then move the indicated
distance.
Approach and
Weather Vane
modes.
7.11.2.5 FSU Heading warning and alarm messages
The following heading warning and alarm messages may be

issued:
Table 12
FSU Heading warning and alarm messages

Active in
modes
Message text
FSU shuttle heading

difference<Actual
heading
difference><Max.
allowed heading
difference>
Warning message. Issued if the

measured heading difference exceeds
the operator-set heading difference
between FSU and vessel for the
FSU Heading function. The warning
message is issued independently of
whether or not the FSU Heading
function is active.
Approach and
Weather Vane
modes.
FSU heading dropout
Warning message. Issued when

readings of the FSU heading (from
DARPS) are not available. The FSU
Heading function will, if active,
be deactivated and blocked against
further use.
Approach and
Weather Vane
modes.
Bow base
heading deviation
high<ESD1><Actual
unfiltered bow/base
deviation><Alarm limit>

deviation between vessel heading
and optimum heading (towards base
point) exceeds the preset limit, i.e.
indicating that the vessel is not able
to maintain the optimal heading.
All modes
except
Standby
mode.
FSU gyro
difference<Actual
difference in
degrees><Limit in
degrees>
Warning message. Issued if the gyro

readings received on DARPS-1 and
DARPS-2 deviate. Possible fault in
one of the gyros onboard FSU.
All modes
except
Standby
mode.
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Table 13
Other messages for FSU buoys

Active in
modes
Message text
New system mode

Active in all
modes.
Hose connected

Approach
mode.

STL buoys
The following warning and alarm messages may be issued:
7.11.3.1 Position alarm messages
Table 14
Position alarm messages for STL buoys

Active in
modes
Message text
STL buoy connected
Alarm message. This alarm is issued

one minute after the K-Pos DP system
receives a signal indicating that the
STL buoy is connected.
Joystick, Auto
Position,
Approach
and Connect
modes.

long<SPT><Actual
distance between bow
and basepoint><Alarm
limit>
Alarm message. Issued if the mating

cone crosses the inner Start Propeller
Thruster (SPT) position limit circle. If
required by the operational situation,
start and enable propellers/thrusters
and select automatic position control
in the surge, sway and/or yaw axes.
Connect
and Loading
modes.

long<SD><Actual
distance between bow
and basepoint><Alarm
limit>
Alarm message. Issued if the mating

cone crosses the inner red minimum
distance alarm circle. If required by
the operational situation, initiate Shut
Down (SD) Class 2.
Connect
and Loading
modes.
Table 15
Fore and aft position alarm messages for STL buoys
Message text
Position exceeds fore

Alarm message. Issued when the bow
(aft) limit<Actual
is fore (aft) of the operator defined
deviation from
tangent to setpoint radius.
setpoint-circle/base><Operator
selected fore (aft)
distance limit>
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Active in
modes
Approach and
Weather Vane
modes when
the weather
vane fore/aft
position
alarms are
active.
141

Table 16
Other messages for STL buoys

Active in
modes
Message text
New system mode

Active in all
modes.
Hose connected

Approach
mode.
7.11.4 Buoy depth monitoring

7.11.4.1 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.
Table 17
Buoy depth message for STL buoys
Message text
Message type/Description
Active in
modes
Depth limits exceeded

for STL buoy<Actual
depth><Depth
limit><Transponder
index>

measured depth of the STL buoy
exceeds a predefined depth limit.
Approach
and Connect
modes.
7.11.4.2 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.
Table 18
Buoy depth message for spring buoys
Message text
Message type/Description
Depth limits exceeded

for MLBE<Actual
depth><Depth
limit><Transponder
index>

measured depth of the MLBE buoy
exceeds a predefined (upper or lower)
depth limit. Indicates a possible
mooring line breakage.
Active in
modes
Approach
and Connect
modes.
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Message system
Table 19
Other messages
Active in
modes
Message text
New system mode

Active in all
modes.
Hose connected

Approach
mode.
7.12 Operator advice messages

As and when applicable, operator advice messages are
superimposed across the center 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:
Alarm (Stop)
Warning
Information
A typical example of each type of operator advice message is

shown in Figure 47.
Figure 47
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Operator advice message examples
143
144
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Starting operations
8 STARTING OPERATIONS
8.1
8.2
8.3
8.4
8.5
System start-up/shut-down and OS

stop/restart................................................................145
Logon Configuration dialog box ..............................147
Command transfer....................................................148
Command Control dialog box..................................150
Connecting to a controller PS group ........................157
8.1 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
Maintenance Information document for your vessel to restart
the system.
8.1.1 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.
If it is impossible to move the cursor, or the System menu for
some other reason is unavailable, use the procedure described
in Restart the OS using the Windows Security dialog box on
page 147 to restart the Operator Station.
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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145
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 Stop/Restart dialog box, select

SystemStop/Restart.
OS Software
Stop
Stop the OS software and leave the Windows session running.

Restart
Restart the OS software with the Windows session running.

Windows
Shutdown
Stop the OS software, shut down the Windows session and

prepare the computer to be turned off.
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.
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Starting operations
8.1.2 Restart the OS using the Windows

Security dialog box
1
Press Ctrl+Alt+Del (simultaneously) on the alphanumeric

keyboard.
The Windows Security dialog box is displayed.
Click the Shut Down button.

The Shut Down Windows dialog box is displayed.
Select Shut down in the What do you want the computer to

do? drop-down-list box.
Turn the power off.

For details about how to turn the power on/off, refer to the
Maintenance Information document in the Maintenance
Manual for your vessel.
Wait.
Turn the power on.
8.2 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
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.
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147
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.
8.3 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 Connecting to a controller
PS group on page 157. For example, the Main controller PS
group (which in turn controls the vessels 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.
148
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Starting operations
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 Propulsion is displayed in the
title 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.
8.3.1 Taking command

Note
This procedure can be used only if allowed by the system

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

1
302363/A
DP-OS1 is in command.
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 where
the feature is configured.
If applicable, press the SILENCE button to stop the audible
signal from sounding.
149
To accept command at DP-OS2, press the TAKE button on

DP-OS2 twice within four seconds.
DP-OS2 is now in command.

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.
8.4 Command Control dialog box

The Command Control dialog box shows the current command
control status and allows you take or give control of the K-Pos
DP system.
Note
As a general rule it is recommended to use the operator panel

buttons to take or give command control.
To display this dialog box, press the STATUS button.
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.
150
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Starting operations
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 (IAS) on board.
8.4.1 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, Thr_Propulsion and Thr_Propulsion(Sim)
are the relevant Command groups, and Take Command and
Give Command are the two relevant command transfer actions.
8.4.1.1 Thr_Propulsion
The Operator Station that controls this Command group, controls

the vessels propulsion system. All Operator Stations can take
command of Thr_Propulsion.
8.4.1.2 Thr_Propulsion(Sim)
A simulation session can be performed on the Operator Station

that controls this Command group.
A training or simulation session can be performed on the Operator
Station that controls this Command group (provided that the
requirements stated in Trainer functions on page 305 are met).
8.4.2 DP-OS page

To display the DP-OS page, click the DP-OS page tab.
The example below shows the DP-OS page with DP-OS1 in
command of Thr_Propulsion.
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Command Group
All command groups are listed in this column. Only

Thr_Propulsion and Thr_Propulsion(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.
Modified
Displays the time the command control state of the command

groups was last changed by this Operator Station.
Privileges
Displays the Operator Stations 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.
8.4.3 Overview page

To display the Overview page, click the Overview page tab.
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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 (*) mean that the Operator Station
can take command without acceptance. This is usually the case
for Operator Stations in K-Pos DP systems.
8.4.4 Give page

To display the Give page, click the Give page tab.
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To OS Group:
Displays the Operator Station(s) to which command can be

transferred.
Give Command of:
Clicking an 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.
8.4.5 Command Groups

For K-Pos DP operations only the Thr_Propulsion and
Thr_Propulsion(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.
8.4.6 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.
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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 Stationaccepts, 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...
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.
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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.
8.4.7 Taking or giving command of

propulsion control
This procedure is used to transfer control of propulsion between
K-Pos DP Operator Stations.
To Take command of propulsion control at the K-Pos DP
Operator Station where it is required:
1
Press the STATUS button.

The Command Control dialog box is displayed.
Check that the DP-OS page of the dialog box is being

displayed (if not, click the DP-OS page tab).
Highlight Thr_Propulsion and then click the TAKE button to

transfer propulsion control to the station you are at.
To Give command of propulsion control to another K-Pos DP

Operator Station:
1
Press the STATUS button.

The Command Control dialog box is displayed.
Click the Give page tab.

The Give page is displayed.
Highlight the OS group you want to give command to (by

clicking on the group), highlight Thr_Propulsion, and then
click theGIVE button to start the transfer of propulsion
control.
The TAKE button will start to flash at the station to which
propulsion control is to be transferred.
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To accept the transfer of propulsion control, press the

STATUS button to display the Command Control dialog box
(if it is not already open) and then click the TAKE button to
complete the transfer.
8.5 Connecting to a controller PS group

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
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 149.
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 SystemConnect.
Select the required controller PS group.

For operating procedures related to the built-in simulator, refer to
the separate DP/PM Built-in Simulator Operator Manual.
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9 CONTROLLER PROCESS STATIONS

9.1
9.2
Resetting controller process stations........................158

Redundant systems...................................................160
9.1 Resetting controller process stations

You can reset a selected controller process stations (PS) for
example in the event of a software problem. To retrieve the
default settings, all controller PSs must be reset.
9.1.1 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 propulsion system.
To reset the controller PS, follow the procedure described in
Resetting all controller PSs in a dual or triple redundant system
below.
9.1.2 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 160).
To display this dialog box, select SystemReset Controller PS.
To reset a controller PS, select the Controller PS to be reset and

then click the OK or Apply button.
9.1.3 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.
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Controller process stations
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 propulsion system.
Ensure that the K-Pos DP system is in Standby mode.
Ensure that no thrusters are enabled.
Reset all K-Pos DP controller PSs simultaneously using the

Reset Controller PS dialog box (see 9.1.2).
The Reset Controller PS message box is displayed
informing you that the vessel will be without control
from this system during the restart period.
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 Controller PS
When at least one K-Pos DP controller PS is running, a

message box is displayed on all Operator Stations:
The 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
window 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).

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Select the master controller PS (see Redundant systems

below).
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9.2 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.
9.2.1 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
9.2.2 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 163.
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:
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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.
9.2.2.1 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:
Redundancy group "DpMain": B Master
This automatic switching is allowed only once. Before any

further auto-switching can take place, the operator must have
the fault rectified and then reset the error object to the normal
state (unlock).
9.2.2.2 Resetting after an automatic switch-over
Select SystemRedundant Stations.

The Redundant Stations dialog box is displayed (see
Redundant Stations dialog box on page 163).
In this dialog box Error Objects are used to report the
presence of failures that may lead to an auto-switch
from one PS to another. Yes is displayed in the Locked
column for locked error objects (errors that have lead to
an auto-switch).
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Use Error Objects in the Redundant Stations dialog box to

find out which errors are present.
Have the errors rectified.
In the Redundant Stations dialog box, right-click in the Error

Objects area.
161
The following shortcut menu is displayed:
Select Unlock All.

The locked error objects are reset to the normal state
(unlocked).
9.2.3 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 160). 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 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.
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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 160)
Failure detection (see Dual redundant system on page 160)
Fault isolation (see Dual redundant system on page 160)
9.2.4 Redundant Stations dialog box

To display the Redundant Stations dialog box, select
SystemRedundant Stations.
PS Groups
Select the target controller PS group for all commands and

operational statuses of the dialog box from this list.
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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
The current online PS is indicated in the appropriate check box.

The online PS controls the field output.
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
The PS is communicating, and has finished all start-up
preparations.
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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 DP 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.

Locked
Yes is displayed for locked error objects (failures that presently
exist in the system and that may lead to an auto-switch). To

reset all error objects to the normal state, select Unlock all on
the shortcut menu.
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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 possible failures.

The list is always shown in the dialog box, but only those failures
that are marked with Yes in the Locked column are present in
the system.
(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 capability failed, Request for
state failed, Switching of Master failed and Error when changing
permanent settings).
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
10 SENSORS
10.1
10.2
10.3
10.4
10.5
10.6
Gyrocompasses ........................................................167
Wind sensors ............................................................172
Vertical reference sensors (VRS) .............................177
Draught sensors........................................................179
Hawser tension sensors ............................................181
STL sensors..............................................................183
10.1 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.
10.1.1 Sensors dialog box - Gyro page

To display the Gyro page, either:
Select SensorsGyro,
or
Press the GYRO button.
OK
The OK status for each gyrocompass is shown in the matching

OK check box. The status for all channels from the gyrocompass
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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 vessels 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 surveyors gyrocompass. The text
box is unavailable and appears dimmed when the corresponding
gyrocompass is enabled.
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

below) uses the Used Heading values as input for the calculations.
10.1.2 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
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Sensors
the gyro data. Recommended minimum antenna separation is

10 m, and the accuracy of the computed heading increases with
distance between the antennas.
To display the Gyro Deviation dialog box, select SensorsGyro
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.

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 Sensors view on page 362)
and in the Trends view (see Trends view on page 387) 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.
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Based on
This displays the GPSs the Gyro Deviation Calculation is based on.
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.
10.1.3 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.
10.1.4 Displayed heading information

You can examine the measured values from the gyrocompasses in
more detail on the Sensors view (see Sensors view on page 362).
10.1.5 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 vessels heading. You can specify which
gyrocompass is preferred for use by the system:
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Sensors
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.
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.
10.1.6 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.
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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 or the Gyro
Deviation Calculation (see Gyro Deviation dialog box on
page 168) to find which gyrocompass is faulty.
Disable the faulty gyrocompass and rectify the fault.
When a faulty gyrocompass is repaired, you should enable it

again.
10.1.7 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.
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.
10.2 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.
Wind sensors are enabled and controlled using the Sensors dialog
box -Wind page.
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Sensors
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.
10.2.1 Sensors dialog box - Wind page

To display the Wind page, either:
Select SensorsWind,
or
Press the WIND button.
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.
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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.
Manual
You can manually enter the values for wind speed and wind
direction which the system should use to calculate the wind force
acting on the vessel. To enter values, disable all sensors and click
the Apply button. The In Use check box for Manual input will be
selected, the True Speed and True Dir fields will appear white,
and you may enter values using the keyboard or the Numeric
Entry Keypad dialog box.
True Speed, True Dir
Display the true wind speed and direction. The present mode and
whether or not one or more sensor is enabled, determine which
values are displayed in these fields:
In Standby mode with one or more wind sensor enabled, the
True Speed and True Dir fields display the same values as
Relative Speed and Relative Dir.
In any mode other than Standby with one or more wind sensor
enabled, the True Speed and True Dir fields display the true
wind speed and direction values (filtered values).
In any mode with no wind sensors enabled, the True Speed and
True Dir fields contain the manually-entered values for the
true wind speed and direction.
10.2.2 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.
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10.2.3 Displayed wind information

You can examine the measured values from the wind sensors in
more detail on the Sensors view (see Sensors view on page 362).
10.2.4 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.
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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10.2.5 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.
10.2.6 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.
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10.3 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 vessels roll and pitch
motions. If the VRS is equipped with a heave sensor, the heave
information is used for monitoring purposes only.
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).
10.3.1 Sensors dialog box - VRS page

To display the VRS page, either:
Select SensorsVRS,
or
Press the VRS, GYRO or WIND button, depending on which is
available in the system installed, and then, if necessary, click
the VRS page tab.
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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.
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.
10.3.2 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.
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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.
10.3.3 Displayed VRS information

You can examine the measured values from the VRS in more
detail on the Sensors view (see Sensors view on page 362).
10.3.4 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 indicate only 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.
2 Disable the faulty VRS and rectify the fault.
When a faulty VRS is repaired, you should enable it again.
10.4 Draught sensors

For optimum positioning performance, the system must have
accurate information regarding the vessels 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.
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If the information from the draught sensors is correct and reliable,

then this should be used in preference to manually-entered or
fixed values.
10.4.1 Sensors dialog box - Draught page

To display the Draught page, either:
Select SensorsDraught,
or
Press one of the GYRO, WIND or VRS buttons, depending
on which is available in the system installed, and then click
the Draught page tab.
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.
If Sensor is selected but no sensors are enabled, the Manual 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
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a message informing you about the legal range for draught is

displayed.
Operation
When Operation 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.
Used Draught
Shows the draught value that is currently used by the system.

This field is for information only.
10.5 Hawser tension sensors

To compensate for the tension forces in the hawser during
bow-loading operations, measurements of the tension forces on
the chain stopper are required.
The Hawser page of the Sensors dialog box allows you to enable
the hawser tension sensors or to enter manual values.
10.5.1 Sensors dialog box - Hawser page

To select the source of hawser information, either:
To display the Hawser page, either:
Select SensorsHawser,
or
Press one of the GYRO, WIND, or VRS buttons on the operator
panel, depending on which is available in the system installed,
and then click the Hawser page tab.
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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.
Hawser tension warnings and alarms are presented on page
Hawser tension alarm messages on page 135 in section Offshore
loading related messages.
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10.6 STL sensors

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.
The selected value is used in the connection phase (Connect
mode) to verify proper pull-in of the STL buoy.
10.6.1 Sensors dialog box - Stl page

To check the measured tension, either:
Select SensorsStl
or
Press one of the GYRO, WIND or VRS buttons on the operator
panel depending on which is available in the system installed.
The Sensors dialog box is displayed. If necessary, click the Stl
tab to display the Stl page.
None
hen 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.
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11 POSITION INFORMATION
11.1
11.2
11.3
11.4
11.5
11.6
11.7
11.8
11.9
11.10
11.11
11.12
11.13
11.14
11.15
11.16
Handling position information .................................184

Position Presentation dialog box..............................186
Datum Details dialog box ........................................189
Local N/E Properties dialog box..............................190
UTM Properties dialog box .....................................191
State plane zone .......................................................193
Methods for enabling position-reference
systems.....................................................................193
Panel buttons............................................................193
Reference System Settings dialog box.....................194
Reference System Properties dialog box .................197
GPS Relative Settings dialog box ............................200
Coordinate systems ..................................................201
Tests on position measurements...............................203
Procedures for enabling position-reference
systems.....................................................................209
Changing the reference origin..................................210
Position dropout .......................................................211
11.1 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 48):
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 186.
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 197. The following characteristics can be specified:
Input datum.
Offset of antenna or sensor head from the vessels Midships
position.
Update period and accuracy.
Certain position-reference systems provide a UTM position
without the required format information which must then be
entered by the operator. See UTM Properties on page 199.
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Position information
Figure 48
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Dialog boxes for handling position information
185
11.2 Position Presentation dialog box

The Position Presentation dialog box allows you to select the
display format for positions.
To display this dialog box, select ViewPosition Presentation.
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 189.
Co-ordinate system
Select the coordinate system to be used for displaying position

information.
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Local N/E
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 190).
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 191). 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.
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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.
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 (see State plane zone on page 193). 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, typically NAD-27 or NAD-83.
Length Unit
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.
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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.
Position-presentation in global coordinates may be inaccurate
when a local position-reference system is providing the reference
origin.
11.3 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 this dialog box, click the Details button on the
Position Presentation dialog box.
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 197).
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.
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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.
11.4 Local N/E Properties dialog box

To display the Local N/E Properties dialog box, ensure that the
Co-ordinate system - Local N/E option button on the Position
Presentation dialog box is selected and then click the Local N/E
Properties button.
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 (see The reference origin on page 202) is subtracted from
the position information received by the system.
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.
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An operator-specified position of origin cannot differ from the
actual position by more than 20 km. 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.
11.5 UTM Properties dialog box

To display the UTM Properties dialog box, ensure that the
Co-ordinate system - UTM option button on the Position
Presentation dialog box is selected and then click the UTM
Properties button.
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).
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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.

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 49.
Figure 49
Utm zones
Greenwich
Meridian 0
24
25
26
27
28
29
30
31
32
33
34
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.
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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.
11.6 State plane zone

If US State Plane is selected as the Co-ordinate system on the
Position Presentation dialog box, the State Plane Zone drop-down
list allows you to select the relevant state plane zone to be used.
SPCS27 and SPCS83 are defined for NAD27 and NAD83

respectively. The proper datum should therefore also be set, i.e.
select NAD27 as datum when using SPCS27 and select NAD83
when using SPCS83.
11.7 Methods for enabling position-reference

systems
The K-Pos DP system provides the following methods for
enabling and disabling position-reference systems:
Panel buttons
Reference System Settings dialog box
For information about all the options available from this dialog
box, see Reference System Settings dialog box on page 194.
11.8 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)
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11.9 Reference System Settings dialog box

To display the Reference System Settings dialog box, select
SensorsReference System Settings.
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 systems 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.
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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 Refsys view (see
Refsys view on page 353).
Acceptance Limits
The acceptance limit for the Prediction Test (see Prediction test
on page 204) 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
setting is that the DP 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.
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Median Test
The settings of the Median Test (see Median test on page 206)
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.
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.
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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 in 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.
11.10 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.
To display this dialog box, select SensorsReference System
Properties.
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
asking if 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
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and Datum Details dialog box (see Position Presentation dialog

box on page 186 and Datum Details dialog box on page 189,
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 vessels center 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 time-out 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.
Details
Clicking this button opens up an extension of the Reference

System Properties dialog box (see Position Presentation dialog
box on page 186). 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.

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 global reference systems on UTM format (for example
Konmap), you must specify whether the position information
is received with false northing and/or false easting so that
these can be removed. The UTM zone must also be specified.
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For all reference systems, you can specify the offset from the
antenna or sensor head on the vessel to the vessels Midships
position, so that the position information can be adjusted for
this offset.
11.10.2 UTM Properties

Certain position-reference systems provide a UTM position
without the required format information which must then be
entered by the operator.
All UTM positions are assumed to be in the format (zone, false
easting and false northing) specified by the operator.
If a global position-reference system on UTM format (for
example KonMap) is selected in the Reference system drop-down
list in the Reference system Properties dialog box, the Details
button is replaced with the UTM Properties group box.
UTM Properties
Zone
Type in a number, or click the up- or down arrow to enter the

correct UTM zone.
False Easting
Select this check box if the position-reference system provides

position measurements which include false easting.
False Northing
Select this check box if the position-reference system provides

position measurements which include false northing.
11.10.3 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.
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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.
Min number of satellites (3)
Allows you to type in 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 in a maximum value for the HDOP

(Horizontal Dilution Of Precision) in the text box and to select
filter action. The HDOP is a figure of merit for the quality of the
derived position and clock bias estimates. This figure is based on
the geometry of the satellite constellation. The more spread out
the satellite positions are, the lower the HDOP becomes. Low
figures result in low position and clock bias errors.
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.
11.11 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.
Select OffLoadGPS Relative Settings. The GPS Relative Settings
dialog box is displayed.
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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.
11.12 Coordinate systems

11.12.1 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 191).
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.
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11.12.2 System datum

The controller always uses an internal geographic coordinate
system, with a specified system datum, WGS84.
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 186.)
Position information in UTM format is converted to
geographic coordinates.
11.12.3 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
Refsys 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 194).
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11.13 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.
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 systems measurements are not used.
The characteristics of the active position-reference systems are
shown on the Refsys view (see Refsys view on page 353).
11.13.1 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 Refsys view (see
Refsys view on page 353).
11.13.2 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
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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 window:
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.
11.13.3 Variance, weight and the Variance

test
The K-Pos DP system calculates a variance for each of the
position-reference systems in use.
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
systems variance, the lower its weighting factor.
The following Warning Message is displayed in the Event List
window 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
window 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.
11.13.4 Prediction test

The prediction test detects sudden jumps in the measured
position, and immediately rejects those that lie outside the limits,
see Figure 50 on page 205. The test will also reject data that
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drift away from the Vessel Models predictions. The limit for the
Prediction test is a function of the actual measurement accuracy
(calculated variance).
Figure 50
Prediction test
POSITION N/E
Rejected measurement
Rejection limit
Model prediction
Measurement
Rejection limit
TIME
(CD3293)
If the Prediction test limits are exceeded, the following Warning

Message is displayed in the Event List window:
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 Refsys view.
Irrespective of the accuracy of a position-reference system, the
prediction error limit is usually not set to less than 4 m. This is
done to avoid rejecting accurate position-reference systems.
11.13.5 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 window:
Reference high offset
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When this Warning Message is displayed, you should examine

which position-reference system is drifting using the Refsys
view (see Refsys view on page 353). Recalibrate or disable the
position-reference system that causes the high offset warning.
11.13.6 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 K-Pos 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.
Figure 51
Median test
POSITION
NORTH
Measurement
from system A
Reject limit
around total
median line
North
Median
line
Measurement
from system B
Measurement
from system C
(CD2971)
POSITION
EAST
When the Median test is active, a blue circle with radius equal to
the Median Test Limit and with center at the median value of all
positions given by the position-reference systems, is displayed
on the Refsys 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 to only have a warning displayed.
The following Warning Message is displayed in the Event List
window when a position-reference system is rejected:
Reference median rejected
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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 52.
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Figure 52 Disabling a drifting position-reference system causes

the Median position to change
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11.14 Procedures for enabling position-reference

systems
origin. Position information from any other reference systems is
then calibrated according to this system.
11.14.1 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 window:
Reference origin <system><vessel pos. north><vessel pos. east>
The origin of this position-reference system is now used

as the reference origin.
Allow the Vessel Model to stabilise before enabling any
additional position-reference systems.
11.14.2 Enabling other position-reference

systems
The other position-reference systems that are enabled can be in a
monitoring state. This is indicated on the Refsys view, here you
will see the status for these systems as Mon Online in the Refsys
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 for the system you want to use.
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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).
2
Check that the status lamps of the selected position-reference

systems become steadily lit, or that the status shows Online
in the Refsys 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 window for each
system:
Calibration OK <system><vessel pos. north><vessel pos. east>
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 window:
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 197 for how to change the value. The system will
continue trying to calibrate the system until it is disabled.
Continuous measurements of the vessels position are essential
for dynamic positioning. Several different position-reference
systems are normally used.
11.15 Changing the reference origin

Each position-reference system provides position measurements
relative to a known reference point specific for that reference
system.
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
210
Disable all position-reference systems.
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The following alarm message is displayed:

No reference system enabled
2
3
4
5
Wait until the status message Offline (in red) is shown in the
Refsys view for all disabled position-reference systems.
Enable the position-reference system that is to provide the
reference origin.
Allow the Vessel Model to stabilise.
Enable additional position-reference systems if required.
11.16 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 vessels 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.
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212
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
12 MAIN MODES AND OPERATING

PROCEDURES
12.1
12.2
12.3
12.4
12.5
12.6
12.7
Standby mode...........................................................213
Joystick mode...........................................................214
Auto Position mode..................................................220
Approach mode ........................................................221
Weather Vane mode .................................................222
Connect mode ..........................................................223
Loading mode ..........................................................224
12.1 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.
From this mode, you can take the system to Joystick mode (see
Joystick mode on page 214) or start the built-in trainer (see
Using the trainer on page 305) or simulator (refer to the separate
Simulator Operator Manual).
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 114).
Select the required buoy (see Buoy Select dialog box on
page 237
Enable the required gyrocompasses (see Gyrocompasses on
page 167).
Enable the required wind sensors (see Wind sensors on
page 172).
Enable the required VRSs (see Vertical reference sensors
(VRS) on page 177).
Enable the required hawser sensors (see Hawser tension
sensors on page 181
Enable the required draught sensors (see Draught sensors on
page 179).
Enable the required thrusters, propellers and rudders (see
Enabling thrusters on page 254).
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12.1.1 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.
Disable all position-reference systems.
Disable all thrusters, propellers and rudders.
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).
12.2 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 116
Thruster Allocation dialog box on page 256
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12.2.1 From Standby mode to Joystick

mode
Note
Before using the joystick, it must be correctly calibrated. See

Calibrating the joystick on page 114.
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 167). See also Position and heading
information on page 216.
3 Ensure that the required wind sensors are enabled (see Wind
sensors on page 172).
4 Ensure that the required VRSs are enabled (see Vertical
reference sensors (VRS) on page 177).
5 Ensure that the required draught sensors are enabled (see
Draught sensors on page 179).
6 Ensure that the required thrusters, propellers and rudders are
enabled (see Enabling thrusters on page 254).
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 becomes lit.
9 Enable the required position-reference systems (see Methods
for enabling position-reference systems on page 193). See
also Position and heading information on page 216.
12.2.2 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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12.2.3 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.
12.2.4 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>
12.2.5 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 217).
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 217).
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 218).
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 218).
If you select all three axes for automatic control, the system
automatically enters the Auto Position mode (see Auto Position
mode on page 220).
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12.2.6 Joystick mode with automatic

heading control
In Joystick mode, and with an active gyrocompass, you can select
automatic heading control.
The current vessel heading becomes the heading setpoint.
Thruster control to maintain this heading is provided
automatically by the K-Pos DP system.
Gain level selection on page 110
Changing the heading setpoint on page 232
Alarm Limits dialog box on page 107
Rate Of Turn page on page 235
12.2.6.1 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 167).
3 Press the YAW button twice.
The YAW button status lamp becomes lit.
The current vessel heading becomes the heading setpoint,
and the system automatically maintains this heading.
The deviation between the estimated heading and the
heading setpoint is shown on the Deviation view (see
Deviation view on page 311) and the General view (see
General view on page 317).
12.2.6.2 Returning to joystick heading control
To return to joystick heading control:

1 Press the YAW button twice.
The YAW button status lamp becomes unlit.
2 Control the vessels heading manually using the joystick.

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 218.)
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217
Unless there is a specific operational requirement for joystick

yaw control, it is better to use the full Auto Position mode when
changing position in order to allow the system to maintain a
constant heading during the manoeuvre.
Changing the position setpoint on page 227
12.2.7.1 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
Ensure that the required gyrocompasses are enabled (see

Ensure that at least one position-reference system is active

and enabled (see Methods for enabling position-reference
systems on page 193).
Press the SURGE and SWAY buttons twice.

The SURGE and SWAY button status lamps become 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 Deviation view (see
Deviation view on page 311) and the General view (see
General view on page 317).
12.2.7.2 Returning to joystick position control
To return to joystick position control:

1
Press the SURGE and SWAY buttons twice.

The SURGE and SWAY button status lamps become unlit.
Control the vessels position manually using the joystick.

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
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The yaw and sway axes are under automatic control while the
surge axis remains under joystick control.
Speed Setpoint dialog box on page 230
Rate Of Turn page on page 235
12.2.8.1 Selecting automatic stabilisation
To select automatic stabilisation while in Joystick mode:

1
Check that none of the status lamps for the SURGE, SWAY
Ensure that the required gyrocompasses are enabled (see


Press the YAW button twice.

The YAW button status lamp becomes lit.
The current vessel heading becomes the heading setpoint
and the system automatically keeps the vessel on this
heading.
Press either SURGE or SWAY twice.

The corresponding button status lamp becomes 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.
Control the vessel movement in the unselected axis manually

using the joystick.
12.2.8.2 Returning to joystick control
To return to joystick control in all axes:

1
Press the YAW button twice.

The YAW button status lamp becomes unlit.
Press either SURGE or SWAY twice (whichever is lit).

The corresponding button status lamp becomes unlit.
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Control the vessels heading and position manually using

the joystick.
219
12.3 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.
Thruster Allocation dialog box on page 256
Changing the position setpoint on page 227
Quick model update on page 112
DP online consequence analysis on page 308
12.3.1 From Joystick mode to Auto Position

mode
To take the system from Joystick mode to Auto Position mode:
1
Ensure that at least one gyrocompass is active and enabled

(see Sensors dialog box - Gyro page on page 167).

Ensure that either High Precision or Relaxed (if configured)

is set as the selected Controller Mode in the Gain dialog box.
Hold the vessel as stationary as possible using the joystick.
Press the AUTO POSITION button twice.

The status lamps for the AUTO POSITION, SURGE,
SWAY and YAW buttons become lit.
The setpoints for heading and position are set to the
present estimated vessel heading and position.
The deviation between the estimated heading and
position and the corresponding setpoint are shown on the
Deviation view (see Deviation view on page 311) and the
General view (see General view on page 317).
Alternatively, the system can be taken from Joystick mode
via Joystick mode with automatic heading control (see
Joystick mode with automatic heading control on page 217)
before entering Auto Position mode.
If Green controller mode is desired, continue as follows:
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Allow the vessel to stabilise in Auto Position mode for

about 15 minutes to attain optimal performance in the Green
controller mode.
Select Green controller mode with the required area set in

the Gain dialog box (see Gain level selection on page 110)
and apply.
The defined area is displayed on the Posplot view. The
inner and outer areas are indicated with dashed circles
with green shading on the inner area.
The background of Auto Position in the status bar is
shaded green.
The Gain symbol in the status bar is changed to a green
shaded box indicating that Green controller mode is
active.
Note
No change in position or heading should be attempted during the

first five minutes after entering the 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.
12.4 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 62).
The Posplot view on page 334 and the WVane view on page 391
can be used to monitor the movement of the vessel.
Setpoint radius on page 241
Speed Setpoint dialog box on page 230
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.
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221
12.4.1 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 210
for a general procedure.
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.
12.5 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
vessels 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.
We recommend that hawser tension compensation is enabled
before entering Weather Vane mode. See Hawser tension sensors
on page 181.
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 241.
The predefined position alarm limits are active.
You can define additional fore and aft position alarm limits.
See 4.10 Alarm Limits dialog box - Weather Vane page on
page 109.
You can use manual bias if required (applies normally only for
OLS, SPM and FLP).
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12.5.1 Using manual bias

While in Weather Vane mode, you can apply manual bias for
short periods (applies normally only for OLS, SPM and FLP).
This bias is applied in addition to the calculated force demand.
This can be useful in rough weather to prevent the position
deviation that might otherwise be caused by the impact of a
series of large waves.
Manual bias can be applied only in the surge and yaw axes. For
bias in the yaw axis, only the bow thrusters are used.
1
Press and hold the MANUAL BIAS button.

The status lamp is lit while the button is pressed.
The following information message is displayed:
Manual bias selected
Use the joystick to add the required force demand.
Release the MANUAL BIAS button to remove the manual

force demand.
While manual bias is active, this is indicated on the WVane view

(see WVane view on page 391).
12.6 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.

The status lamps for the CONNECT, SURGE, SWAY and
YAW buttons are lit.
current estimated vessel heading and position.
The position of the mating cone is selected as the vessel
rotation center.
You can change the heading setpoint using the standard

procedure available in Auto Position mode (see Changing
the heading setpoint on page 232).
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 227).
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 252).
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Go to the buoy position.
223
Use the STL Monitor view on page 367 to monitor the

position of the STL buoy during the connection process.
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
Select Loading mode.
12.7 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.
current estimated vessel heading and position.
The vessel rotation center is the position of the mating
cone.
224
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
pageAxis Control dialog box on page 253).
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.
You can change the heading setpoint using the standard

procedure available in Auto Position mode (see Changing
the heading setpoint on page 232). 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 227). 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 252).
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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 251).
When operating in Loading mode:
The predefined position alarm limits are active.
You can define additional fore and aft position alarm
limits. See 4.10 Alarm Limits dialog box - Weather Vane
page on page 109.
12.7.1 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 227). 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 vessels 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.
12.7.2 Leaving the buoy

When the loading is complete:
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Disconnect and lower the STL buoy.
Return to Approach mode.
Extend the radius of the setpoint circle in appropriate steps

until the vessel is at a safe distance from the buoy.
Select any other DP mode as required.
225
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
13 CHANGING THE POSITION SETPOINT

13.1
13.2
13.3
13.4
Stopping a change of position..................................227

Marking a new position setpoint on the Posplot
view..........................................................................227
Position dialog box ..................................................228
Speed Setpoint dialog box .......................................230
13.1 Stopping a change of position

To set the vessels present position as the position setpoint, press
the PRESENT POSITION button twice. This will interrupt a
requested change of position.
13.2 Marking a new position setpoint on the

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

view.
The Position dialog box is displayed.
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.
in the Posplot
227
Click again to fix the setpoint symbol at the required

position.
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.
Either click the OK button to accept the new position

setpoint, or click the Cancel button to continue with the
existing setpoint.
13.3 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 237.
Either select AutoPosPosition, or press the CHANGE POSITION
button.
The Position dialog box is displayed.
13.3.1 Inc page

The Inc (Incremental) page allows you to define the position
setpoint relative to the existing setpoint.
To display this page, select AutoPosPosition or press the
CHANGE POSITION button.
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New Setpoint
An increment can be entered by typinga value into the increment

spin box. The size of the increment can be adjusted by clicking
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. 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.
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.
13.3.2 Speed page

The Speed page allows you to specify the speed at which the
vessel should try to move during a change of position.
To display this page, select AutoPosPosition or press the
CHANGE POSITION button and then click the Speed page tab.
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229
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 vessels rotation
center 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 center other than Midships
implies a change of position which requires a speed setpoint that
is not zero.
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.
13.4 Speed Setpoint dialog box

The Speed Setpoint dialog box is useful in operations that require
frequent changes of speed setpoint as it allows you to specify the
speed at which the vessel should try to move during a change
of position.
To display this dialog box, select AutoPosSpeed.
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Either enter the required value in the Speed Setpoint spin box, or
use the up and down arrows of the 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 vessels rotation
center 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 center other than Midships
implies a change of position which requires a speed setpoint that
is not zero.

This speed 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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231
14 CHANGING THE HEADING SETPOINT

14.1
14.2
Stopping a change of heading ..................................232

Marking a new heading setpoint on the Posplot
view..........................................................................232
Heading dialog box ..................................................233
14.3
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 vessels rotation center 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.
14.1 Stopping a change of heading

To set the vessels 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.
14.2 Marking a new heading setpoint on the

Posplot view
With the Posplot view displayed, you can change the heading
setpoint using the trackball.
1
232
Click on the heading setpoint symbol

view.
in the Posplot
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Changing the heading setpoint
The Heading dialog box is displayed.
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.
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.
Either click the OK button to accept the new heading

setpoint, or click the Cancel button to continue with the
existing setpoint.
14.3 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.
14.3.1 Heading page

The Heading page of Heading dialog box allows you to define the
heading setpoint.
To display this page, select JoystickHeading or
AutoPosHeading, or press the CHANGE HEADING button.
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233
Note
When changing the heading setpoint, the turn direction will

depend on the new heading setpoint. The shortest turn is always
used.
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 in 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.
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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Changing 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.
When System Selected is chosen as Strategy, the heading chosen
by the system depends on the current operational mode. For
example, in Auto Position mode the system will select the
heading that requires the minimum power to be maintained in
the current environmental conditions. This heading will change
continuously according to the prevailing environmental forces
on the vessel.
14.3.2 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
vessels Rate Of Turn).
To display this page, select JoystickRate Of Turn or
AutoPosRate Of Turn.
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).
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.
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235
When the vessel rotation center is at a position other than the

vessels 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 (see Speed page on page 229 and Speed Setpoint
dialog box on page 230) and the distance of the rotation center
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.
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Offshore Loading user interface
15 OFFSHORE LOADING USER INTERFACE

15.1
15.2
15.3
15.4
15.5
15.6
15.7
15.8
15.9
Buoy Select dialog box ............................................237

DP Practice...............................................................238
SAL Buoy Settings dialog box ................................239
Setpoint radius .........................................................241
FSU Position function..............................................242
FSU heading function ..............................................248
STL mean offset.......................................................251
STL goto base/buoy .................................................252
Axis Control dialog box...........................................253
15.1 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.
Select OffLoadSelect Buoy. The Buoy Select dialog box is
displayed.
The list box in the dialog box contains a list of all the buoys
defined for your vessel.
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
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237
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 in the
middle of the title bar of the display.
15.2 DP Practice
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 and FLT
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.
15.2.1 DP Practice for Tandem, SPM and

FLT
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 and FLT.
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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.
15.2.2 DP Practice for OLS and SAL

The OLS/SAL buoy is simulated in an operator-defined
range/bearing relative to the vessels 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.
15.2.3 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 238.
15.3 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 5) defines a sector
within which the vessel must be positioned when connecting.
To display the SAL Buoy Settings dialog box, select OffLoadSAL
Buoy Settings.
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239
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.
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 3), 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 (seeFigure 53) 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 53 Posplot view - Alarm sector and hose head position

for SAL buoy
15.4 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 OffLoadSetpoint Radiusor
press the CHANGE POSITION button.
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241
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.
15.4.1 Tandem functions

See FSU Position function on page 242.
See FSU heading function on page 248.
15.5 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
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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 243 illustrates the principle of the FSU Position function.
Figure 54
FSU Position function and Surge/Sway Rectangle
Figure 55 shows the Surge/Sway Rectangle on the Posplot view

when the FSU Position function has been activated.
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Figure 55 Posplot view - Surge/Sway Rectangle shown when

the FSU Position function is activated.
15.5.1 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 OffLoadSetpoint Radiusor
press the FSU POSITION button.
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Figure 56 Settings for the FSU Position function on the

Position dialog box
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.
15.5.2 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.
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245
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 the systems is OK (see Refsys view on
page 353 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.
15.5.3 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:
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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.
15.5.4 Displayed information

Figure 57 shows text displayed in the upper left corner of the
Posplot view in the instance where the FSU Position function
is On and the FSU Heading function (see the next section)
is Active.
The distance to the actual base position (the K-Pos DP
system allows some surge movement of the FSU) is displayed
graphically and numerically on the WVane view (WVane view
on page 391) (Base Distance). The actual distance to the FSU
(Stern Distance) is shown numerically in the WVane view
during Tandem Loading operations.
In the Trends view (Trends view on page 387) you can show a
range of useful views (for example Deviation: Setp. Radius,
FSU Stern Position and Bow to Base/Stern Range) which
provide useful visual information about the actual surge and
fishtail movement of the FSU.
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Figure 57
FSU Position and Heading status
See also Figure 54 which illustrates positions and distances.
15.6 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.
15.6.1 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 OffLoadSetpoint
Radius menu, or press the FSU HEADING button.
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Figure 58 Settings for the FSU Heading function on the

Position dialog box
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 kts) 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).
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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.
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.
15.6.2 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.
15.6.3 Displayed information

Figure 57 shows text displayed in the upper left corner of the
Posplot view in the instance where the FSU Position function
is On and the FSU Heading function is Active.
The actual FSU heading is displayed numerically on the
WVane view (WVane view on page 391) (FSU Heading).
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The Pos Deviation (a Bulls Eye deviation plot on the WVane

view) shows the position deviation both numerically and
graphically. This is especially useful for the FSU Heading
function, but it can also be useful in Auto Position mode to
show the position deviation without losing the information
about distance and bearing to the FSU.
15.7 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 OffLoadSetpoint Radius, or press the CHANGE
POSITION button. The Position dialog box is displayed. If
neccessary, click the Position (STL) tab.
Figure 59
Position dialog box Position STL page
Setpoint Radius
The required mean offset is specified using the Setpoint Radius

function (see Setpoint radius on page 241), and is the distance
between the vessels mating cone and the base position.
On
Select this check box to enable the STL Mean Offset function.
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251
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
15.8 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 232). 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 227
and also Using the trackball to change the position setpoint in
Loading mode on page 225). 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 OffLoadSetpoint Radius, or press the CHANGE
POSITION button. The Position dialog box is displayed. If
necessary, click the Position (STL) tab (see Figure 59).
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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15.9 Axis Control dialog box

In the Loading mode (for STL operations), the Axis Control
dialog box provides the following control functions:
Automatic position control in each of the surge, sway and
yaw axes.
Only vessel motion damping in each of the surge, sway and
yaw axes
No position or damping control (only monitoring) in each of
the surge, sway and yaw axes
Select OffLoadAxis Control. The Axis Control dialog box is
displayed.
Position
You can select automatic position control in each of the surge,

sway and yaw axes. When you select the Position check box
for Surge, Sway or Yaw, the corresponding axis is placed under
automatic position control (and Damping for that axis is also
selected). When the Surge, Sway or Yaw check boxes are not
selected, the corresponding axes are not controlled with respect
to position or velocity.
Damping
The Damping function provides automatic thruster control to

damp the vessels movement within the mooring system. This
is achieved by keeping the vessel speed to a minimum. You can
choose to damp the vessels motion in any or all of the surge,
sway and yaw axes by selecting the appropriate Damping check
boxes.
When you deselect damping in an axis, automatic position
control for that axis is also deselected.
The damping status of the three axes is indicated under Damp in
the status bar at the bottom of the display screen.
No control
When neither position nor damping control is selected, the

corresponding axes are not controlled with respect to position or
velocity, but position monitoring is maintained.
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16 THRUSTERS
16.1
16.2
16.3
Enabling thrusters ....................................................254

Thruster Allocation dialog box ................................256
Allocation Settings dialog box.................................259
The term thruster is used throughout this manual to mean any

element of the vessels 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).
16.1 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 370) 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.
16.1.1 Thruster Enable dialog box

To display the Thruster Enable dialog box, select
ThrusterEnable.
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Thrusters
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 system
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, 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.
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16.2 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.
To display the Thruster Allocation dialog box, select
ThrusterAllocation Mode, press the ALLOC. SETUP button, or
click the AllocMode indicator on the status bar.
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 370).
Depending on the operational mode, illegal thruster allocation
modes are unavailable on the Thruster Allocation dialog box.
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.
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
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Thrusters
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).
STEERING
Azimuth thrusters not used for steering will have predefined

fixed angles for use in Autopilot mode. This allocation mode is
automatically selected when the system is in Autopilot mode or
in Auto Track (high Speed) mode (when the speed is high-high).
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.
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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 259).
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.
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.
Free Run
Allows a greater maximum pitch/rpm to enable the vessel to

reach full speed when running in Autopilot or Auto Track (high
speed) mode. You can select between Off, On and Automatic.
When set to Automatic, free run is automatically selected when
Autopilot or Auto Track (high speed) mode is entered. The on/off
state for free run is also shown on the Thruster main view (see
Thruster main view on page 370). The contents of the Free Run
group box may vary depending on vessel configuration.

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
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Thrusters
automatically switch back to the default thruster allocation

mode (normally VARIABLE mode), if you deselect thrusters or
thrusters lose their READY status.
16.3 Allocation Settings dialog box

The Allocation Settings dialog box allow you to set fixed direction
of azimuth thrusters/rudders and/or specify rudder angle limits.
To display this dialog box, select ThrusterAllocation Settings.
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 370) 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 256).
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.
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259
17 POWER SYSTEM
17.1
17.2
Power monitoring.....................................................260
Power load monitoring and blackout
prevention ................................................................260
17.1 Power monitoring

The K-Pos DP system has no control over the vessels 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 power bus each generator is connected to.
How the power buses are connected.
How the thrusters are connected to the power buses.
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 348).
17.2 Power load monitoring and blackout

prevention
The Power Load Monitoring and Blackout Prevention function
performs a dynamic setpoint reduction of the thrusters/propellers
to prevent blackout on a power bus or isolated bus section as a
consequence of applying too much power to the thrusters as a
secondary barrier. The primary barrier is the thruster allocation
system itself limiting the thruster output within the power system
overall capacity. This is achieved by monitoring the load on the
main bus or isolated bus sections and reducing power on the
connected thrusters/propellers by reducing setpoint demand if
the estimated load exceeds the nominal limit. The reduction is
shared between the connected thrusters/propellers in such a way
that the effect on the position and heading control is minimised.
The 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 function
covers 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.
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Power system
This function supplements to the vessels Power Management

System (PMS). The thruster/propeller setpoint reduction criteria
during K-Pos DP control, are set at lower overload levels than
the load reduction initiated by the vessels own PMS. The Power
Load Monitoring and Blackout Prevention function is active in
all operational modes and is illustrated in Figure 60.
Figure 60
Power overload control
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 power bus. The
overload protection is achieved by automatically reducing the
pitch/rpm/force/load on the thrusters/propellers connected to
the power bus until the most loaded generator operates within
its nominal capacity.
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.
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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.
Thruster load monitoring will improve thruster failure
detection, making it possible to distinguish between feedback
failures and internal drive or servo failures.
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System status information
18 SYSTEM STATUS INFORMATION

18.1
18.2
18.3
18.4
Remote diagnostics ..................................................263

Printing system status data.......................................265
Displaying software information .............................268
Interface to CyberSea...............................................270
18.1 Remote diagnostics

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.
When a remote user is connected on the Remote Access Service
connection, the text Remote Diagnostics (on red background) is
displayed in the K-Pos DP title bar.
To display the Remote Diagnostics dialog box, select

SystemRemote Diagnostics.
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Remote Access Services
A remote user is connected on the Remote Access Service

connection when information about Port, User and Duration is
displayed in the corresponding text fields.
Port
The port to which the modem is connected, usually COM1.

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 Service

connection.
PcAnywhere
Start
Click this button to start PcAnywhere when a remote user is

connected on the Remote Access Service 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...
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dialog box to monitor the TCP/IP Host Service and TCP/IP

addresses.
Close
Click this button to close the Remote Diagnostics dialog box.
18.1.1 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.
To display this dialog box, select SystemRemote Diagnostics to
display the Remote Diagnostics dialog box 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.
18.2 Printing system status data

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. An example of a printed status page is shown in
Figure 61.
The Print Status dialog box allows you to print the status page or
to request repeated printouts.
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To display this dialog box, select SystemPrint Status.
Print Status
Click this button to request an immediate print-out of the status

page.
Cyclic Print Control
Select the Cyclic Print check box if you want a cyclic print-out to
be made automatically after a specified Interval. This can only be
selected from the Operator Station in command.
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Figure 61
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Status page (example)
267
18.3 Displaying software information

The About dialog box allows you to view vital K-Pos DP
system and file information which 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.
To display this dialog box, select HelpAbout.
Clicking the EXE/DLLs button, displays a list of EXE and DLL

files in use and their corresponding version numbers.
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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.
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.
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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.
18.4 Interface to CyberSea

Marine Cybernetics AS (http://www.marinecybernetics.com/)
has developed the CyberSea Simulator for Hardware-In-the-Loop
(HIL) safety and performance testing of feedback control systems
such as dynamic positioning systems. The K-Pos DP system
supports interface to CyberSea, which gives the possibility for
testing by an independent company.
The following interfaces are available:
CyberSea FMEA Simulator
The K-Pos DP system controls the vessel as in normal
operation, but the I/O is manipulated by the CyberSea FMEA
Simulator. This FMEA Simulator testing is intended to be
used in sea-trials and periodical trials.
CyberSea DP-HIL Simulator (VSim)
Hardware-in-the Loop (HIL) testing may be performed during
Factory Acceptance Tests (FAT), commissioning, sea-trials, as
well as for ships in operation. The K-Pos DP system will act
against a simulated vessel in the DP-HIL simulator.
To run the CyberSea application:
1 Ensure that the K-Pos DP is in Standby mode.
2 Select SystemCyberSea.
The CyberSea Mode dialog box is displayed.
270
Select the required mode and then click the OK or Apply

button.
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The text In FMEA mode or In VSim mode (or other

configuration-dependable text) is displayed flashing in
the title bar.
4
Run testing/simulation as required.

If contact with CyberSea is lost during testing in FMEA
mode, this mode is aborted and a message is given.
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19 SYSTEM STATUS MONITORING

19.1
19.2
19.3
19.4
19.5
19.6
19.7
19.8
19.9
19.10
Introduction..............................................................272
System architecture ..................................................272
Equipment ................................................................276
Station Explorer .......................................................284
IO Manager ..............................................................288
RBUS IO Image .......................................................289
IO Terminal Block ...................................................291
IO Point Browser .....................................................296
Properties DpPs Serial port.................................299
Resetting a disabled serial line.................................303
19.1 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.
19.2 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 K-Pos DP 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.
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.
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System status monitoring
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.
19.2.1 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 K-Pos DP Operator Station
DP-OS2
DP-OS3
DP-OS4
Fire Backup K-Pos DP Operator Station
DP-OS6
Stand-alone Simulator K-Pos DP Operator Station
DP-HS1
Main K-Pos DP 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
WT3
WT4
19.2.2 Process stations

The process stations are implemented in Remote Control Units
(RCU).
The RCU unit contains a real-time single board computer and
IO interfaces in the same unit.
19.2.2.1 Redundancy
In single systems, the K-Pos DP Controller Cabinet contains a

single DpPS.
In dual systems, the K-Pos 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 K-Pos DP Cabinet contains three DpPSs.
The concept of majority voting is used to detect and isolate faults
in the sensors and in theK-Pos DP system itself.
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For more information, see Redundant systems on page 160.

19.2.2.2 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.
19.2.2.3 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
group
PS description
DpMain
Main K-Pos DP Controller PS A
Single, DpDual or DpTriple
Main K-Pos DP Controller PS B

Main K-Pos DP Controller PS C
DpM_IO1
Main Input/Output 1
DpM_IO2
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 K-Pos 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.
19.2.3 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:
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IO drivers
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.
19.2.4 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 on
page 276.
Viewing of status information for all PSs in the system, using
the Station Explorer dialog box. See Station Explorer 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 on page 288.
Viewing of information for selected IO Points using the IO
Point Browser dialog box. See IO Point Browser on page 296.
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 on page 291.
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Viewing of information for selected DP PS Serial ports using

the Properties DpPs Serial port dialog box. See Properties
DpPs Serial port on page 299.
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.
19.3 Equipment
The Equipment - System Status dialog box shows operational
status information about the Operator Stations, History Stations
and Process Stations in your system.
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.
19.3.1 PS page
The PS page shows the current status of all process stations
defined in the system.
To display this page, select SystemEquipment.
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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.
ERROR Errors reported.
Serial Status
Not relevant for K-Pos DP systems.
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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
The PS page has 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 on page 284.
PS Info... not relevant for K-Pos DP systems during normal
operation.
System Events... see Presentation of messages on page 119.
IO Manager... see IO Manager on page 288.
IO Point Browser... see IO Point Browser on page 296.
19.3.2 PS Redundancy page

The PS Redundancy page shows redundancy information for all
process stations.
To display this page, select SystemEquipment and then click
the PS Redundancy page tab.
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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.
Online
Displays whether the PS is online or not. See Redundant systems

on page 160.
Master
Displays whether the PS is master or not. See Redundant systems

on page 160.
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.
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Running mode
Displays the Running mode:

Running The PS is communicating and has finished all
start-up 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.
The PS Redundancy page has 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 on page 284.
PS Info... not relevant for K-Pos DP systems during normal
operation.
System Events... see Presentation of messages on page 119.
IO Manager... see IO Manager on page 288.
IO Point Browser... see IO Point Browser on page 296.
19.3.3 OS/HS page

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

Status
Shows the current status of the OS or HS:
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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.
19.3.4 Event Printer page

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

The Net Status page shows the status of the communication
network for all OSs, HSs and PSs in the system.
the Net Status page tab.
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.
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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.
19.3.6 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.
Selecting this command displays the Print dialog box.
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Select the appropriate printer from the Name drop-down list box.
Use the Properties button to select the printout format.
Comment
The text that you type in the Comment text box is printed in a
separate box on the top right corner of the printout.
Color print
Select this check box if a printout in colour is required.
19.4 Station Explorer

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 Station Explorer dialog box:
1 Select SystemEquipment.
The Equipment - System Status dialog box is displayed.
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Right-click on a PS line anywhere on the PS or PS

Redundancy page of the Equipment - System Status dialog
box.
Select Station Explorer....

The Station Explorer dialog box is displayed, showing the
PS that you right-clicked in step 2.
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You can use the drop-down list box to select any other PS
to be displayed.
285
19.4.1 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. Hotspot
symbols provide links to dialog boxes for displaying further
information about the IO system.
19.4.2 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 (see below).
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.
19.4.3 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
on page 288.
Displays the Driver Properties dialog box for the selected IO
driver. This feature is intended only for Kongsberg Maritime
personnel.
Displays a submenu:
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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):
The Show IO Block command displays the IO Terminaal

Block dialog box, which shows information about the
selected IO block and its IO points. See IO Terminal Block
on page 291.
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 dialog box

for the selected serial port. See Properties DpPs Serial
port on page 299.
Displays the IO Terminal Block dialog box, which shows
information about the selected IO block and its IO points. See
IO Terminal Block on page 291.
19.4.4 Acknowledging PS system alarms

To acknowledge a PS system alarm:
1
Right-click on the appropriate node in the tree structure of

the Station Explorer dialog box.
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Select the appropriate command from the shortcut menu.
287
The Event List window is displayed, containing the

relevant alarms:
System Events for Node displays alarms for the selected
IO node.
System Events for Node and Subnode displays alarms
for the selected IO node and all subnodes.
System Events for PS displays all alarms for the
selected PS.
3
Acknowledge the alarm. For more information, see

Acknowledging messages on page 124.
19.5 IO Manager
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 IO Manager dialog box, either:
1
Select SystemEquipment.

box.
Select IO Manager.
The IO Manager dialog box is displayed.
or:
1
Start the Station Explorer (see Station Explorer on page 284).
Select the required PS from the drop-down list.
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, IO objects and IO blocks for the selected PS.
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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.
19.5.1 IO Configurator
Use the drop-down box to select the PS for which you will
display the IO drivers and IO blocks.
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 on
page 291.
19.6 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
2

Expand the IO Manager to locate the RBUSDriver.
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.
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19.6.1 Overview level

Example RBUS IO Images at the Overview level for an
RCU-based PS is shown below.
The alarm status indicators are the same as for the Station
Explorer. See Station Explorer 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 on page 291.
If you right-click on an IO card, a shortcut menu is displayed:
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 on page 291.
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 window 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.
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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.
19.6.2 Detailed level

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

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 (see Station Explorer on page 284).
2 Select the required PS from the drop-down list.
3 Expand the appropriate driver to locate the required IO
block.
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291
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 (see IO Manager on page 288).
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 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.
Station Explorer
The upper-left area displays the selected IO block, filtered from

the expandable tree structure of the Station Explorer, and displays
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the driver, alarm status and the block tag of the selected IO block.
For more details, see Station Explorer 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
Task 3 Rapid
Auto

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.
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(signal conditioning elements)
Symbols representing the signal conditioning elements

used, in order of execution. See Signal Conditioning elements
on page 295 for details.
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
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.
19.7.1 Shortcut menu

If you right-click on any displayed IO point tag, the following
shortcut menu is displayed:
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Resize Columns
Resizes the columns displayed in the IO Points area to fit the

content of the columns.
19.7.2 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.
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
Scale
Analogue
X
Digital
Input
X
Ouput Description
X
Sensor scale maximum

Sensor scale minimum
Sensor unit
Engineering scale maximum
Engineering scale minimum
Engineering unit
Multi Scale
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Number of points
295
Icon Element name
Analogue
Digital
Input
Ouput Description
(For each point) Sensor point
(For each point) Engineering point
Sensor unit
Engineering unit
PT 100
Wire resistance
Sensor unit
Engineering unit
Engineering unit
Engineering scale maximum

Engineering scale minimum
Engineering unit
Fail-safe
Fail-safe value
Freeze (check box):
Checked: Last usable value
Not checked: Fail-safe value
Filter
Limit check
Filter time (seconds)

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

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 faultfinding in the IO system.
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19.8.1 IO Point Browser dialog box

To display the IO Point Browser dialog box:
1
Select SystemEquipment.

box.
Select IO Point Browser.

The IO Point Browser dialog box is displayed.
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.
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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.
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

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
on page 291), with one additional column:
PS The name of the PS that contains the IO point.
19.8.2 Shortcut menu

If you right-click on any IO point tag displayed in the browser
window, the following shortcut menu is displayed:
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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 on page 291.
19.9 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:
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Expand IO Manager, ComAs and the required serial line to

locate the required serial port (in the example below Serial
port 101).
299
Click on the sub menu icon (
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.
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19.9.1 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.
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).
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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
19.9.2 Int status page
The Int. status page of the Properties DpPs Serial port dialog
for the ComAs driver displays the interrupt status of a selected
serial port.
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).
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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
Max. exception interrupt rate
Shows the highest recorded exception interrupt rate for this serial
19.10 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 window,
right-click the relevant message.
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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Click the Driver Properties hotspot (the indicator to the right

of FanbeamDrv_2 in this example).
The Driver Properties dialog box is displayed.
303
Click the Driver operation page tab.

The Driver operation tabbed page is displayed.
Select the Reset disabled serial port check box.

The serial line is reset.
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Built-in trainer
20 BUILT-IN TRAINER
20.1
20.2
20.3
Trainer functions ......................................................305

Using the trainer.......................................................305
Leaving the trainer ...................................................307
20.1 Trainer functions

The built-in trainer provides functions for operator training based
on a simulated system. Simulations are perfomed 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 (seeConnecting to a controller PS group on page 157).
When this condition is met, the text SIMULATING (or other
configuration-specific text) is displayed flashing on the title bar.
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 K-Pos 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, you should prepare the OS for DP
operation by connecting it to the Main controller PS group or
another relevant controller PS group.
20.2 Using the trainer

To use the trainer:
1
Ensure that the vessel is controlled from the bridge or from

another K-Pos DP OS. For systems with only one DP-OS,
the DP system must be in Standby mode.
Select MainSimulator on the Connect dialog box

(seeConnecting to a controller PS group on page 157).
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.
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5
6
7
8
While the Operator Station is connected to the

MainSimulator controller PS group, the text
SIMULATING (or other configuration-specific text) is
displayed flashing in the title bar.
Take command of MainSimulator at the Operator Station
(see Command transfer on page 148).
The TAKE status lamp on the operator panel is lit.
Select OffLoadSelect Buoy to display the Select Buoy
dialog box..
Choose which buoy you want to simulate on.
Select SystemTrainer.
The Trainer Settings dialog box is displayed.
The values for Start Position, Wind Speed, etc. shown on

the Trainer Settings dialog box are the values which were
in use when the previous training session was stopped
(providing no stop or restart of the OS has taken place in
the meantime).
9 Enter the required Buoy Offset (relative to the vessels bow).
When no buoy is selected, this field is not displayed.
10 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.
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Built-in trainer
Note
It is recommended to select the Move to this position in Standby

mode check box.
11 Enter the required Wind and Sea Current values to be used
during the simulation.
12 Enter the vessel Draught to be used during the simulation.
13 Click the OK or Apply button.
The system is now ready for simulation.
14 Use the system as you would during normal operation.
20.3 Leaving the trainer

Before leaving an Operator Station after a training session,
we 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.
Select SystemConnect.
The Connect dialog box is displayed.
Select Main (or another relevant controller PS group).

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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21 DP ONLINE CONSEQUENCE ANALYSIS

21.1
21.2
21.3
21.4
DP online consequence analysis ..............................308

Selecting the DP class ..............................................309
Consequence analysis status messages ....................309
Consequence analysis alarm messages ....................310
21.1 DP online consequence analysis

The DP Online Consequence Analysis function performs
analyses to determine the vessels 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 Equipment Class 3.
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 or Weather Vane mode
(consequence analysis can also be performed in other modes,
if configured).
The position setpoint status (PosMode) displayed in the Status
bar is PRESENT (for Auto Position mode).
The heading setpoint status (HdgMode) displayed in the
Status bar is PRESENT (for Auto Position mode).
DP Class 2 or 3 is selected.
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DP online consequence analysis
Note
By default, the DP Online Consequence Analysis function is

switched off. Prior to engaging Class 2 or Class 3 operations,
the corresponding class of operation must be selected using the
DP Class dialog box.
21.2 Selecting the DP class

DP Class 2 or 3 must be selected on the Dp Class dialog box to
activate the DP Consequence Analysis.
To display this dialog box, select AutoPosDp Class.
If configured, the currently selected DP Class is indicated in the

Class field of the status bar.
21.3 Consequence analysis status messages

When the DP Online Consequence Analysis function is activated,
an information message is displayed:
Consequence analysis running class 2
or
Consequence analysis running class 3
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:
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.
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21.4 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
vessels 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 bus 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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Display views
22 DISPLAY VIEWS
22.1
22.2
22.3
22.4
22.5
22.6
22.7
22.8
22.9
22.10
22.11
22.12
22.13
22.14
22.15
22.16
22.17
Deviation view .........................................................311

Dev WVane view .....................................................315
General view ............................................................317
Joystick view............................................................320
Numeric view...........................................................324
Num WVane view ....................................................326
Performance area .....................................................328
Posplot view.............................................................334
Power view...............................................................348
Power Consumption view ........................................352
Refsys view ..............................................................353
Refsys Status view ...................................................361
Sensors view ............................................................362
STL Monitor view....................................................367
Thruster views..........................................................370
Trends view..............................................................387
WVane view .............................................................391
22.1 Deviation view

The Deviation view shows a combination of graphical and
numerical performance data. The information is displayed using
large, clear text and graphical symbols.
The information displayed depends on the current operating
mode.
See Selecting a display view on page 89 for a description of how
to select display views.
22.1.1 Position and heading

The information shown in Figure 62 is always displayed on the
Deviation view.
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311
Figure 62
Deviation view in Joystick mode
This is the present vessel position. If

you click this value, the position setpoint
together with the text Setpoint are displayed
in another colour for a few seconds.
This is the present vessel heading. If
you click this value, the heading setpoint
together with the text Setpoint are displayed
in another colour for a few seconds.
22.1.2 Position and heading deviation

In most of the DP operating modes:
The deviation between the present position and the position
setpoint is displayed whenever both the surge and sway axes
are under automatic position control.
The deviation between the present heading and the heading
setpoint is displayed whenever the yaw axis is under automatic
heading control.
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Display views
Figure 63
Deviation view in Auto Position mode
The position deviation is shown both

graphically and numerically.
The position deviation is indicated
dynamically by a filled circle whose radius
represents the deviation from the position
setpoint. The colour of the circle changes
in relation to the warning and alarm limits
for position deviation (if active). If the
position deviation exceeds the available
display range, a plus (+) sign is displayed
in the circle.
An arrow symbol shows whether the
estimated position is moving towards
(decreasing deviation) or away from
(increasing deviation) the position setpoint.
This arrow also changes colour depending on
increasing or decreasing position deviation.
The position of the arrow symbol indicates
the bearing from the position setpoint to the
present position.
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313
When the position warning and alarm limits

are active, they are shown as solid-drawn
circles. When inactive, they are shown as
dashed circles.
When placing the cursor above the
position deviation area, the cursor changes
appearance from an arrow to a pointing
hand. Clicking the left trackball button with
the hand displayed opens the Alarm Limits
dialog box, displaying the Position page. The
warning and alarm limits for vessel position
can be activated and changed on this page.
Using the view control dialog box, you can
select either a true or a relative display.
The heading deviation is shown both
The heading deviation is indicated
dynamically by a two-directional bar which
represents the deviation from the heading
setpoint. The colour of the bar changes in
relation to the warning and alarm limits for
heading deviation (if active). If the deviation
exceeds the available display range, a plus
(+) sign is displayed in the bar.
The heading deviation is defined positive
in the starboard direction relative to the
heading setpoint.
An arrow symbol shows whether the
estimated heading is moving towards
(decreasing deviation) or away from
(increasing deviation) the heading setpoint.
This arrow also changes colour depending on
increasing or decreasing heading deviation.
When the heading warning and alarm limits
are active, they are shown as solid-drawn
lines. When inactive, they are shown as
dashed lines.
When placing the cursor above the
heading deviation area, the cursor changes
appearance from an arrow to a pointing
hand. Clicking the left trackball button
with the hand displayed opens up the Alarm
Limits dialog box, displaying the Position
page. The warning and alarm limits for
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Display views
vessel heading can be activated and changed

on this page.
22.1.3 View controls

To display the view control dialog box:
1
Place the cursor anywhere in the Deviation view and click

the right trackball button.

The Performance view control dialog box is displayed.
True
True display of position deviation. The graphical display of

position deviation is displayed in a fixed orientation (north up).
Relative
Relative display of position deviation. The graphical display

of position deviation is displayed relative to the vessel heading
(head up).
22.2 Dev WVane view

The Dev WVane view displays the key deviation information
from the WVane view in a larger and clearer format for easier
monitoring.
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315
Figure 64
316
Dev Wvane view
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Display views
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.
Deviation
The difference between the base distance and the setpoint

radius.
Heading
The estimated vessel heading. If you click on this value,

the heading setpoint is displayed in another colour for a
few seconds.
Heading Deviation
The difference between the estimated heading and the

heading setpoint.
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.
22.3 General view

The General view shows a combination of graphical and
numerical performance data.
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317
The information displayed depends on the current operational

mode.
22.3.1 Position, heading and speed

The information shown in Figure 65 is always displayed on the
General view.
Figure 65
General view in Joystick mode
This is the present position. If you click this

value, the position setpoint together with the
text Setpoint are displayed in another colour
for a few seconds.
This is the present heading. If you click this
value, the heading setpoint together with the
text Setpoint are displayed in another colour
for a few seconds.
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Display views
This is the present Rate Of Turn.

This is the present true speed (relative to the
ground) both forward/aft (surge axis) and
port/starboard (sway axis).
22.3.2 Position and heading deviation

In most of the DP operating modes:
The deviation between the present position and the position
setpoint is displayed whenever both the surge and sway axes
are under automatic position control.
The deviation between the present heading and the heading
setpoint is displayed whenever the yaw axis is under automatic
heading control.
Figure 66
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General view in Auto Position mode
319
The position deviation is shown both

Using the view control dialog box, you can
select either a true or a relative display.
See Deviation view on page 311 for a
detailed description of this display.
The heading deviation is shown both
See Deviation view on page 311 for a
detailed description of this display.

1
Place the cursor anywhere in the General view and click the
right trackball button.

True
True display of position deviation. The graphical display of

position deviation is displayed in a fixed orientation (north up).
Relative
Relative display of position deviation. The graphical display

of position deviation is displayed relative to the vessel heading
(head up).
22.4 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.
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Display views
Figure 67
Joystick view (example)
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 rotational
moment setpoint (upper) and the obtained
rotational moment (lower).
The numerical value of the obtained
rotational moment is displayed.
The values represent the demand from
the controller and the obtained moment
calculated from the thruster feedback.
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321
This is a graphical display of the surge force

setpoint (left) and the obtained surge force
(right).
The numerical value of the obtained surge
force is displayed.
The values represent the demand from the
controller and the obtained surge force
This is a graphical display of the sway force

setpoint (upper) and the obtained sway force
(lower).
The numerical value of the obtained sway
force is displayed.
This value represent the demand from the
controller and the obtained sway force
This is the estimated surge and sway speed
at the vessels 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.
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Display views
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.
This shows the present joystick thrust setting
as selected on the Joystick Settings dialog
box (see Joystick Settings dialog box on
page 116) which can be either Full Thrust or
Reduced Thrust.
The present joystick precision setting as
selected on the Joystick Settings dialog box
is shown (see Joystick Settings dialog box
on page 116). 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 116).
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323
This shows the joystick demand as a

percentage of the maximum available
demand in surge, sway and yaw axes.
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).
22.5 Numeric view

The Numeric view shows performance data in numerical form.
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Display views
Figure 68
Numeric view (example)
The position setpoint, present position and

position deviation in north (N) and east (E)
direction are shown.
These are the position deviation as range
and both true and relative bearings from the
present position to the position setpoint.
Heading setpoint, present heading and
heading deviation are shown.
These are the Rate Of Turn setpoint and
present Rate Of Turn.
This displays the vessel speed setpoint,
present speed and true or relative direction
of vessel movement (as selected using the
Performance view control dialog box).
This displays the warning and alarm limits
for position and heading deviation. The
check boxes show whether the limits are
currently active.
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325
Current force displayed as relative values

(selected using the Performance view control
dialog box).
This is the relative sea current force exerted
on the vessel in Surge and Sway directions.
Moment is the rotation moment exerted on
the vessel by the sea current.
Current force displayed as true values
(selected using the Performance view control
dialog box).
This is the sea current force exerted on the
vessel in north (N) and east (E) directions.
Moment is the rotation moment exerted on
the vessel by the sea current.

1
Place the cursor anywhere in the Numeric view and click the

True
True display of direction of vessel movement and current force

(relative to the North direction).
Relative
Relative display of direction of vessel movement and current

force (relative to the vessel heading).
22.6 Num WVane view

The Num WVane view shows, in numerical form, performance
data that is relevant during weather vaning operations.
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Figure 69
Num WVane view
Setpoint
The setpoint radius.

Present
The estimated distance from the vessel reference point (for

example, bow or mating cone) to the base position.
Deviation
The difference between the present base distance and the

setpoint radius.
Hdg
Heading setpoint, present heading and heading deviation

are shown.
The position setpoint, present position and position
deviation in north (N) and east (E) direction are shown.
The position deviation as range and both true and relative
bearings from the present position to the position setpoint.
The Rate Of Turn setpoint, the present Rate Of Turn, the
speed setpoint and the present speed. The relative direction
of vessel movement is also shown.
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22.7 Performance area

The performance area shows important performance information
to allow immediate assessment of the situation. The content
of this view cannot be altered by the operator, but change
automatically according to the selected main mode.
Several parts of the performance area are click-sensitive (see
Tooltip/hotspot cursor and change of cursor image on page 87.
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.
Figure 70
Performance area (example with Auto position mode selected)
This shows status information for gyrocompasses, wind

sensors, VRSs, thrusters and position-reference systems.
The Gyro, Wind and VRS indicators (orange lamp and
text) are only shown when the gyrocompasses/sensors are
disabled. The Thrusters indicator (orange lamp and the
text Thrust) is only shown when one or more of the vessels
three axis (surge sway or yaw) are under automatic control
and the thrust being provided by the propulsion system is
insufficient to maintain automatic control.
Reference Systems shows the status for each
position-reference system or transponder. The information

displayed is similar to the reference system status
information in the Refsys view (see Refsys view on
page 353). In addition, the position Offset during the last
second is displayed as a bar graph (portion of 10 m) for
each reference system.
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The Gyro/Wind/VRS and Reference Systems areas are

click-sensitive. The ordinary cursor changes to a pointing
hand when positioned over these areas. Clicking the left
trackball button displays the relevant display view in the
working area: the Sensors view or the RefSys Status view.
This shows the consumed power for each main bus in
graphical form as a percentage of available power.
The view is dynamically updated to always show the
current bus topology.
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
working area.
This shows numerical and graphical information relevant

for manual and automatic heading control functions.
The information changes automatically according to the
selected main mode.
In Auto Position and Joystick modes:
The vessel heading as estimated by the Vessel Model is
shown graphically against a rotating compass rose and as a
numeric value. This is indicated by the text Model being
shown. The heading setpoint is shown graphically on the
compass rose as a vertical purple line. The left and right
arrows indicate the direction in which the vessel is turning;
port (left pink arrow) or starboard (right pale green arrow).
the left trackball button opens up the Sensors dialog box.
The vessels Rate Of Turn (ROT) is shown numerically.
In Auto Position mode and Joystick mode with automatic
heading control:
The heading deviation is shown both graphically
and numerically. The heading deviation is indicated
dynamically by a two-directional bar which represents the
deviation from the heading setpoint. The colour of the bar
changes in relation to the warning and alarm limits for
heading deviation (if active). If the deviation exceeds the
available display range, a plus (+) sign is displayed in the
bar.
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An arrow symbol shows whether the estimated heading

is moving towards (decreasing deviation) or away from
(increasing deviation) the heading setpoint. This arrow
changes colour depending on increasing or decreasing
deviation.
the left trackball button opens up the Alarm Limits dialog
box.
In Joystick mode:
The turning force setpoint and the resulting vessel response
is shown by two, two-directional bars and a numeric value.
The rotation of the joystick is indicated by the upwards
pointing (purple) arrow.
The turning force setpoint is indicated by the upper (purple)
two-directional bar.
The obtained turning moment is indicated by the lower
(green) two-directional bar and the numeric value (in
percent port or starboard).
the left trackball button opens up the Joystick Settings
dialog box.
In Approach mode and Weather vane mode:
radius.
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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 filled
circle whose radius represents the deviation from the
position setpoint.
An arrow symbol shows whether the estimated position
(increasing deviation) the position setpoint. This arrow
deviation.
box.
In Auto Position mode and Joystick 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
filled circle whose radius represents the deviation from
the position setpoint. The colour of the circle changes
in relation to the warning and alarm limits for position
deviation (if active). If the position deviation exceeds the
available display range, a plus (+) sign is displayed in the
circle.
An arrow symbol shows whether the estimated position
(increasing deviation) the position setpoint. This arrow
deviation.
box.
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In Joystick mode:
The joystick setpoint in surge/sway is shown graphically
and numerically (by a set of four pairs of bars arranged
in a cross formation).
The joystick setpoint is indicated by the purple left or upper
bar and shown as two percentage values (ahead or astern
for surge and port or starboard for sway). The response to
the joystick setpoint (feedback) is indicated by the green
right or lower bar.
The tilt of the joystick is indicated by the filled purple circle
and dashed purple coordinate lines that are positioned
relative to the center of the cross formation (zero tilt).
Note
The joystick setpoint relative to the joystick tilt depends on

the joystick thrust and the active joystick precision settings.
box.
In Joystick mode with either the surge or the sway axis
under automatic control:
The joystick setpoint and response for the axis in joystick
control is indicated as described for Joystick mode above.
Position deviation in the axis under automatic control is
indicated by a single two-directional bar which represents
the deviation from the position setpoint. The colour of the
bar changes in relation to the warning and alarm limits
for position deviation (if active). If the position deviation
exceeds the available display range, a plus (+) sign is
displayed in the bar.
box.
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This is the present position and the present true speed

(relative to the ground) both forward/aft (surge axis) and
port/starboard (sway axis). If you click these values,
the position setpoints together with the text Setpoint are
displayed in another colour for a few seconds.
the left trackball button displays the position and speed
setpoints in another colour for a few seconds.
This is the Force Balance area.
The direction and magnitude of the thruster turning
moment is indicated by the green, two-directional bar
located at the top of the area.
If the yaw axis is under automatic control and the thruster
force being used to maintain the vessel on the wanted
heading exceeds predefined limit values for percentage of
available thruster force, the colour of the two-directional
bar changes (typical values):
Orange 60% to 80%.
Red 80% to 100%.
The direction of the thruster force, relative to the fore/aft
and port/starboard axes of the vessel is indicated by a green
arrowhead that points out from the center of the vessel
symbol. The calculated magnitude of the thruster force
is represented by the shape and size (width) of the green
arrowhead.
If the surge and/or sway axes are under automatic control
and the thruster force being used to maintain the vessel at
the wanted position in the selected axes exceeds predefined
limit values for percentage of available thruster force, the
colour of the arrowhead and the text Force changes (typical
values):
Orange 60% to 80%.
Red 80% to 100%.
The direction the wind comes from, relative to the fore/aft
and port/starboard axes of the vessel is indicated by a
rotating purple arrowhead that points in towards the center
of the vessel symbol. The magnitude of the wind force
is represented by the shape and size (width) of the purple
arrowhead.
The identification of the wind sensor in use is shown by
the number following the purple text Wind. If all of the
wind sensors are disabled or become unserviceable the
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last known valid wind sensor measurement is used. The

identification number of the wind sensor in use is removed
and the word Freeze (in red) is displayed.
The direction the sea current comes from, relative to the
fore/aft and port/starboard axes of the vessel is indicated by
a rotating blue arrowhead that points in towards the center
of the vessel symbol. The magnitude of the sea current
force is represented by the shape and size (width) of the
blue arrowhead.
the left trackball button displays the thruster main (Thr
Main) view in the working area.
22.8 Posplot view

The Posplot view displays the vessels 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 center of
the display (see Mode page on page 340).
Display or remove various features on the view (see Show
page on page 341).
Show or hide a chart on the Posplot view, and also show or
hide the compass rose. In addition, you can select between
showing the classical circular view or using the entire view
for chart display (see Chart page on page 342).
Show or hide the grid, and select grid type and grid spacing
(see Grid page on page 342).
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 center to edge of
plot (see Range page on page 343).
Display or hide a trace line and trend symbols, and also
specify the sample rate and the extent of the trace line/trend
symbols (see Trace page on page 343).
The EBL (Electronic Bearing Line) button can be used for
measuring positions, distances and bearings on the display.
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Figure 71
Posplot view (example)
The example Posplot view shown in Figure 71 shows some of the

available display features. The figures with text that follow the
example describes all the standard features of the Posplot view.
Additional features which relate to specific operational modes are
described together with the appropriate operating procedure.
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The compass rose is marked with degrees.

The north/south and east/west geographical
axes are displayed. The red portion of the
north/south axis indicates the direction of
north.
This is the vessel symbol that indicates the
position of the vessel, relative to known
reference points and directions. The vessels
Midships position is marked with a small
cross. The currently-selected rotation center
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 227).
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 (see Show page on page 341), 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 center. The inner radius is indicated by a
green, shaded circle.
The predicted trajectory for the vessel is
displayed as a line pointing from the rotation
center.
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 carrots
movement depends on the speed setpoint.
This is the heading setpoint symbol. By

selecting and moving this symbol you can
change the heading setpoint (see Marking a
new heading setpoint on the Posplot view
on page 232).
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 carrots
movement depends on the Rate Of Turn
setpoint.
This shows the rotation center. When
a rotation center other than Midships is
used, the coordinates of the rotation center
relative to Midships is displayed. This area
is click-sensitive. If you click this text, the
selected (but not necessarily active) rotation
center is displayed in another colour for a
few seconds.
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This displays range value and

decrease/increase buttons. The Range
value is the distance from center to edge
of plot. The
button decreases the
displayed range. The
button increases
the displayed range.
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
toward the plot indicates comes from
direction, and an arrow pointing outwards
from the plot indicates goes to direction.
The direction of the arrow depends on the
units setting for wind direction as selected
using the Display Units dialog box (see
Wind, waves and sea current direction on
page 105).
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
Display Units dialog box (see Wind, waves
and sea current direction on page 105).
This shows the true sea-current arrow. The
arrow rotates around the compass rose to
show the true sea-current direction. An
arrow pointing toward the plot indicates
comes from direction, and an arrow
pointing outwards from the plot indicates
goes to direction. The direction of the
arrow depends on the units setting for
sea current direction as selected using the
Display Units dialog box (see Wind, waves
and sea current direction on page 105).
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This is the sea-current speed and true

direction. An s in front of the degrees
symbol in the unit for current direction
means setting (goes to) if selected
using the Display Units dialog box (see
Wind, waves and sea current direction on
page 105).
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.
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 position warning
and alarm limit circles are hidden when the
position setpoint is hidden (see Show page
on page 341).
These 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. The heading
warning and alarm limit markers are hidden
when the position setpoint is hidden (see
Show page on page 341).
This shows the EBL (Electronic Bearing
Line) button. This feature allows you to
view the coordinates of positions on the
display (see EBL function on page 345).
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1 Place the cursor anywhere in the Posplot view and click the
2 Select View Control on this shortcut menu.
The Posplot view control dialog box is displayed.
3 Click the required page tab.
22.8.1.1 Mode page
Plot Orientation and Centerpoint

Relative, Vessel
Relative display centred on the vessel. The compass rose is

displayed relative to the vessel heading, while the heading of the
vessel symbol is fixed. The vessel symbol is placed with the
currently-selected rotation center at the center of the display.
Relative, Position Setpoint
Relative display centred on the position setpoint. The compass

rose is displayed relative to the vessel heading, while the heading
of the vessel symbol is fixed. The position setpoint (required
position) is placed at the center of the display.
True, Vessel
True display centred on the vessel. The compass rose is displayed

in a fixed orientation (north-up), while the heading of the vessel
symbol is shown relative to the compass rose. The vessel symbol
is placed with the currently-selected rotation center at the center
of the display.
True, Position Setpoint
True display centred on the position setpoint. The compass rose

is displayed in a fixed orientation (north-up), while the heading
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of the vessel symbol is shown relative to the compass rose. The

position setpoint (required position) is placed at the center of
the display.
Note
If the K-Pos DP system is equipped with the Chart Server

Application, note that it is possible to toggle off the display of the
compass rose on the Posplot view (see Chart page on page 342).
This makes it more difficult to see whether a relative or true plot
orientation is used.
22.8.1.2 Show page
Show/Hide
Display or remove various features of the Posplot view.

The Setpoint, Carrot, Refsys and Wind/Current features are
described previously in this section.
Selecting Green Prediction displays the predicted trajectory for
the vessel as a line pointing from the rotation center.
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22.8.1.3 Chart page
If the Chart Server Application is installed, a chart server can be

displayed as background in the Posplot view. See the separate
Chart Server Application Operator Manual.
22.8.1.4 Grid page
Show
Show or hide the grid.

Spacing
The spacing (distance) between grid lines or circles. The grid

spacing can be changed 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.
Type
The type of grid.
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Use UTM
UTM grid can be selected. The grid on the Posplot view is rotated
with an angle that corresponds with the Meridian convergence
displayed.
22.8.1.5 Range page
Distance from Center ...to Edge of Plot
Allows you to specify the display range explicitly by typing in

a value in the text box.
Increase Range
This button allows you to increase the display range in fixed

steps.
Decrease Range
This button allows you to decrease the display range in fixed

steps.
22.8.1.6 Trace page
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Vessel Position/Heading History

Trace line
It is possible to select to show or hide a trace line of the vessel

movements (Show) and specify the sample rate (Sampling) and the
extent of the trace (Memory) to be stored. The trace line shows
the path followed by the currently-selected vessel rotation center.
Figure 72
Posplot trace line (example)
Trend symbols
It is possible to select to show or hide a series of vessel symbols

indicating vessel movement and position (Show) and specify the
sample rate (Sampling) and extent of the trend symbols (Memory)
to be stored.
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Figure 73
Posplot trend symbols (example)
Note
With the Posplot view at close range when the simplified symbol
is displayed, the trended symbols are not shown.
Clear All
Clicking this button permanently clears all the trend symbols and
the trace line both in memory and on the Posplot view.
22.8.2 EBL function

The EBL (Electronic Bearing Line) function allows you to view
the geographic coordinates of any position on the Posplot view,
the distance of this position from the present position of the
vessel, and both the true and relative bearings to the position
from the present position of the vessel.
To display the EBL:
1
Click the EBL button.

The EBL dialog box is displayed (see Figure 74).
Move the trackball.

A dotted line is displayed from the present vessel position
to the position indicated with the trackball.
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The coordinates, range, and true and relative bearings of

the indicated position are displayed on the EBL dialog
box.
3
Click again to fix the indicated position.

The EBL dialog box is continuously updated with the
relative range and bearing from the vessel to the indicated
position.
Figure 74
The EBL function
22.8.3 Panning function

You can easily change the coordinates for the center of the
Posplot view using the panning function. The position of the
cursor in the Posplot view when activating the function will
then be moved to the center of the view. This can be especially
useful, for example, when plotting waypoints for a new track
using the Waypoint dialog box (see separate Auto Track Mode
Operator Manual).
The panning function is available from the top of the shortcut
menu. The panning related commands on the shortcut menu will
change depending on whether or not panning has been selected
(see Figure 75).
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Figure 75 Example Posplot shortcut menu - Before (left) and

after (right) having selected the panning function
To use the panning function:

1
Place the cursor on the Posplot view at the new position

around which the view is to be centred.
Click the right trackball button.

The Posplot shortcut menu is displayed (see the menu on
the left side in Figure 75).
Select Center Here.

The selected position now becomes the new center of the
Posplot view and the text Panning ON is shown in red in
the upper right corner of the view.
When the panning function is on, the following commands related

to panning are available on the shortcut menu (see Figure 75):
Center Reset
Resets the center of the view to the original position, i.e. the
vessel position or position setpoint, depending on the center point
selected on the Mode page of the Posplot view control dialog box.
It also switches the panning function off.
Center Here
Selects a new position for the center of the Posplot view.

The panning function is automatically switched off if the rotation
center is changed or another center point is selected on the Mode
page of the Posplot view control dialog box.
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The panning function may be automatically switched on in Mixed

Joystick mode, dependent on the configuration of your vessel. If
required it can be switched off again by selecting Center Reset.
22.9 Power view

The Power view is a simplified mimic display of the vessels
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 power bus each generator is connected to.
How the power buses are connected.
How the thrusters are connected to the power buses.
The thruster power consumption is either measured directly or
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Figure 76
Power view (example)
This is a generator symbol showing the

produced power both as a numerical value
and graphically as a percentage of the
nominal power.
The position of the generator breaker symbol
shows whether the generator is connected
to the power bus or not. In addition, the
generator breaker symbol is colour-coded.
Red indicates disconnected, green indicates
connected.
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This is a thruster symbol showing the

consumed power both as a numerical value
and graphically as a percentage of nominal
power consumption.
The position of the thruster switch symbol
shows whether or not the thruster is
connected to the power bus. In addition
the thruster switch symbol is colour coded.
Red indicates disconnected, green indicates
connected.
The internal names (I/O tags) of the
generator breaker, bus and thruster switches
can be displayed using the Power Plot view
control dialog box (see below).
The total nominal and consumed power from

the generators connected to each main bus
or sub-bus can be displayed using the Power
Plot view control dialog box (see below).
A trend plot is displayed. You can select the
information to be displayed using the Power
Plot view control dialog box (see below).

1
Either:
a
Click the trend display of the Power view,

or
Place the cursor anywhere in the Power view and click

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The Power Plot view control dialog box is displayed.
Present
Selects whether to display the total nominal and produced power

from the generators connected to each Main Bus or each Sub Bus.
Show/Hide
If configured, selects whether or not to display the internal names

(IO Tags) of the generator breaker, bus and thruster switches.
Plot
The trend plot to be displayed.

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 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.
For a detailed description of the available trend plots (see Trends
view on page 387).
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22.10 Power Consumption view

The Power Consumption view shows:
The consumed power for each main bus in numerical and
graphical form as a percentage of available power.
Which sub-buses are grouped under each main bus.
The available power for each main bus in numerical form.
The view is dynamically updated to always show the current
bus topology.
Figure 77
352
Power Consumption view (example)
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The consumed power for each main bus in

numerical form is displayed.
The consumed power for each main bus is
shown in graphical form as a percentage of
available power for each main bus.
The sub-buses that are grouped under each
main bus are designated Main Bus A, Main
Bus B and Main Bus C.
This is the available power for each main

bus displayed in numerical form.
22.11 Refsys view

The Refsys 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 184.
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Figure 78
Refsys view (example)
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 Refsys view control dialog box (see
Grid page on page 360). The grid
spacing is automatically adjusted when
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The center of the plot is the present vessel

position. Using the Refsys view control
dialog box (see Mode page on page 359),
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. See Reference System
Settings dialog box on page 194 for detailed
information about when the median test is
active.
This shows a zoomed-in view of the center
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.
small inner circle with a capital letter inside
represents the filtered position measurement
for this system.
outer circle (dashed) represents the standard
deviation for this system.
The small crosses represent a one minute
trace of the raw data measurements from a
selected position-reference system.
An error ellipse is displayed. There is a
certain statistical confidence (95%) that the
vessels 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).
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This indicates the legends used for plotting.

Colour coding and capital letters help to
differentiate the various position-reference
systems.
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 either the Reference System Settings
dialog box (see Reference System Settings
dialog box on page 194). 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).
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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 Refsys 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
a specific reference system during the
previous second, the weight for this system
is set to zero (and Online shown in orange).
The colour-coded horizontal bar is not
displayed for position-reference systems
that have an enabled mobile transponder, i.e.
ones with a Relative status.
In the lower right corner of the Refsys view, numerical data or
a trend plot is displayed. Using the Refsys view control dialog
box (see Mode page on page 359) you can select between various
types of numerical data and trend plots:
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Position
These are numerical values for the calibrated

position (for each reference system) as used
by the DP system. The data are presented
according to current display 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.
Raw Position
These are numerical values of raw

(uncompensated and untransformed)
position measurements (for each reference
system) as received by the DP 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 SD
These are trend plots. The type of trend plot

is selected on the Mode page of the Refsys
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.

1
Either:
a
Click the position/trend display of the Refsys view

(lower right).
or
Place the cursor anywhere in the Refsys view and click

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The Refsys view control dialog box is displayed.

3
Click the required page tab.
22.11.1.1 Mode page
Plot Orientation
Displays the Refsys plot relative to the North direction (True) or

the vessel heading (Relative).
Position
Transponder Coordinates
Raw Position
Select the required set of numerical data to be displayed in the

lower right corner of the Refsys 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 Refsys 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
StdDev, RefSysWeight or none .
Time span

Range...
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Auto

Manual
Allows you to set the Upper and Lower scale limits manually.
22.11.1.2 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
Type
The type of grid.
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22.11.1.3 Range page
Distance from Center ...to Edge of Plot
Allows you to specify the display range by typing in a value in

the text box.
Increase Range
This button allows you to increase the display range in fixed

steps.
Decrease Range
This button allows you to decrease the display range in fixed

steps.
22.12 Refsys Status view

The Refsys Status view shows the status for each reference
system or transponder. The information displayed is similar to
the reference system status information in the Refsys view (see
Refsys view on page 353). In addition, the position Offset during
the last second is displayed as a bar graph (portion of 10 m) for
each reference system.
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Figure 79
Refsys Status view (example)
22.13 Sensors view

The Sensors view shows the performance and state of each of the
vessels gyrocompasses, wind sensors, VRS, water-depth sensors
and speed sensors.
A trend graph for one of the sensor readings is displayed, selected
from the Sensor Plot dialog box.
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Figure 80
Sensors view (example)
This shows the heading as measured by each

of the gyrocompasses. The measurement
from the gyrocompass that is currently being
used by the system is highlighted.
The deviation between the readings from
the gyrocompasses are shown graphically.
The deviations are shown relative to the
measurement from the gyrocompass that is
currently being used by the system. The
colours used for the markers correspond
to the colours used for the gyrocompass
numbers.
- - - - - - - - is displayed if a sensor is not OK.
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This shows the raw measurements of

the relative wind speed and direction as
measured by each of the wind sensors. For
each sensor the height above sea level is
displayed. The measurements from the wind
sensor that is currently being used by the
system are highlighted.
The deviations between the measurements

from the wind sensors are shown graphically.
The deviations are shown relative to the
measurements from the wind sensor that is
currently being used by the system. The
colours used for the markers correspond
to the colours used for the wind sensor
numbers.
The estimated true wind speed and both true
and relative (to the vessel) wind direction
are shown. 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.
The red text Manual is displayed in red if
Manual wind speed and direction is used.
The vessel pitch, roll and, if available, heave

as measured by each of the VRS sensors are
shown.
The following sign convention applies for
pitch and roll:
Pitch + is bow up.
Roll + is port up.
Heave + is down.
The root mean square (rms) values of the
sensors for Pitch, Roll and Heave are shown.
The measurements from the VRS that is
currently being used by the system are
highlighted.
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This is the water depth as measured

by each of the water-depth sensors.The
measurements from the sensors that are
currently being used by the system are
highlighted.
A trend plot is displayed. You can select the

information to be displayed using the Sensor
Plot dialog box for view control (see View
controls below).
Speed Log
The vessel alongships and athwartships

speed as measured by each of the Doppler
Log speed sensors are shown. The Doppler
Log speed is marked with G or W depending
on the type of speed output:
G Speed over the sea bed (ground
speed)
W Speed through the water
Speed GPS
The vessel speed and course as measured by

each of the GPS speed sensors are shown.
The measurements from the speed sensors
that are currently used by the system are
highlighted.

1
Either:
a
Click the trend plot on the Sensor view.

or
Place the cursor anywhere in the Sensors view and click

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The Sensor Plot view control dialog box is displayed.
Range, deviation models
Allows you to select the required range for the deviation displays
for the measured Gyro heading, Wind Speed: and Wind Dir:
(direction). An example of this is shown in Figure 81, which
reflects the setting shown on the dialog box above.
Figure 81 Example - Individual setting of range for
gyrocompass heading, wind speed and wind direction deviation
displays
Trend Plot
Selection of trend plot and settings for the trend plot.

Plot
The trend plot to be displayed.
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Time span

Y axis Range...
Auto

Manual
Allows you to set the Upper and Lower scale limits.

view on page 387).
22.14 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 vessels 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.
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Figure 82
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STL Monitor view (example)
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Figure 83
Approach - STL buoy outside limits
Figure 84
Connecting
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Figure 85
Connected
22.15 Thruster views

The thruster views show how the K-Pos DP system is using the
available thrusters to provide the required thrust setpoint.
The following thruster views are available:
A main view (Thr Main) which provides an overview of all
the thrusters (see Thruster main view below).
A subview for each thruster, showing more information than
the main thruster view (see Tunnel thruster view on page 374,
Azimuth thruster view on page 377 and Propeller/rudder view
on page 379).
A view showing setpoint and feedback data for all the thrusters
(see Setpoint/feedback view on page 383).
A view showing the resultant thruster forces and the real
location of the thrusters (see Forces view on page 384).
22.15.1 Thruster main view

The thruster main view (Thr Main) 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 display the Thr Main view, press the THRUST button.
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Clicking on a thruster symbol in the thruster main view displays

the subview for that thruster.
Figure 86
Thruster main view (example)
Alloc Mode:
This is the currently-selected thruster

allocation mode (see Thruster Allocation
dialog box on page 256).
(For most shuttle tankers VARIABLE or
MANUAL FIX).
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Alloc Control:
This is the currently-selected thruster

allocation control.
Priority shows either Hdg (heading) or Pos
(position). See Position Priority in Thruster
Allocation dialog box on page 256.

The Alloc 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.
Force
A numerical display of the resulting force

and direction, and a force vector (displayed
from the vessels Midships position), are
shown.
Moment
This is a numerical display of the resulting

turning moment and direction. A curved bar
graph represents these values.
Individual thrust vectors for each thruster
are shown. The thrust vectors change
colour when thrusters pass limit values
for percentage of available thrust (typical
values):
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
All values are based on feedback signals
from the thrusters.
Status
The Status check boxes show the Running,

Ready and Enabled status of each thruster
unit.
Forces
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. Each bar graph is split
in two horizontally. The upper part shows
the setpoint thruster force (Setp) and the
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lower part shows the feedback thruster force

(Feedb). The numerical values are all based
on feedback signals from the thrusters.
The bar graphs change colour when thrusters
pass limit values for percentage of available
thrust (typical values):
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
These are numerical and graphical displays
of pitch/rpm and power feedback for the
tunnel thruster.
Note that only pitch is configured in this
example.
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 arrows are colour-coded. A green arrow
indicates positive pitch/rpm, while a pink
arrow indicates negative pitch/rpm. The
same colours are shown both in the day and
night palettes.
Note that only rpm is configured in this
example.
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The orange text FIX is displayed for

thrusters that use fixed angles.

of propeller pitch/rpm feedback.
The force direction relative to the propeller
is indicated by the highlighted arrow.
night palettes.
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.
22.15.2 Tunnel thruster view

The Tunnel thruster view shows the operational state of a tunnel
thruster.
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Figure 87
Tunnel thruster view (example)
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 (see Enabling thrusters
on page 254).
of thruster pitch/rpm and power feedback.
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This is the numerical value and a bar graph

showing the thruster force. The numerical
value is based on feedback signal from the
thruster. The bar graph shows the percentage
of the maximum available thrust. The bar
graph is split in two horizontally. The
upper part shows the setpoint force and the
lower part shows the feedback force. The
bar graph change colour when the thruster
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
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 center of the
scale).
Note that only power is configured in this
example.
A trend plot is displayed. You can select

the information to be displayed using the
Thruster Sub Plot view control dialog box
(see Subview controls on page 381).
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.
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22.15.3 Azimuth thruster view

The Azimuth thruster view shows the operational state of an
azimuth thruster.
Figure 88
Azimuth thruster view (example)
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 (see Enabling thrusters
on page 254).
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of thruster azimuth and pitch/rpm feedback.
The force direction relative to the thruster is
indicated by the highlighted arrow.
night palettes.
These are the numerical value and 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 bar
graph is split in two horizontally. The
upper part shows the setpoint force and the
lower part shows the feedback force. The
bar graph change colour when the thruster
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
rpm and azimuth setpoint and feedback, and
scale).
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A trend plot is displayed. You can select

(see Subview controls on page 381).

present), you can display the subview for the
main view.
22.15.4 Propeller/rudder view

The Propeller/rudder thruster view shows the operational state of
a main propeller and, if applicable, its associated rudder.
Figure 89
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Example Propeller/rudder view
379
This shows the propeller and rudder status:

Running
The propeller is running.

Ready
The propeller/rudder is available for control

by the K-Pos DP system.
Enabled
The propeller/rudder is enabled for control

by the K-Pos DP system (see Enabling
thrusters on page 254).
Numerical and graphical displays of
propeller pitch/rpm feedback are shown.
Numerical and graphical displays of rudder
azimuth feedback are shown.
The force direction relative to the propeller
is indicated by the highlighted arrow.
The arrows are colour coded. A green arrow
night palette.
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.
These are the numerical value and a bar
graph showing the thruster force. The
numerical value is based on feedback signal
from the thruster. The bar graph shows the
percentage of the maximum available thrust.
The bar graph is split in two horizontally.
The upper part shows the setpoint force and
the lower part shows the feedback force.
The bar graph change colour when the
thruster pass limit values for percentage of
available thrust (typical values):
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
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rpm and azimuth setpoint and feedback, and
scale).
Note that only rpm and azimuth are
configured in this example.
A trend plot is shown. You can select

(see Subview controls below).

present) you can display the subview for the
main view.
22.15.5 Subview controls

To display the subview control dialog box:
1
Either:
a
Click the trend plot on the thruster subview.

or
Place the cursor anywhere in the thruster subview and

click the right trackball button.
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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

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

Manual
Allows you to set the Upper and Lower scale limits.
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22.15.6 Setpoint/feedback view

The Setp/feedb view shows setpoint and feedback data for all
the thrusters.
Figure 90
Setpoint/feedback view (example)
Indicates the colour coding used on bar

graphs and numerical values for Setpoint,
Feedback and the difference (Diff) 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.
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Ready
Available for control by the K-Pos DP

system.
Enable
Enabled for control by the K-Pos DP system

(see Enabling thrusters on page 254).
These are numerical displays and bar graphs
of the pitch setpoint and feedback, and
percentage of maximum.
These are numerical displays and bar graphs

of the rpm setpoint and feedback, and
percentage of maximum.

of the thruster azimuth or rudder angle
setpoint and feedback, and the difference
between them (in degrees).
22.15.7 Forces view

The Forces view shows the resultant thruster forces and the
real location of the thrusters.
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Figure 91
Forces view (example)
These are the resultant thruster force and

direction, and the resultant turning moment
and direction.
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Forces
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. Each bar graph is split
in two horizontally. The upper part shows
the setpoint thruster force (Setp) and the
lower part shows the feedback thruster force
(Feedb). The numerical values are all based
on feedback signals from the thrusters.
The bar graphs change colour when thrusters
Green 0% to 60%
Orange 60% to 80%
Red 80% to 100%
Status
The Status check boxes show the Running,

Ready and Enabled status of each thruster
unit.
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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 vessels Midships position) is
displayed. A graphical indication of turning
moment is also shown. The turning moment
has a maximum sector range of 180.
22.16 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.
When clicking the right trackball button in the working area on
your Operator Station, a shortcut menu containing the display
views is displayed. The Trends view can be found on the Utility
sub menu on this shortcut menu.
Using the Trend Plot view control dialog box (see View controls
on page 390) you can select the trend plots to be displayed. Up to
three different trend plots can be displayed simultaneously.
See Selecting a display view on page 89 for a more detailed
description of how to select display views.
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Figure 92
Trends view (example)
The header indicates the name of the

variable type for which you have selected to
display the trend plot (see View controls on
page 390 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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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 Numeric 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
View controls on page 390).
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.
Note
This will not re-size the total width of the dialog box itself.
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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.

1
Either:
a
Click using the left trackball button on a trend display

of the Trends view.
or
Place the cursor anywhere in the Trends view and click

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The Trend Plot view control dialog box is displayed.
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.

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

Manual
Allows you to set the Upper and Lower range limits manually.
view on page 387).
22.17 WVane view

The WVane view shows a combination of graphical and
numerical performance data.
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Figure 93
392
Wvane view
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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.
Deviation

radius.
Speed
The estimated true speed (relative to the ground) both

forward/aft (surge axis) and port/starboard (sway axis).
ROT
The estimated Rate Of Turn.

Heading
The estimated vessel heading. If you click on this value,

the heading setpoint is displayed in another colour for a
few seconds.
Deviation
The difference between the estimated heading and the

heading setpoint.
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.
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22.17.1 Offshore loading subfunctions

When the Manual Bias function is enabled (see Using
manual bias on page 223), this is indicated on the
WVane view.
In the Single Anchor Loading operations (Weather

Vane mode), the following information is displayed:
Numerical and graphical information for both
measured and estimated hawser tension. The
horisontal bars change colour from green to yellow
to red when passing the respective hawser tension
warning and alarm limits. The Enabled check boxes
show the status for both measured and estimated
hawser tension.
In the STL operations (Loading mode), the following
information is displayed:
Mean Thrust
The slowly-varying part of the thruster force in the

surge direction when the STL Mean Offset function
is active (see STL mean offset on page 251).
Mean Offset
The mean value of the estimated distance between the

mating cone and the base position. The time constant
is approximately 30 minutes.
Setpoint Offset
The required mean distance between the mating cone

and the base position (Setpoint Radius).
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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In Tandem Loading operations (all operating modes),

the following information is displayed:
Stern distance
The distance between the stern of the FSU and the

bow of the vessel.
FSU Heading
The actual heading of the FSU received from DARPS.

Pos Deviation
A Bulls Eye deviation plot showing the position

deviation both numerically and graphically.
Especially useful for the FSU Heading function, but
it can also be useful in Auto Position mode to show
the position deviation without losing the information
about distance and bearing to the FSU.
FSU Position (FSU Position function on page 242)
and FSU Heading (FSU heading function on
page 248) status indicators tell you whether or not the
two functions are enabled (enabled when showing
ON).
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Index
A
About (dialog box)

Details, 269
EXE/DLL, 269
Overview, 268
Ack (button), 124
Activate (button), 75
active and unavailable
commands, 78
alarm
acknowledging, 124
lamps, 125
limits
heading, 108
position, 108
silence, 125
Alarm Limits (dialog box)
Position, 107
Weather Vane, 109
alarm message, 118
offshore loading related, 133
alarm states, 123
Alarm View (button), 119
Alarms (button)
Alarm lamp, 126
Fault lamp, 126
Power lamp, 125
Alloc Setup (button), 256
analysis
consequence
DP, 308
Approach mode, 221
Auto Position (button), 220
Auto Position mode, 220
from Joystick mode to, 220
AutoPos (menu)
Alarm Limits, 107, 109
Dp Class, 309
Gain, 111
Heading, 233
Position, 228229
Quick Model, 112
Rate Of Turn, 235
Speed, 230
axis control, 81
Axis Control (dialog box), 253
calibrating
joystick, 114
Change Heading (button), 233
Change Position (button),
228229, 241, 252
Change User (dialog box), 98
ChangePosition (button), 251
changing cursor image, 87
changing user, 98
chart
view control, 342
command
groups, 150
status, 150
transfer, 148
Command Control (dialog
box)
DP-OS, 151
Give, 153
Overview, 151152
Connect (dialog box), 157
Connect mode, 223
connecting to a controller
group, 157
consequence analysis
DP, 308
running state messages, 309
selecting DP class, 309
warning messages, 310
Control Setup (button), 111
controller groups, 157
controller modes, 25
controller PS
resetting, 58, 158
selecting master, 163
updating offline, 163
Controls (button), 73
coordinate systems, 201
position presentation, 186
system datum, 202
current
direction display, 105
current update, 116
CyberSea Mode (dialog
box), 270
basic forces and motions, 20

blackout prevention, 260
Buoy Select (dialog box), 237
damping, 81
Date And Time (dialog
box), 122
Datum Details (dialog
box), 189
Decrease (button), 75
396
depth
displayed on Sensors
view, 365
Dev WVane view, 315
Deviation view, 311
position and heading
deviation in Auto
Position mode, 312
position and heading in
Joystick mode, 311
view controls, 315
dialog boxes, 81
display
colours, 106
layout, 76
menu bar, 77
message line, 78
performance area, 79
printing a hardcopy, 99
selection of display
palette, 106
status bar, 79
status line, 79
title bar, 77
units, 102
working area, 79
display accuracy
sea current speed, 104
vessel speed, 104
display units
editing, 103
resetting, 105
selecting the set of
display units to use, 102
wind, waves and sea
current direction, 105
Display Units (dialog box), 102
display view
STL Monitor view, 367
display views, 87
available views, 88
control dialog boxes, 90
Dev WVane view, 315
Deviation view, 311
General view, 317
Joystick view, 320
Num WVane view, 326
Numeric view, 324
orientation of the
operator station, 87
Posplot view, 334
Power Consumption
view, 352
Power view, 348
preselecting, 91
302363/A
Index
Refsys Status view, 361

Refsys view, 353
selecting, 89
Sensors view, 362
Thruster views, 370
Azimuth thruster
view, 377
Forces view, 384
Propeller/rudder
view, 379
Setpoint/feedback
view, 383
Thruster main view, 370
Tunnel thruster view, 374
tooltip, hotspot cursor
and change of cursor
image, 87
Trends view, 387
WVane view, 391
zooming, 91
divergence test of position
measurements, 205
DP Class (dialog box), 309
DP components
defined by IMO, 27
DP practice, 238
DP-11, 37
DP-12, 37
DP-21, 38
DP-22, 38
DpPS, 272
draught
sensors, 179
Driver Properties (dialog
box), 299
dropout
heading, 172
position, 211
dual-redundant DP
systems, 38
E
EBL (dialog box), 345
EBL function, 345
electrical failure
joystick, 216
Electronic Bearing Line, 345
emergency message, 118
Enter a New Numeric
Value (dialog box), 84
entering numeric values, 83
environmental
compensation, 116
Equipment - System Status
(dialog box )
Event Printer, 281
Net Status, 282
302363/A
OS/HS, 280
PS, 276
PS Redundancy, 278
equipment status, 276
Event List (dialog box), 119
Event printer, 281
Event Printer (dialog box), 128
extended Kalman filter, 22
F
Floating Loading Platform, 65
FMEA mode, 270
free run
in Auto Track (high
speed) and Autopilot
modes, 258
freeze test of position
measurements, 203
FSU Heading (button), 248
FSU Position (button), 244
function keys, 73
G
gain
controller, 81
Gain (dialog box), 111
General view, 317
position and heading
deviation in Auto
Position mode, 319
view controls, 320
Give (button), 149
giving command, 149
GPS
quality filter, 199
Gyro (button), 167, 170
Gyro Deviation (dialog
box), 169
gyrocompasses, 167
deviation calculation, 168
view, 363
faulty, 171
status lamp, 170
H
hardcopy, 99
Hardcopy (button), 99
hardware information, 268
heading
changing using the
Heading dialog box, 233
changing using the
Posplot view, 232
limits, 108
operator selected, 234
rate of turn, 235
stopping a change of
heading, 232
system selected, 234
Heading (dialog box)
Heading, 233
Rate Of Turn, 235
heading reference, 41
Heading Wheel, 75
heave, 20
Help (menu)
About, 268
Messages, 128
hotspot, 87
hotspot cursor, 88
I
IMO
DP components defined, 27
Inccrease (button), 75
information message, 119
input validation of entered
values, 86
IO Manager (dialog box), 288
IO Point Browser (dialog
box), 297
IO system, 274
IO Terminal Block (dialog
box), 291
J
joystick, 75
calibrating, 114
current update, 116
electrical failure, 216
environmental
compensation, 116
precision, 116
thrust, 116
Joystick (button), 215
Joystick (menu)
Alarm Limits, 107, 109
Calibrate, 114
Heading, 233
Rate Of Turn, 235
Settings, 116
Joystick Calibrate (dialog
box), 114
joystick control
position and heading, 215
Joystick Full Thrust
(button), 116
Joystick mode, 214
397
with auto heading

control, 217
with auto position
control, 217
with automatic
stabilisation, 218
Joystick Settings (dialog
box), 116
Joystick Setup (button), 116
Joystick view, 320
K
Kalman filter, 22
keypad, 73
L
lamps
dimming, 100
test, 101
limits
heading, 108
position, 108
Loading (button), 224
Loading mode, 224
Local N/E Properties
(dialog box), 190
logon configuration, 147
Logon Configuration
(dialog box), 147
M
master controller PS
selecting, 163
mathematical vessel
model, 22
median test of position
measurements, 206
menu bar, 77
active and unavailable
commands, 78
menus listed, 94
message line, 78, 119
messages
acknowledging, 124
displayed explanation, 130
explanations, 128
printing, 132
presentation, 119
printed, 127
searching for, 130
minimum power heading, 235
mixed joystick/auto modes, 216
modes
Approach, 221
Auto Position, 220
398
button group, 72
Connect, 223
Joystick, 214
Loading, 224
mixed joystick/auto, 216
Standby, 213
Weather Vane, 222
N
Num WVane view, 326
numbers
entering, 83
input validation, 86
Numeric Entry Keypad
Dialog Use (dialog box), 84
Numeric view, 324
view controls, 326
O
offline controller PS
updating, 163
OffLoad
GPS Relative Settings, 200
SAL Buoy Settings, 239
OffLoad (menu)
Axis Control, 253
Gain, 111
Select Buoy, 237
Setpoint Radius, 241,
244, 248, 251
SetpointRadius, 252
online system support, 263
operational planning, 57
operator panel, 71
operator station, 70
restart, 59
software
restart, 145
stop, 145
operator stations, 273
P
panel, 71
Panel Lamp Test (dialog
box), 101
Panel Light Configuration
(dialog box), 101
panning function (center
here), 346
PcAnywhere Waiting...
(dialog box), 265
Performance (dialog box),
315, 320, 326
pitch, 20
planning, 57
position
changing using
increments, 228
changing using the
Posplot view, 227
dropout, 211
limits, 108
speed setpoint, 229
position, 227
Position (dialog box)
Inc, 228
Position, 241
Speed, 229
Position Presentation
(dialog box), 186
position-reference systems
changing the reference
origin, 210
controlling, 193
coordinate systems, 201
divergence test, 205
enabling, 196
enabling other, 209
enabling the first, 209
freeze test, 203
median test, 206
monitoring, 196
prediction test, 204
properties, 197
reference origin, 202, 209
relative weighting of, 204
standard deviation, 203
status, 80
tests on, 203
types, 42
variance test, 204
Posplot (dialog box)
Chart, 342
Grid, 342
Mode, 340
Range, 343
Show, 341
Trace, 343
Posplot view, 334
changing heading, 232
changing position, 227
EBL function, 345
view controls, 340
power
monitoring, 260
Power Consumption view, 352
Power Plot (dialog box), 351
Power view, 348
view controls, 350
Practice Mode R/B (dialog
box), 239
prediction test of position
measurements, 204
302363/A
Index
Preselect (dialog box), 92

Present Heading (button), 232
Present Position (button), 227
Print (dialog box), 283
Print Setup (dialog box), 133
Print Status (dialog box), 265
printing
display picture, 99
System report, 99
process stations, 273
resetting, 58, 158
PUIF Network message
monitoring (dialog box), 126
Q
Quick Model (dialog box), 112
quick model update, 112
R
rate of turn
setpoint, 235
RBUS IO Image, 289
redundancy, 273
dual-redundant systems, 160
triple-redundant
systems, 162
Redundant Stations (dialog
box), 163
reference origin, 202
changing, 210
Reference System
Properties (dialog box), 197
Quality Filter Actions, 199
UTM Properties, 199
Reference System Settings
(dialog box), 194
Refsys (dialog box)
Grid, 360
Mode, 359
Range, 361
Refsys Status view, 361
Refsys view, 353
view controls, 358
remote diagnostics, 263
Remote Diagnostics
(dialog box), 263
Reset Controller PS (dialog
box), 158
Reset Display Units (dialog
box), 105
resetting display units, 105
roll, 20
roll, pitch, heave
view, 364
rotation speed, 235
302363/A
S
SAL Buoy Settings (dialog
box), 239
satellite navigation
quality filter, 199
sea current speed
display accuracy, 104
Sensor Plot (dialog box), 366
sensors
draught, 179
gyro deviation, 168
gyrocompass, 167
VRS, 177
wind, 172
manually enter values, 174
Sensors (button), 73
Sensors (dialog box)
Draught, 180
Gyro, 167
Hawser, 181
STL, 183
VRS, 177
Wind, 173
Sensors (menu)
Draught, 180
Gyro, 167
Gyro Deviation, 169
Hawser, 181
Reference System
Properties, 197
Reference System
Settings, 194
VRS, 177
Wind, 173
Sensors view, 362
view controls, 365
serial lines
resetting, 303
Set System Date/Time
(dialog box), 105
Set Timezone (dialog box), 106
shell configuration, 147
showing the tooltip, 88
signal conditioning, 295
Silence (button), 73, 102, 125
Single Anchor Loading, 63
single DP systems, 37
Single Point Mooring, 64
slow-drift test, 205
software information, 268
speed
setpoint
changing, 229230
Speed Setpoint (dialog
box), 230
spin box, 83
standard deviation of
position measurements, 203
Standby (button), 214
Standby mode, 213
startup procedure, 145
software
restart, 147
state plane zone, 193
Station Explorer (dialog
box), 285
Status (button), 150
status bar, 79
status line, 79
status page, printing, 265
STL Monitor view, 367
Stop/Restart (dialog box), 146
heading, 232
position, 227
Submerged Turret
Loading, 65
surge, 20
Surge (button), 72, 216
sway, 20
Sway (button), 72, 216
System (menu)
Change User, 98
Connect, 157
CyberSea, 270
Equipment, 276, 278, 280282
Event Printer, 128
Print Status, 266
Redundant Stations, 163
Remote Diagnostics, 263
Report, 99
Reset Controller PS, 158
Screen Capture Printer, 99
Set Date/Time, 105
Set Timezone, 106
Stop/Restart, 146
Trainer, 306
system architecture, 272
system messages
acknowledging, 124
messages on the printer, 127
presentation, 119
System Messages (dialog
box)
Contents, 129
message pane, 130
Search, 130
System report, 99
system start-up, 145
system status, 265
399
Take (button), 149

taking command, 149
tandem loading, 62
text box, 83
thrust
joystick, 116
Thruster (menu)
Allocation Mode, 256
Allocation Settings, 259
Enable, 254
Thruster Allocation (dialog
box), 256
Thruster Enable (dialog
box), 254
Thruster Sub Plot (dialog
box), 382
Thruster views, 370
Azimuth thruster view, 377
Forces view, 384
Propeller/rudder view, 379
Setpoint/feedback view, 383
subview controls, 381
Thruster main view, 370
Tunnel thruster view, 374
thrusters
allocation, 25
allocation modes, 256
diving, 257
environ fix, 257
fix, 257
heave red, 257
steering, 257
variable, 256
command signals, 59
control modes, 256
enabling, 254
manual fix angles, 259
rudder limits, 259
status, 80
Thrusters (button), 73, 254
views, 370
time
changing the system
time, 105
changing the system
time zone, 106
title bar, 77
tooltip, 8788
trackball, 74
trainer, 305
training for offloading
operations, 238
Trend Numeric: (dialog
box), 389
Trend Plot (dialog box), 391
Trends view, 387
view controls, 390
units, 102
user
chief, 98
operator, 98
system, 98
using hotspot cursors, 88
UTM properties, 199
UTM Properties (dialog
box), 191
UTM zones, 192
400
V
variance test of position
measurements, 204
vertical reference sensor, 177
vertical vessel motions
view, 364
vessel model, 22
vessel speed
view, 365
View (menu)
Display Units, 102
Num Entry Dlg, 83
Panel
Lamp Test, 101
Light Configuration, 100
Position Presentation, 186
Preselect, 92
Reset Display Units, 105
Set Palette, 107
Show ToolTip, 88
Use HotSpot Cursors, 88
Use Preselected, 91
views, 87
Views (button), 73
VRS, 177
faulty, 179
status lamp, 178
VRS (button), 177178
VSim mode, 270
weather vaning, 62
wind
view, 364
sensors, 172
faulty, 175
manually enter values, 174
status lamp, 174
Wind (button), 173174
wind sensors
operating without, 176
WinPS, 274
working area, 79
WVane view, 391
Y
Y-Axis Range (dialog box)
Power Plot, 351
Refsys, 360
Sensor Plot, 367
Thruster Sub Plot, 382
Trend Plot, 391
yaw, 20
Yaw (button), 72, 216
W
warning
limits
heading, 108
position, 108
warning message, 118
explanations, 128
wave
Weather Vane mode, 222
302363/A
Index
302363/A
401
2007
Kongsberg Maritime
Kongsberg Maritime AS
P.O.Box 483
N-3601 Kongsberg,
Norway
Telephone: +47 32 28 50 00
Telefax: +47 32 28 50 10
Service: +47 815 35 355
www.kongsberg.com

K-Pos DP OS Dynamic Positioning and Offshore Loading System

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Kongsberg K-Pos DP (OS)

Dynamic Positioning and

This version describes the operation of the K-Pos DP at basis

K-POS DP SYSTEM THEORY ............................................. 19

INTRODUCTION TO DYNAMIC POSITIONING .................. 27

The K-Pos family of DP systems ...........................................................................36

IMO definitions of the main DP components ............................................... 27

The Extended Kalman Filter ........................................................................ 22

Dual Redundancy ....................................................................................... 39

Integrated Control System (ICS) ............................................................................40

K-Chief - Marine Automation...................................................................... 40

2.9 Heading reference systems .....................................................................................41

Hydro Acoustic Position-Reference systems (HPR) ..................................... 42

2.12 Operational planning ..............................................................................................57

Kongsberg K-Pos DP (OS)

2.13 Resetting the DP system prior to operation............................................................58

Resetting DP controller process stations ..................................................... 58

2.14 Thruster control command signals .........................................................................59

Push buttons ............................................................................................... 72

Selecting a buoy ........................................................................................ 68

USER INTERFACE ............................................................ 70

Approach mode ......................................................................................... 66

Additional functions ...............................................................................................68

General procedure for checking stand-alone dual-redundant DP

Title bar ..................................................................................................... 77

Display views .........................................................................................................87

Dimming level.......................................................................................... 100

Display Units dialog box ......................................................................................102

SYSTEM SETTINGS .......................................................... 98

Orientation of the OS and effect on display views ......................................... 87

Main menus ............................................................................................................92

Selecting the set of display units to use....................................................... 102

System date and time............................................................................................105

Date and time ........................................................................................... 105

Kongsberg K-Pos DP (OS)

Set palette (display colours) .................................................................................106

Time zone ................................................................................................ 106

Alarm Limits dialog box ......................................................................................107

Position page ............................................................................................ 107

5.9 Gain level selection ..............................................................................................110

Quick Model dialog box.............................................................................112

JOYSTICK ..................................................................... 114

Joystick Settings dialog box .................................................................................116

MESSAGE SYSTEM ......................................................... 117

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

Silence button........................................................................................... 125

Alarm lamps .........................................................................................................125

Alarm states ..........................................................................................................123

Audible and visual indications ....................................................................118

Indications of errors related to the ALARMS button group ........................... 126

Drive-off detection ...............................................................................................127

Event Printer dialog box............................................................................ 128

7.10 Message explanations...........................................................................................128

7.11 Offshore loading related messages.......................................................................133

7.12 Operator advice messages ....................................................................................143

STARTING OPERATIONS ............................................... 145

Logon Configuration dialog box ..........................................................................147

Stop/Restart dialog box ............................................................................. 145

Taking command ...................................................................................... 149

Command Control dialog box ..............................................................................150

Command groups...................................................................................... 151

Connecting to a controller PS group ....................................................................157

CONTROLLER PROCESS STATIONS ................................ 158