A Savelyev Dynamic Positioning System

Anatoliy Savelyev
DYNAMIC POSITIONING SYSTEM
Odessa 2008
DYNAMIC POSITIONING SYSTEM COURSE OBJECTIVES
Provide a comprehensive understanding of the principles of Dynamic Positioning.
Demonstrate setting up and operating DP equipment and position measurement

equipment.
Assist in the recognizing and responding to various alarms, warnings, and information
messages.
Examine the relationship between DP equipment and the vessel systems.
Relate DP operations to the prevailing environmental conditions.
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INTRODUCTION TO DYNAMIC POSITIONING SYSTEM
The world’s oceans and waterways provide an unpredictable environment in which to work.
However, the global exploration for oil and gas requires the ability to navigate, in even the harshest
circumstances. The Dynamic Positioning System (DP) was developed nearly thirty years ago to
assist this growing industry.
The world was introduced to offshore drilling, in the 1920’s and, deeper water exploration, in the
1950’s. During this era, a drilling rig in shallow water was placed on a jack-up barge that would
then raise itself on three or more legs. The jack-up barge remained in the fixed position. However,
jack-up operations were obviously limited to shallow water. For deeper water drilling, mooring
systems were relied upon which used anchors and mooring lines controlled by winches located on
board.
Although jack-up and mooring techniques are still used in some locations today, there are many
conditions, locations and operations that make them impossible to use. Water depth, as well as
operational, financial, and time constraints can render these techniques unacceptable. In addition,
hazards also influence the choice of positioning method, even where mooring would be otherwise
ideal.
In 1961, a small drilling vessel which had used a four-point mooring spread for positioning was
fitted with four, manually-controlled, steer-able propellers. By using radar ranging to surface buoys,
together with sonar ranging from sub-sea beacons, the vessel was able to perform core drilling
operations off the coasts of California and Mexico, in water depths of between 100 and 3500m. The
control of the position and heading of the vessel was completely manual; therefore, this vessel did
not come within any modem definition of Dynamic Positioning.
Later that same year another vessel, which was fitted with a very simple analogue control system,
interfaced with a taut wire reference, became the first vessel to use a positioning system, comprised
of steer-able thrusters, fore and aft..
Additional vessels followed in this new positioning system during the 1960’s. Although this early
system was primitive with most controllers being analogue and no redundancy in any of the
systems, it was the beginning of a system that would revolutionize the industry.
Today by incorporating advances in computer technology, Dynamic Positioning System has become
highly accurate and dependable. DP systems are now digital and offer redundancy to reduce the
risks in some operations. The number of vessels using DP has increased, significantly, as the
systems benefits have revolutionized the offshore industry.
VCS 2000 SYSTEM OVERVIEW

The Beier IVCS 2000 is a Windows XP embedded integrated vessel control system using a powerful
marine grade and shock mounted computer, PLC input/output modules and serial port modules for
digital data input/output.
The latest ship dynamics algorithms are included which operate on optimization methods,
Kalman filtering, frequency domain techniques and feed forward techniques, which are
implemented to ensure the highest positional accuracy with minimum actuator activity.
Adaptive data rejection and control loops minimize response to unstable received data and
provide continual and automatic optimization of control parameters. A high level non-linear three
degree of freedom mathematical ship model provides state of the art control.
Alarm and status indication is continually visible on the large, touch screen LCD which are
user configurable for individual customization. The display is daylight viewable and can be trunnion
mounted for easy change in viewing angle or flush mounted into a console.
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All information such as course set and course steered, commanded and actual rudder angle,
commanded and actual main engine and commanded and actual thruster directions and magnitudes
are clearly shown in color graphic displays.
A touch screen with automatically reconfigured soft keys provides a simple and easy to view
user interface. English language voice alarms as well as acoustic alarm signals are given and the
history of alarms may be continually displayed. The message/alarm system is self-checking.
A UPS supply is included to ensure continued operation in case of power failure. It also
features automatic and controlled computer shut down after prolonged power outage.
The Beier IVCS 2000 system is capable of providing the following functions:
Joystick and rotary knob control of vessel heading and position with non-follow up and full
ollow up steering control.
Automatic heading control.
Automatic vessel speed control.
Automatic position control with either or both fore and aft and athwartships axis control.
Track control at low speed.
ROV following.
Automatic compensation for failed or off line actuators. Includes graphic capability plot showing
direction and magnitude of disturbing forces and magnitude and direction of resultant actuator
forces.
Autopilot.
Autopilot with Nav input, steering to waypoint and automatic waypoint sequencing.
Track control at high speed.
The IVCS 2000 manual control of actuators with display of commanded and actual positions.
The Power Management System providing Power Monitoring, Power Limiting, and Thruster
Motor Starting.
Built in “trainer” (simulator) for realistic dockside training of operators.
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Dynamic Positioning System Chapter 1 PRINCIPLES OF DYNAMIC POSITIONING SYSTEM
PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

DEFINITION AND PURPOSE
Dynamic Positioning System (DP) is an integrated system designed to automatically

maintain a vessel’s position and heading, with a high degree of accuracy, within the
hazardous infrastructure of the marine environment, without the need to anchor or moor, by
utilizing the vessel’s main propulsion and thrusters.
Dynamic Positioning System may set a target position, called a station, which can be fixed or
a movable reference point on the sea floor, over which the vessel hovers to provide a
stationary platform from which to carry out vessel operations.
Dynamic Positioning System allows vessels to safely maneuver within the confines of ports
and harbours.
Dynamic Positioning System measures deviations from the set heading and reference
position caused by displacing forces and counteracts the effect of these forces by generating
counter forces and turning moments produced by thruster propulsion while achieving
minimal thruster activity.
Dynamic Positioning System is a combination of a position control and heading control

system.
Dynamic Positioning System position control system uses the vessel’s position measurement
equipment (PME) and operator commands as inputs. The system then provides commands to
the thrusters to maintain the position of the vessel at the desired location. This is called a
feedback control system.
Dynamic Positioning System heading control system uses the vessel’s gyrocompass as the
input to maintain the heading of the vessel in response to the external forces and operator
commands.
COMPARISON TO OTHER POSITION-KEEPING SYSTEMS

JACK-UP BARGE
Advantages:
No need for power, thrusters, or complex systems to maintain position.
Positioning of barge not vulnerable to blackout, power shortages, or system failure.
No position measuement equipment necessary once on location.
Disadvantages:
No maneuverability and requires tugs to move rigs.
Water depth limitations.
May require use of seabed erosion rectification (rock dumping) for stability.
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SPREAD MOORING TO ANCHOR PATTERN

Advantages:
No need for power, thrusters, or complex systems to maintain position.
Not vulnerable to blackout, power shortages, or system failure resulting in run.
No position measuement equipment necessary.
No underwater hazard from rotating propellers or thrusters.
Disadvantages:
Limited maneuverability when moored/Requires tugs to move rigs and lay moorings.
Water depth limitations.
Excessive time required for setting up anchor pattern.
DYNAMIC POSITIONING
Advantages:
No tugs, anchoring, or mooring required.
Immediately responds to changes in weather or operations.
Enables a vessel to hold a fixed or moving position
Expedient setup on location, maneuverable during operation, and rapid location shift.
Avoids risk of damaging platform structure or seabed hardware from mooring lines.
Ability to work in any water depths.
Ability to complete most tasks quickly, thus more economically.
Disadvantages:
Requires highly trained and competent key staff.
Vulnerable to power, electronic, or thruster failures and shortages.
Increased thruster activities create greater risks to underwater operations.
Requires continuous position reference.
Greater risk of positional excursions or "run off".
DP OPERATIONS IN SPECIALTY VESSELS
While Dynamic Positioning technology was developed primarily to facilitate innovative expansions
in the oil and gas exploration industry, the success of DP has made it feasible for vessels performing
a variety of tasks.
CABLE LAY AND REPAIR VESSELS

Objectives: Cable Lay and Repair Vessels handle and lay fragile fiber optic cables.
DP Advantages:
Provides more positive and precise vessel positioning during cable operations.
Enables the vessel to have more control when handling cables.
Enables these vessels to maintain position and heading while completing the shore end tie-in
connection.
DP Modes Used:
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Track Follow - precisely controls the track of the vessel.

Auto Slowdown – provides tension control.
Auto Pilot and Auto Sail – expedites arrival on location.
ROV Follow – locate cable for retrieval or repair.
DP Mode – used during repairs.
CRANE BARGES AND CONSTRUCTION VESSELS
Objective: Used in construction and de-commissioning operations in the oilfield. These vessels
are also used in wreck recovery or salvage work.
DP Advantage:
Since these vessels have to operate relatively close to object(s) being lifted, they have to
maintain position and heading to prevent collision. DP systems in these vessels are often
more feasible than anchoring.
DP Modes Used:
Standard DP Modes including special position measurement (DARPS, Artemis) for accuracy
in measuring distances between structure and vessel.
CRUISE AND PASSENGER VESSELS
Objective: Provide transportation within the travel industry.
DP Advantage:
Increase maneuverability. Vessels are built very large to fulfill the needs of an expanding
industry. However, the controlling depth of most channels remains the same. Therefore, DP
systems now allow and use vessels to enter ports and harbors.
DP Modes Used:
Standard DP Modes.
DIVING AND UNDERWATER SUPPORT VESSELS
Objective: Deploy and recover divers, safely. Dive support vessels deploy divers for a variety of
underwater operations:
Inspection
Installation
Configuration
Monitoring
Recovery
Survey, and more.
DP Advantage:
It may be possible to change the position and/or heading of the vessel to allow closer
approach to the worksite, or to effectively locate the thrusters further away from the
worksite. It may be possible to stop the nearest thruster to the diving location.
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Due to hazards associated with dive operations, DP Diving Support Vessels have several
arrangements in place to protect divers:
The length of the diver’s umbilical isrestricted to prevent him/her from being sucked into
a rotating propeller.
A standby diver is used to tend to the diver’s umbilical or to assist in an emergency.
For dive operations in water deeper than 300 meters, a diver must wear an
atmospheric diving suit (ADS) or use a remote operated vehicle (ROV).
DP Modes Used:
Major DP system are duplicated or triplicated to ensure that divers are recovered,
regardless of possible failure modes.
ROV Support – used in conjunction with the diving.
DRILLSHIPS
Objective: Involved with oil or gas exploration.
DP Advantage:
Dynamic Positioning, usually class III system, is used to keep the drillship as directly above
the well as possible. If the drillship wanders off position to the extent that the connection to
the well is severed, uncontrolled release of hydrocarbons could pollute and damage the
environment. In addition, reconnecting to the well can be costly and time consuming.
The lower main riser angle is constantly monitored to ensure that the vessel remains
within a predefined angle. A riser angle changes beyond the predefined angle that the
drillship is drifting off location.. Some DP systems on drillships have “riser angle mode”
function to ensure that the drillship is automatically maneuvered to reduce the riser angle.
Allows for quick arrival and drilling at the specified location.
DP Modes Used:
Riser Angle Mode – maintain the drill string riser angle.
ROV Support – used in conjunction with the drilling.
PIPE LAY VESSELS
Objective: Precisely lay pipe and provide steady tension on the pipeline.
DP Advantage:
Pipeline tension data is automatically transmitted to the DP system.
System provides the necessary thrusters commands to enable the vessel to maintain tension.
Enables these vessels to follow the exact track required to lay the pipeline.
Enables the vessel to work in areas where the use of an extensive anchor spread is not
feasible.
Enables the vessel to work in awkward positions, including close to surface or sub sea
structures, and without the need for other anchored vessels.
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Minimizes the amount of time spent in close-in situations; Manoeuvre speed is not restricted
by the need to reset anchors. Positions can be located quickly. Since pipe lay operations are
expensive, delays for any reason are costly.
Reduces costly delays in operations.
DP Modes Used:
Track Follow Mode – controls track of vessel.
ROCK DUMPING AND DREDGING VESSELS
Objective: Clearing channels and harbors to recover rock and aggregates. Protect from damage
and maintain control of the track and speed. Protect seabeds and remedy erosion problems by
dumping rock.
DP Advantage:
Provide accurate track and speed control over the pipeline to be covered.
Ensure accuracy in dredging a defined area which prevents increased expenses.
DP Modes Used:
Autotrack Mode - allows vessels to spread rocks and dredge more evenly and economically.
Autoslow Down Mode – supports Autotrack Mode and monitors forces.
Track Follow Mode – precisely controls the track of the vessel.
FLOATING PRODUCTION, STORAGE, AND OFFTAKE UNITS (FPSO) VESSELS
Objective: A turret moored tanker which must prevent hydrocarbon release.
DP Advantage: Maintains position with increased anchor effectiveness.
DP Modes Used:
Weathervaning Mode - to maintain heading into the weather.
Anchor Mode – to increase anchor effectiveness.
SHUTTLE TANKER
Objective: FPSOs use shutter tankers to transport the oil. As the FPSO changes position, the
shutter tanker has to maintain a relative position to prevent breaking the hose.
DP Advantage:
Relative positioning of the FPSO to avoid emergency disconnect.
Can approach safely.
DP Modes Used:
Weathervaning Mode – for close proximity movment.
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SUPPLY AND STANDBY VESSELS
Objective: Replenishment operations for oil industry.
DP Advantage:
Allows close proximity to oil rigs, platforms, barges, or other vessels.
Maintains location and distance from obstructions, therefore, reducing hazards.
DP Modes Used:
ROV Support.
Standard DP Modes.
Track Follow Mode – precisely controls the track of the vessel.
Weathervaning Mode – for close proximity movment.
OTHER VESSEL TYPES
Firefighting requires special utility vessels that can perform in inclement weather.
Military operation sometimes use vessels with DP systems installed to facilitate critical
operations, for example, underway replenishment, mine countermeasures, etc.
SIX FREEDOMS OF MOVEMENT
A vessel at sea is subject to three planes with six freedoms or axis of movement.
Dynamic Positioning is concerned with the horizontal plane. However, it is necessary to sense
vessel motion in other planes, monitor the wind, and make corrections to Position Measurement
Equipment (PME) and sensor readings.
The six axis of movement, three rotations and three translations, are the traditional names for a
vessel’s motion:
Roll - the rotational motion of a vessel about its longitudinal axis.
Pitch - the rotational motion of a vessel about its transverse axis.
Heave - the upward and downward motion of a vessel.
Surge - the forward and backward motion of a vessel.
Sway - the sideward motion of a vessel.
Yaw - the directional motion of a vessel about its vertical axis.
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SIX FREEDOMS OF MOVEMENT
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MOVEMENTS CONTROLLED AND MONITORED BY DP
DP is concerned with the individual and automatic control of surge, sway, and yaw, i.e. position
and heading. DP maintains and controls a vessel’s position by controlling surge (X axis) and
sway (Y axis). The position movement is measured by reference to high accuracy PMEs.
Yaw (N axis) is critical in controlling the vessels heading. The heading motion is
measured through gyrocompass. Both are maintained by thruster action.
The remaining freedoms of movement, roll, pitch, and heave are monitored by DP.
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Dynamic Positioning System Chapter 2 ELEMENTS OF A DYNAMIC POSITION SYSTEM
SUBSYSTEMS
DP system is a complex combination of subsystems interacting to automatically maintain a
vessel’s position and heading with active thrust. It can be divided into five subsystems:
Propulsion and Thrusters.
Control Elements.
Power Generation.
Position Measurement Equipment.
Sensors.
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ELEMENTS OF A DYNAMIC POSITION SYSTEM
PROPULSION AND THRUSTERS

DP system is a complex combination of
subsystems interacting to automatically maintain a
vessel’s position and heading with active thrust.
Thrusters are positioned to provide optimum
Dynamic Positioning capability and movement,
with minimum interference with other thrusters
and sensors, using minimum fuel consumption,
and, in the case of tunnel thrusters, as far below
the water line as possible. It is also important that
thrusters are positioned to control the vessel with
minimal fuel consumption and to reduce the wear
on the thruster. Three basic types of thrusters are
strategically fitted to DP vessels to optimize control of heading, sway, and surge:
Main Propulsion.
Tunnel Thrusters.
Azimuth Thrusters.
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MAIN PROPULSION
Main Propulsion, consisting of a single or twin screw
propellers, is positioned at or near the stern of the
vessel.One of two types of propellers is used in main
propulsion:
Variable or Controllable-Pitch Propeller (CPP) – The
shaft turns at a constant speed while the propeller pitch
is adjusted to influence the vessel’s speed and direction-
forward or aft.
Advantages:
Vessel can change speed and direction by adjusting
only pitch.
Relative fast respond time.
Limitations:
High maintenance cost and fuel.
Fixed-Pitch propeller – The speed and direction of the shaft are adjusted to control the speed and
direction of the vessel.
Advantages:
Relatively low maintenance cost.
Limitations:
Propeller shaft has to be adjusted in order to change vessel speed and direction.
Relative slow response time.
NOTE: Rudder(s) is used in conjunction with controllable-pitch propeller(s) or fixed-pitch
propellers(s) for rotational (yaw) control.
TUNNEL THRUSTER
The propeller is encased in a transverse tunnel.
Advantages:
Very effective.
Relatively low maintenance cost (fixed-pitch).
A screen may be used at tunnel openings to keep
debris out.
Limitations:
Full propeller immersion is necessary for maximum
effectiveness.
Vessel speed over two knots, ahead or astern, incrementally reduces thruster effectiveness.
A long tunnel reduces thruster efficiency.
Thruster may be more effective in one direction, port or starboard, than the other.
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AZIMUTH THRUSTER
Azimuth thruster is a propeller designed to operate through 360 degrees.

Advantages:
Propeller can be fixed-pitch or controllable-pitch.
Thruster is effective in any direction.
Rudder is not required for rotational co
Thruster unit may be fixed or retractable.
Limitations:
Relatively high maintenance cost.
The type of vessel, DP operation, environment, level of

redundancy, and many other factors go into determining
propeller/thruster configuration. However, there are three minimum configurations installed on DP
vessel:
Minimum thrusters and a propeller.
A tunnel thruster and an azimuthing thruster.
Bow thruster conventional propeller.
Each of these configurations will control the vessel in X, Y, and N.
NOTE: Most DP vessels have propulsion/thruster configurations

beyond the minimum for redundancy. Thrusters are positioned to provide optimum movement,
minimum interference from other thrusters, and minimum fuel consumption.
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NOTE: To allow redundancy and other control options, such as minimum power consumption,
position control, and barred zones for azimuthing thrusters, vessels must have more than the
minimum thruster configuration.
Thrusters are usually positioned to provide a maximum moment, minimum interference with other
thrusters and sensors, and below the water line.
Other possible thrusters are:
Pump Jet Thruster - centrifugal pump impeller, mounted on a vertical axis, with the suction
intake flush on the hull bottom. The volute pump casing ejects the water and generates thrust
in the horizontal direction. The whole unit can rotate 360° providing the function of an
azimuth thrusters. The pump drive can be electric motor or diesel and is used in shallow
water operations. Pump jets may be used as main propulsion or thrusters for maneuvering
purposes.
Gill Jet Thruster – motor-driven impeller pumps water through a tunnel into a bottom-
mounted discharge deflector. This deflector can rotate 360°. Because the vertical discharge
velocity of water is deflected to the horizontal, it generates thrust. Can be used as a full
azimuth thrusters and may be considered as an emergency propulsion mode.
Water Jet – jet unit is mounted inboard in the aft section with water entering the jet unit
intake on the bottom of the vessel, at vessel speed, and is accelerated through the jet unit and
discharged through the transom at a high velocity. Steering is achieved by changing the
direction of the stream of water as it leaves the jet unit. Pointing the jet stream one way
forces the stern of the vessel in the opposite direction which puts the vessel into a turn.
Reverse is achieved by lowering an astern deflector into the jetstream after it leaves the
nozzle. This reverses the direction of the force generated by the jet stream, forward and
down, to keep the vessel stationary or propel it in the astern direction.
CONROL ELEMENTS
DYNAMIC POSITIONING OPERATOR (DPO)

Sets the position, heading, and mode of operation and any number of functions required of
the DP system.
Enters the limits or deviations required for a set position, heading, or other applicable items.
Mans and monitors the DP console.
DYNAMIC POSITIONING CONSOLE

The interface containing the computer display, indicators, buttons, switches, track ball,
joystick, alarms, etc used by the DPO to monitor the DP systems and input required
commands for maintaining heading and position.
Generally located near thruster panels, communication systems, position measurement
equipment, control panels, and more.
DYNAMIC POSITIONING COMPUTERS

Located in the consol.
Analize inputs from the DPO, position measurement equipment sensors, power generation,
main propulsion, and thrusters systems. And process the commands to applicable systems to
maintain the vessel’s heading, position, or track.
Programmable logic controller (PLC) is considered the core of the control elements.
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Programmed sololy for DP processing (the operating system and programming are usually
restricted to prevent unauthorized modifications, of the DP program) .
Installed in single, dual, or triple configurations, depending on the level of redundancy
required.
A single computer (simplex system) offers no redundancy.
Two-computer configuration (duplex system) offers redundancy by automatically switching

to the back up computer if the online system fails.
A free-computer configuration (triplex system) offers additional redundancy and security.
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POWER AND FORCE GENERATION
A DP vessel is potentially vulnerable to power shortages, blackout, or partial blackout conditions,

which might put the DP system at risk.
Power generation is the “heart” of the DP system.

DP computers, console, position measurement equipment, sensors, and thrusters need power
to operate.
The power generation system must be capable of meeting high power demands by the
control system, while “scaling” back when power demand is low, in order to conserve fuel.
The control system has an Uninterrupted Power Supply (UPS) to provide a temporary
backup power to the DP controls, computers, displays and reference systems. UPS ensures
additional safety for continuing DP operations.
A typical power supply installation on an Offshore Supply Vessel (OVS).
The control system has uninterrupted power supply (UPS) to provide a temporary backup
power to the DP controls, computers, displays, and reference systems.
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POSITION MEASUREMENT EQUIPMENT(PME)

Five Types of Position Measurement Equipment generally used on DP vessels:
Different Global Positioning System.
Hydroacustic Position Reference.
Taut Wire.
Laser-based System.
Artemis.
SENSORS
HEADIUNG REFERENCE
Gyro compass:
Provides heading data to the DP system.
DP vessels that require redundancy have two or more giro compasses.
If only two girocompasses are installed, the DP system is limited to monitoring the
difference in heading data. And, issuing a warning if the difference axceeds a certain
value.
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If free girocompasses fitted, the DP system can use two-out-of-three voting to

determine a giro failure, and give a warning accordingly.
The giro compass has a direct feed into the DP system.
Magnetic Compass:
Provides heading and bearing information relative to magnetic north.
Used as an external backup reference.
Does not feed information to the DP System.
ENVIRONMENT REFERENCE
In DP operations, environmental forces affecting the vessel’s and heading are dividedinto two
groups:
Wind – movement of air from high pressure area to a low pressure area.
Current - consists of the horizontal movement of water (tide), waves, swells, and any other
force.
WIND SENNSORS
Sensors are used to monitor
the effects of wind and urent on the vessel.
The data from sensors are fed
into the DP computer for analysis. The
appropriate command or compensation is issued to applicable DP
systems.
The anemometer (shown in pictures above and speed of the
wind.
ERTICAL REFERENCE
The VRU is a sensor used to measure the vessel roll and

pitch.
The Motion Reference Unit (MRU), like the VRU
Measures roll and pitch. In addition, the MRU also measures

heave.
MOTION REFERENCE
Giro compass is used to provide heading and bearing information relative to tue north.
Magnetic compass gives heading and bearing information relative to tue north.
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REDUNDANCY IN DP SYSTEM
Redundancy, according to the International Maritime Organization (IMO), is the “ability

ofcomponent or system to maintain or restore its function, when a single failure has occurred.”
The essence of redundancy is to enable the vessel to safely terminate a DP operation after
losing a critical component or system. This concept is referred to as “Single Point Failure”
mode. Most DP vessels have propulsion/thruster configurations beyond the minimum, as
these provide control options such as minimum power consumption, fine position control,
and barred zones for azimuthing thrusters to protect equipment. It also allows redundancy,
which is the ability of a vessel to maintain position and heading despite losing a component
within its DP system. Redundancy gives a DP vessel added time to safely shut down an
operation should an failure occur n the DP system. Potential hazard associated with a DP
operation is key in determining the level of redundancy. As a general rule, the greater the
risk to life and property, the higher the level of redundancy required.
DP vessel are required to have all failure modes and their effects considered in a formal FMEA
(Failure Modes and Effects Analysis) study. The results of the FMEA study are generally required
by pre-charter auditors, inspections, and the classification society.
CONSEQUENCE ANALYSIS
IMO DP Class 2 and 3 vessels guidelines require a system of Online Consequence Analysis to be
incorporated in the DP system. This system consistently analysis the vessel’s ability to maintain
position and heading after a predefined, worst case failure during DP operation. Possible
consequences are derived from actual weather conditions, active thrusters and power generation
status. A single worst-case failures could be:
Failure in the most critical thruster.
Failure in a thruster group.
Failure in a power bus section.
If a loss of position results from the predefined failure, an alarm is generated for this possibility.
DP CAPABILITY ANALYSIS SYSTEM
This teature in some modern DP systems, predicts the maximum weather conditions that the
vessel is able to continue DP operations (maintain position and heading within specified limits,
taking into account both the average environmental load and the vessel dynamics). The weather
conditions are defined by a one minute mean maximum wind velocity, a most-probable significant
wave height, and a most-probable wave modal period.
Situations evaluated:
All systems fully operational; all thrusters active and no lack of power.
Present condition with regard to thrusters and generators.

Loss of one or more thruster units.
Loss of one or more power generators (with possible loss of connected thrusters).
The results of the analysis are displayed graphically as wind holding-capability plots. These plots or
rosettes show the limiting one-minute mean wind velocity for all vessel headings. By monitoring
this display, the DPO can view the present operational margins with respect to the environmental
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conditions, and the optimum heading to select for safe operation. The limiting weather conditions
for the different situations are also displayed as numeric information. Using an electronic beating
line the DPO can read out the limiting figures for any vessel heading. The analysis can be updated
every five minutes, taking into account the most recent changes in the environmental conditions.
DP VESSEL CLASSES
A system control and redundancy determines a vessel’s DP class. Classes with complete
redunancy will not lose heading or position from a single fault failure.
DP CLASS 0 DP CLASS 1
Automatic heading control. Automatic heading control.
Manual position control. Automatic position control.
Non complete redundancy.
DP CLASS 2 DP CLASS 3
Automatic heading control. Automatic heading control.
Automatic position control. Automatic position control.
Complete redundancy including Triple redundancy including
thrusters and power. thrusters and power, fire and flooding.
IMO NMD Lloyds ABS BV

Equipment Consiquence DNV Class Notation Class Class Class
Class Class Notation Notation Notation
Class 0 DNV/T DP(CM) DPS-0 DYNAPOS

SAM
Class 1 Class 1 NV-AUTS DP(AM) DP-1 DYNAPOS

AM/AT
Class 2 Class 2 DNV-AUTR DP(AA) DP-2 DYNAPOS

AM/AT R
Class 3 Class 3 DNV-AUTRO DP(AAA) DP-3 DYNAPOS

AM/AT RS
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MATHEMATICAL MODELING IN DP SYSTEM

Wind, waves, current, fire monitors, cable or pipelay tension are some of the forces that cause a DP
vessel to wander off location.
The giro compass, position measuring equipments, wind sensor, vertical reference unit, or motion
reference sensor, measure the vessel’s reaction to “offsetting” forces.
The Mathematical Model is designed to compute the difference between the “setpoint” values and
“offset” values of heading and position. And, to issue thrusters command to counteract offsetting
force(s) to return the vessel to the “setpoint” heading and position.
A Kalman Filter is used to enhance the mathematical modeling process.
The Mathematical Model is a special calculating module (hydro- and aerodynamic vessel
description) that continually calculates the vessel’s response from external distarbences, as well as
from on board actuators (thrusters, etc). The response is indirectly estimated fromsensor data.
Wind speed and wind angle, relatively to a vessel, are parameters of wind disturbance. forces and
moment are calculated based on aerodynamic vessel hull characteristics. Data from follow up
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control system sensors are parameters, instantaneous forces from propellers, rudders and thruster are
calculated.
All vessel particulars: mass, draft, dimensions, hull type, propulsion unit type, thrusters types and
structure and superstructure location, ect. are taken into account in the Mathematical Model, which
is modified in accordance with sea trial data and then applicable to the actual vessel.
The Mathematical Model adjustment is as accurate as possible and describes all possible modes of
vessel motion from axternal disturbances as well as on board actuators.
Advantages:
Multiple position measuring equipments (PNEs) are integrated in the mathematical model to
refine position determination.
Utilizes data from sensors and other sources in the modelling process. Rudder is not required
for rotation control.
Capable of recognizing and abandoning “questionable” data.
Can maintain the vessel headin and position, on a deteriorating basis, after losing input from
PMEs and/or various sensors.
Limitations:
Initial design may be based on conditions that may not fully represent present operating
conditions of the vessel.
The mathematical model generally does not have provision to directly measure tide and
current.
KALMAN FILTER
Vessel motion control algorithms use vessel motion parameters: fore-aft (X axis) and athwartship
forces (Y axis), yaw rate (N axis), heading, and coordinates. Also, it is necessary to know the
parameters of current: speed and angle relatively to a vessel.
However, not all parameters can be measured quite accurately and some of them cannot be
measured at all, therefore it is necessary to estimate these parameters. Parameters are connected
to each other via vessel motion equations and the Mathematical Model allows their estimation.
Vessel motion parameters also depend on axternal disturbances (wave), which cannot be
measured. Wave disturbance is taken into account by wave filters.
The Mathematical Model is not perfect. For this reason, measured data and data received from
the Mathematical Model are used together and are processed by the Kalman Filter algorithm.
The Kalman Filter uses a vessel motion mathematical model for predicting measurements.
Vessel position data comes from several sensors (with different characteristics). Measurements,
processed by filter, are weighed in accordance with their noise levels and then used for updating
of vessel state, received from the Mathematical Model.
The Kalman Filter algorithm allows generation of an optimal estimation of vessel motion
parameters and parameters of current. Also, if measurements are absent, such algorithms allow a
comparatively accurate prediction if vessel motion parameters for some period of time.
Advantages of using a Vessel Model and Kalman Filter:

Filtered sensor signals reduce noise and thrusters activity.
- 13 -
Erroneous data is compared with model data and rejected.

Data of different position measurement equipment combined while matching
thecharacteristics of the individual reference system.
Mode Control or Dead Reckoning (DR) - vessels, with the loss of position or heading inputs,
can remain under automatic control by using estimated data that is based on the
conditions of the previous few minutes.
Vessels have an extended operational window since positioning can be maintained during
more weather conditions.
WAVE FILTER
The Wave Filter is extension of the Kalman Filter. Wave Filters are intended for high-
frequency wave disturbance filtering and low frequency vessel motion extraction. The Wave
Filter takes into account high frequency vessel motion under wave disturbance. Three-
second order filters are used.
For description of wave disturbance along the longitudinal axis.

For description of wave disturbance along the transversal axis.
For description of disturbing moment relative to the vertical axis.
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Dynamic Positioning System Chapter 3 PRACTICAL OPERATION OF A DP SYSTEM
POWER APPLICATION
SWITCH ON
To switch the IVCS 2000 on, independently press the Power pushbuttons on the Main Control Panels of both
consoles. After that a voltage is applied to all system components and the computers are started. In a few
seconds, the IVCS 2000 loads and the Main Screen appears.
NOTE: The console which was loaded first is Master. If both systems start, last station in command is
master.
THE MAIN SCREEN

Select the Real Mode option on the Master console to start the IVCS 2000 operation in Real Mode.
Select the Simulator Mode option on the Master console to start the IVCS 2000 operation in
Simulator Mode.
Select the Services option on the Master (or Hot Standby) console to load the Services Window
The Hours indicator shows total operating time (running hours).
SHUT DOWN
There are two ways to switch off the IVCS 2000 and shut down the computer, correctly. In any case, at first,
it is necessary to switch the system to the Bridge Mode before shutting down. It is recommended to transfer
the system into Standby Mode before switching to Bridge.
Basic method (automatic):
Transfer the system into the Bridge Mode.
Hold the Power Pushbutton on the Hot Standby console for 2 seconds. Then, the IVCS 2000 Hot
Standby console will be unloaded and the computer will be shut down. Then, the LCD &Touch
-1-
Screen power and Control Panels power is switched off immediately and all other system
components power will automatically be switched off in 3 (three) minutes.
Hold the Power Pushbutton on the Master console for 2 seconds. Then, the IVCS 2000 will be
completely switched off in 3 minutes.
Additional method (manual):

Transfer the system into the Bridge Mode.
Exit an operational mode of the IVCS 2000 using Exit Key .
Select Shut Down option in the Main Screen of the Hot Standby console. Then, the computer will be
shut down.
Hold the Power Pushbutton of the Hot Standby console for 2 seconds and power will automatically
be switched off in 3 minutes.
Select Shut Down option in the Main Screen of the Master console. Then, the computer will be shut
down. Hold the Power Pushbutton
of the Master console for 2 seconds and power will automatically be switched off in 3 minutes.
Emergency method - Used only in emergency situation when it is impossible to switch the system into the
Bridge Mode:
Hold the Power Pushbutton on the Hot Standby console for 10 seconds. Then, the
IVCS 2000 Hot Standby console will be unloaded and the computer will be shut down. Then, the
LCD &Touch Screen power and Control Panels power is switched off immediately and all other
system components power will automatically be switched off in 3 (three) minutes. Hold the Power
Pushbutton on the Master console for 10 seconds. Then, the IVCS 2000 will be completely switched
off in 3 minutes.
NOTE: During the shut down process the following inscription is displayed on the LCD:
System is automatically shut down.
Power off request is received.
SYSTEM INITIALIZATION
Thrusters Selected - It is possible at any moment of the IVCS 2000 operation (and also before the
control transfer from the Bridge Mode to the IVCS 2000), to switch On/Off actuators in Auto Mode
operation in the Auto or Manual Thruster Windows, using Actuator Control Buttons. When an
actuator is disabled from Auto Mode operation, it is controlled manually. It is recommended not to
switch more than one actuator off from the Auto Mode. This can result in insufficient thrusts.
Sensors Initialization - When transferring control from the Bridge Mode to the IVCS 2000, make
sure that the data being received from external sensors is correct and that proper processing results.
Red color of the circle means failure of data or data processing.
BRIDGE CONTROL MODE

This mode provides Vessel Control from the Bridge Control Station, using conventional levers, bow thruster
control levers and steering levers or wheel. The IVCS 2000 is in operation and is ready for control
acceptance.
ACTUATOR SYNCHRONIZATION
Before transferring control from the Bridge Mode to the IVCS 2000, it is recommended to perform the
following actuator synchronization using the Manual Actuator Softkeys.
-2-
For Thrusters - Set thruster in a neutral position both in the IVCS 2000 (using the Manual Thruster
Window) and on the vessel’s console (using thruster levers) in order to avoid jumps at the moment of
transferring.
For Rudders and Propellers - Set Rudder and Propeller values for the IVCS 2000 equal to actual
values of real vessel actuators, in order to avoid jumps at the moment of transfer. Otherwise, at the
moment of transfer the system will set the actual values of real vessel actuators as the Actuator Set
Value.
STAND BY CONTROL MODE
This mode provides Vessel Control through the IVCS 2000. It is impossible to control from the Bridge
Control Station. Manual independent control of all vessel actuators is provided in the Standby Control mode.
The system is ready to pass the control to the JDP Mode or to Autopilot Mode at any moment.
JOYSTICK AND KNOB SYNCHRONIZATION
To avoid sudden and large thruster movements, it is necessary to perform the Joystick and/or Knob
synchronization upon receipt of the synchronizing alarm message and voice announcement. Red color of
Knob Match and/or Joystick Match indicators, on active Control Panel, also indicates the necessity to
synchronize.
To synchronize the Joystick and/or Knob, move the Joystick lever and/or rotate the Knob in the direction
pointed by red arrows of Knob Match and/or Joystick Match until they become dim. It is also possible to
achieve synchronization by matching of the Joystick and/or Knob position with the end of Actual Control
Force Vector and/or Actual Control Moment accordingly in the Hold Plot Window.
MANUAL ACTUATORS CONTROL

Manual Actuator Control can be provided in:
Stand By mode: for all vessel actuators.
Autopilot Mode: for rudders.
J/DP Mode: for actuators, disabled from automatic control.
To change an Actuator Set Value use Manual Actuator Control Softkeys (◄►) in the Manual Thruster
Window.
CONTROL TRANSFER
TRANSFER BETWEEN BRIDGE AND THE IVCS 2000

To transfer the control from the Bridge to the IVCS 2000, switch the Steering Selector into the DP position.
Then, the IVCS 2000 is ready for operation in Stand By Mode.
NOTE: In this case, control is transferred to the active Control Panel.
-3-
To transfer the control from the IVCS 2000 to the Bridge, switch the Steering Selector into the Bridge
position. It is recommended to transfer the system into Standby Mode before switching to Bridge for
actuator manual synchronizing.
CONTROL TRANSFER BETWEEN THE MASTER AND HOT STANDBY CONSOLE

For control transfer between The Master and Hot Standby consoles, the Accept Control Pushbutton is used.
A green LED Indicator in the Accept Control Pushbutton indicates that console is in control.
When first switching the IVCS 2000 on, the Main Control panel of the Master Console becomes active.
The Control Transfer Procedure between Master and Hot Standby consoles is - press the Accept Control
button on the Operator Console, where control is to be transferred to, and hold it for two seconds. Control is
then transferred to this console, its LED indicator becomes illuminated, and the one on the previous console
becomes extinguished.
TRANSFER BETWEEN THE MAIN AND PORTABLE CP

The Control Transfer Procedure between Main Control and Portable Control Panels of the Master Console is
the same as described above.
NOTE: If the Portable CP is connected to the Hot Standby Main CP, the Control Transfer Procedure is the
same. In this case, the Hot Standby Console becomes the Master.
NOTE: On transferring control from the Bridge Mode to the IVCS 2000, control is transferred to the active
Control Panel.
JDP CONTROL MODES

In this mode, control is being provided from the Joystick and/or Knob or DP System. J/DP Mode includes
Heading Control and Position Control. The following combinations of manual and automatic control are
available:
MANUAL HEADING – MANUAL POSITION MODE

This full manual IVCS 2000 mode is used for maneuvering at the dock, drilling rigs, etc. To enter
this mode:
Press the J/DP Softkey on the touch screen (if it is not already illuminated). After pressing it blinks.
Press the ENTER Pushbutton on the Control panel or Joystick Pushbutton or the ENTER Control
Softkey to acknowledge (Then, the J/DP Softkey becomes bright green).
Select Manual Heading Mode (similar to J/DP Mode selection (the Softkey MAN in HDG Group).
Select Manual Position Mode, similar to J/DP Mode selection (the Softkey MAN in POS Group).
Manoeuvre the vessel by using the Joystick to set desired Control Force and the Knob to set desired
Control Moment (see the Hold Plot Window).
If the system is in J/DP Mode, an operator can transfer the system from the Auto Heading / Auto Position
Mode to the Manual Heading / Manual Position Mode by holding Hold HDG / Hold POS Pushbutton with
illuminated LED Indicators on the active Control Panel.
AUTO HEADING – MANUAL POSITION MODE

This mode is used for automatically holding selected heading. To enter this mode:
-4-
Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control Softkey to
acknowledge (after that the J/DP Softkey becomes bright green).
Select Auto Heading Mode, similar to J/DP Mode selection (the AUTO Softkey in the HDG Group).
Set desired heading using the Heading Setpoint Editor.
Select Manual Position Mode, similar to J/DP Mode selection (the MAN Softkey in the POS Group). Move
the Joys tick to set desired Control Force (see the Hold Plot Window).
If the system is in J/DP Mode, a DPO can transfer the system to the Auto Heading Mode holding the actual
heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator on the active
Control Panel. To transfer from the Auto Position Mode to the Manual Position Mode, hold the Hold POS
Pushbutton with illuminated LED Indicator on the active Control Panel.
MANUAL HEADING – AUTO POSITION MODE

This mode allows manual control of the vessel heading while position is held constant via the DP controller.
To enter this mode:
Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Control
Softkey to acknowledge (after that the J/DP Softkey becomes bright green).
Select Manual Heading Mode, similar to J/DP Mode selection (the MAN Softkey in the HDG
Group).
Select Auto Position Mode, similar to J/DP Mode selection (the AUTO Softkey in the POS Group).
Set desired point of positioning using the Position Setpoint Editor.
Rotate the Knob to set desired Control Moment (see the Hold Plot Window).
If the system is in J/DP Mode, the DPO can transfer the system to the Auto Position Mode holding the actual
vessel Lat. and Long. as the point of positioning by pressing the Hold POS Pushbutton with the non-
illuminated LED Indicator on the active Control Panel.
To transfer from the Auto Heading Mode to the Manual Heading Mode, hold the Hold HDG Pushbutton
with illuminated LED Indicator on the active Control Panel.
AUTO HEADING – AUTO POSITIONING MODE

This full automatic IVCS 2000 mode is used for most activities at the worksite. To enter mode:
Select Auto Heading Mode, similar to J/DP Mode selection (the Softkey AUTO in HDG Group).
Set desired heading using the Heading Setpoint Editor. Select Auto Position Mode, similar to J/DP
Mode selection (the AUTO Softkey in the POS Group).
If the system is in J/DP Mode, the DPO can transfer the system to the Auto Heading Mode holding the actual
heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator on the active
Control Panel.
If the system is in J/DP Mode, the DPO can transfer the system to the Auto Position Mode holding the actual
vessel Lat. and Long. as the point of positioning by pressing the Hold POS Pushbutton with the non-
-5-
MANUAL SURGE MODE

This Manual Surge & Auto Sway Mode provides Joystick manual control of fore-aft motion and automatic
holding of athwartships position. To enter this mode:
Softkey to acknowledge (after that the J/DP Softkey becomes bright green).
Select Manual Surge Mode, similar to J/DP Mode selection (the man SURGE Softkey in the POS
Group).
Make a fore-aft Joystick motion to set the desired Control Force (see the Hold Plot Window).
MANUAL SWAY MODE

This Manual Sway & Auto Surge Mode provides Joystick manual control of athwartships motion and
automatic holding of athwartships position. To enter this mode:
Press the ENTER Pushbutton on Control Panel or Joystick Pushbutton or the ENTER Control
Select the Manual Sway Mode, similar to the J/DP Mode selection (the man SWAY Softkey in the
POS Group).
Set a desired point of positioning using the Position Setpoint Editor.
Make athwartships Joystick motion to set desired Control Force (see the Hold Plot Window).
SPEED VECTOR MODE

The Speed Vector Mode provides Joystick control of vessel speed vector. To enter this mode:
Select the Speed Vector Mode, similar to the J/DP Mode selection (the SPEED vect Softkey in the
POS Group).
Use the Joystick to set desired Vessel Speed Vector (see the Hold Plot Window).
ROV FOLLOWING MODE

This mode enables the vessel to automatically follow a moving target (ROV - Remote Operated
Vehicle) and keeps the vessel at a constant position relative to the ROV, with all possible
variants of vessel heading control. To enter this mode:
^ Press the J/DP Softkey on the touch screen (if it is not already illuminated). After
pressing it blinks.
^ Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER
Main Soft Key to acknowledge (Then, the J/DP Softkey becomes bright green).
& Press the Select Windows Main Softkey and set the ROV window.
^ Set one of the active beacons as the ROV in the ROV Follow Window. At this time the
ROV Main Softkey and the ROV button in the Heading Setpoint Editor become active
(bright green) and the ROV symbol appears on the Motion Plot.
® Set ROV Following Mode parameters. It is possible to change set parameters at any
moment during the IVCS 2000 operation.
-6-
•O Select Heading Mode (it can be changed at any moment of the ROV Following
operation):
l» Manual Heading.
I*1 Auto Heading:
Hold Heading.
Set/Offset Heading.
Min Power Heading.
System Selected Heading - ROV follow with heading directed to the moving
target at every moment.
•0 To start ROV Following, press the ROV Main Softkey. The ROV Active Window
appears. Press the Follow softkey.
O To pause ROV Following, press the ROV Main Softkey. The ROV Active Window
appears. Press the Pause softkey.
O To switch off the ROV Following Mode, select any other IVCS 2000 Control Mode.
TRACK CONTROL (LOW SPEED) MODE

This mode provides the vessel movement at low speed along the selected route, with all possible variants of
vessel heading control. To enter this mode:
Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key
to acknowledge (Then, the J/DP Softkey becomes bright green).
Press the Select Windows Main Softkey and set the Select Route window (the Route softkey).
At this time the graphic presentation (polyline) of the current route from the Route List appears
on the Motion Plot.
Select a route with Low Speed status. Edit it if necessary. Or, create a new Low Speed route.
Set the selected route as Active. At this time:
The selected route row color in the Select Route Window is changed to dark red.
Graphic presentation of the selected Active route appears on the Motion Plot (dark red polyline).
Waypoint list of the selected Active route appears in the Track Control Window.
Main Softkey TRACK becomes active (bright green).
NOTE: If you occasionally set a route with the High Speed status as Active, it won’t be possible to load the
Track Control (Low Speed) Mode.
Set Track Control (Low Speed) Mode parameters. It is possible to change set parameters at any moment
during the IVCS 2000 operation. Select Heading Mode (it can be changed at any moment of the Low Speed
tracking):
Manual Heading.
Auto Heading:
Hold Heading.
Set/Offset Heading.
Min Power Heading.
-7-
To stat Low Speed Tracking, press the TACK Main Softkey (POS Group). The Track Control (Low Speed)
Active Window appears. Press the Follow softkey. To pause Low Speed Tracing, press the TRACK Main
Softkey. The Track Control (LowSpeed) Active Window appears. Press the Pause softkey.
To switch off the Track Control (Low Speed) Mode, select any other IVCS 2000 Control Mode.
ACTIVE WIND COMPENSATION

This mode is used for compensation of wind disturbance only in J/DP Mode. To enter this mode:
Select the Auto Wind Compensation, similar to the J/DP Mode selection (the AWC Softkey in the
FUNC Group).
REMOTE COR
This mode can be use only with the Manual Heading submode of the J/DP mode. The procedure for Remote
COR adjustment:
Enter the J/DP Mode.
Select necessary combination of Heading and Position sub modes (see description above).
Press the remote COR Softkey in FUNC Group. After pressing it blinks.
Softkey to acknowledge. Then, the remote COR Softkey becomes bright green and COR Switch
appears.
Select COR Position using COR Switch.
To change COR location:

Press the remote COR Softkey in the FUNC Group, after that the COR Switch appears. Set desired
COR Position. OR,
Use the Joystick Mode Parameters Window.
NOTE: May use the Joystick Mode Parameters Window for COR location changing only if the COR is out
of the vessel center (at this time the remote COR Softkey is bright green). If the system is in J/DP Mode, the
DPO can promptly change COR location by pressing the Remote COR Pushbutton with the non-illuminated
LED Indicator on the active Control Panel. At this time, the COR location will be transferred according to
COR settings in the Joystick Mode Parameters Window (in Bow or in Stern).
To transfer the COR location into Center Position, press Remote COR Pushbutton with illuminated LED
Indicator on the active Control Panel.
THRUSTER MOTOR START PREPARATION

This procedure can be executed only in the J/DP mode. The Thruster Motor Start is possible under the
following Start Conditions:
The Shaft Generator, to which the thruster is connected, provides power.
The Generator circuit-breaker is connected to the same bus with the starting thruster.
Not more than one bow and one stern thruster is connected to the same generator.
-8-
To prepare the thruster motor starts:

Switch on all the needed circuit breakers (Generator circuit breaker, Bus Tie circuit breaker) in order
to provide the thruster power supply from the required generator.
Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER Main Soft Key
to acknowledge (Then, the J/DP Softkey becomes bright green).
Press the Select Windows Main Softkey and set the Power Monitoring window.
Press the Start Pushbutton near the thruster, which you are going to start. After pressing, it blinks
while the Thruster Motor Start Preparation Procedure is being executed.
When this Pushbutton changes to light green Ready to start, then, the thruster circuit breaker can be
switched on manually.
After starting, the thruster is in the Manual Control Mode. To use it in DP, the operator should transfer it to
the Auto Thruster Mode.
JDP CONTROL ADJUSTMENT
JOYSTICK AND KNOB GAIN
To set Joystick and Knob gain:

Press Param Softkey in the Windows Select Area to load the Parameters Window.
Select Joystick Mode Parameters Window (JST Softkey).
Press the Change Softkey to select Joystick Gain: Normal, High, or Progressive.
Press the Apply Softkey in the Heading Mode Parameters Window.
COR LOCATION
To set COR location:
Select Joystick Mode Parameters Window (JST Softkey).
Press the Change Softkey to select COR location in Bow or in Stern.
Press the Apply Softkey in the Heading Mode Parameters Window to apply settings. This is only
possible, if the remote COR Softkey is bright green.
The set COR value will be used when pressing the Remote COR button on the active Control Panel and also
this value will be set in COR Selector by default.
DESIRED HEADING
To set a new heading or to hold an actual heading:
Press the AUTO Softkey in the HDG Group, after that the Heading Setpoint Editor appears. The
Heading Setpoint Editor allows the following actions: Hold Heading - hold an Actual Vessel
Heading as the Heading Setpoint, do the following:
Press the OK Softkey for set heading acknowledgement. The Hold HDG LED indicator is
illuminated on the active Control Panel.
-9-
NOTE: If the system is in the J/DP Mode an operator can transfer the system to the Auto Heading Mode
holding the actual heading by pressing the Hold HDG Pushbutton with the non-illuminated LED Indicator
on the Control Panels.
Set Heading - To set a new Heading:
Enter desired Heading Setpoint value (0° – 359.9°) into Editing Field using
Numeric Keypad. If the Heading Setpoint is out of range 0° – 359.9°, the system will generate an
alarm message.
Press the OK Softkey for set heading acknowledgement.
NOTE: It won’t be possible to set other characteristics in the Parameters Window or to load a different mode
if the Heading Setpoint Editor is active.
Set desired Heading Setpoint value - Heading Setpoint value is shown in Heading
Display. OR,
Use the Heading Mode Parameters Window:
Select Heading Mode Parameters Window (HDG Softkey).
Press the Set Softkey, after that the Heading Setpoint Editor appears.
Set desired Heading Setpoint value (see description below).
Press the Apply Softkey in the Heading Mode Parameters Window for set Heading value adjustment
or press the Cancel.
OFFSET HEADING
To input the new Heading as an offset of Actual Heading Setpoint:
Press the Offset Softkey, value of Editing Field become zero.
Enter desired Heading Setpoint offset.
Press the OK Softkey for acknowledgement.
MIN POWER HEADING

To display an automatically calculated Min Power Heading value in the Heading Editing Field, press the
Min Pwr Softkey. Press the OK Softkey to automatically hold calculated Heading value.
SYSTEM SELECTED HEADING FOR THE ROV FOLLOWING MODE

To load the System Selected Heading for the ROV follow Mode (ROV following with heading)
directed to the moving target at every moment), press the ROV Main softkey in the HDG group.
NOTE: The ROV Main Softkey is active only when one of active beacons is set as the ROV (only in the
ROV Follow Mode).
SYSTEM SELECTED HEADING FOR THE TRACK CONTROL (LOW SPEED) MODE
To load the System Selected Heading for the Track Control (Low Speed) Mode (Track Control with heading
directed to the next waypoint at all times), press the TRACK Main softkey in the HDG group.
NOTE: The TRACK Main Softkey is active only in the Track Control (Low Speed) Mode.
DESIRED POSITION
- 10 -
To set a new point of positioning:

Press the AUTO Softkey in the POS Group, after that the Position Setpoint Editor appears.
Set. OR,
Use Position Mode Parameters Window:
Press the Param Softkey in the Windows Select Area to load the Parameters Window.
Select heading Mode Parameters Window (Pos Softkey).
Press the Set Softkey, after that the Position Setpoint Editor appears.
Set desired Position Setpoint value (see description below).
Press the Apply Softkey in the Position Mode Parameters Window.
The Position Setpoint Editor allows the following actions:
HOLD POSITION
To hold the actual vessel Lat. and Long. as the point of positioning (Position Setpoint):
Press the Hold Softkey. The actual vessel Lat. and Long. values appear in the Editing Field.
Press the OK Softkey for set point of positioning acknowledgement.
SET POSITION
To set a new point of positioning:

Enter desired Positioning Setpoint value into Editing Field using Numeric Keypad.
Press the OK Softkey for set point of positioning acknowledgement. The Hold POS
LED indicator is illuminated on the active Control Panel.
NOTE: If the system is in the J/DP Mode, an operator can transfer the system to the Auto Position Mode
holding the actual vessel position pressing the Hold POS Pushbutton with the non-illuminated LED
Indicator on the Control Panels.
OFFSET POSITION
To input the new point of positioning as an offset of Actual Position Setpoint:

Press the Offset Softkey.
Choose TRUE or REL offset entering.
Enter desired Position Setpoint offset.
Press the OK Softkey for acknowledgement.
NOTE: It won't be possible to set other characteristics in the Parameters Window or to load a
different mode if the Position Setpoint Editor is active.
HEADING CONTROL ADJUSTMENT
Heading Gain - To set Heading gain:

Select Heading Mode Parameters Window (HDG Softkey).
Using < and > buttons set necessary values from the range: 6, 12, 18, 24, 30, 60, 120.
Press the Apply Softkey in the Heading Mode Parameters Window to acknowledge.
- 11 -
Heading Limit.
POSITION CONTROL ADJUSTMENT
Position Gain - To set Position gain:

Select Position Mode Parameters Window (Pos Softkey).
Using < and > buttons set necessary values from the range: 1..100.
Press the Apply Softkey in the Position Mode Parameters Window to acknowledge.
Position Limit.
Vessel Speed Limit.
THRUSTER LIMITS
To set Thruster Limits:

Select TAL Mode Parameters Window (Thr Lim Softkey).
Using < and > buttons set required limit values for each actuator from the range: 1-100%, and for
Rudders: 0°..65°.
Press the Apply Softkey in the TAL Mode Parameters Window to acknowledge.
In the J/DP Mode set limits are indicated by red triangles in the Auto/Manual Thruster Window.
POWER LIMITS
To set Power Limits:

Select Power Limits Parameters Window (Pow Lim Softkey).
Using < and > buttons set required limit values for each thruster, engine, or generator
from the range: 1-100%.
Press the Apply Softkey in the Power Limits Parameters Window to acknowledge.
In the J/DP Mode, set limits are indicated by red lines in the Power Monitoring Window.
ROV FOLLOW PARAMETERS ADJUSTMENT
To set ROV Follow Parameters:

Select ROV Follow Mode Parameters Window (ROV Softkey).
Set Reaction Radius and Stop Radius for ROV Following.
Set ROV Follow speed.
Press the Apply Softkey in the ROV Follow Mode Parameters Window to acknowledge.
TRACK CONTROL (LOW SPEED) MODE PARAMETERS ADJUSTMENT
- 12 -
To set ROV Follow Parameters:

Select Track Control (Low Speed) Mode Parameters Window (TRACK Softkey).
Select Track Control Strategy.
Set Vessel Speed for Low Tracking.
Set Off track Limit.
Set Track Gain.
Press the Apply Softkey in the Track Control (Low Speed) Mode Parameters Window to
acknowledge.
ROUTE LIST EDITING
Open the Select Route window for the Route List modifying.
NEW ROUTE CREATION
To create a new route:

Using the t and -I softkeys, select a row in the Route List, where you wish to insert a
new route.
Press the Add Route control button.
A new row appears above the selected one. By default a new route has the New Route name and
Low Speed status. A waypoint list of the new route is empty by default.
ROUTE EDITING
To edit route characteristics:

Using the t and -I- softkeys select a row in the Route List, which is necessary to edit. All
characteristics of the selected route are indicated in the lower part of the Select Route
Window.
Press the Edit Route control button. Control buttons of the lower part of the window
become active and control buttons of the upper part of the window - inactive.
To edit a name of the route, press the Route Name button. The Route Name Editor
appears. Using the Alpha-numeric keypad, input the new name of the route and press the
OK button for acknowledge.
To change route status, press the Set Status control button.
Using buttons Add Point, Edit Point, and Del Point, edit a waypoint list of the route (see
below).
Press the OK button for acknowledgement of new characteristics of the selected route.
ROUTE REMOVAL
To remove a route from the Route List, do the following:

Using the t and 4 softkeys select a route in the Route List, which you wish to delete.
Press the Del Route control button.
- 13 -
WAYPOINT LIST EDITING
NEW WAYPOINT CREATION
To add a new waypoint to the WP List:

Using the t and -I softkeys, select a row in the WP List, where you wish to insert a
waypoint.
Press the Add Point control button.
A new row appears above the selected one. By default coordinates of the next waypoint are set as
new waypoint coordinates.
If the added waypoint is the first, coordinates of the Motion Plot center are set as new waypoint
coordinates.
WAYPOINT COORDINATES EDITING
To edit WP coordinates:
Using the t and 4- softkeys select a waypoint, which coordinates should be edited.
Press the Edit Point control button.
The Waypoint Editor appears. Using the numeric keypad input the new WP coordinates (similar
to Position Setpoint editing, see items 5.7.4.1 - 5.7.4.3) and press the OK button for
acknowledge.
WAYPOINT REMOVAL
To remove a WP from the Waypoint List:

Using the t and -I softkeys select a waypoint, where you wish to delete.
Press the Del Point control button.
AP CONTROL MODES
The Autopilot Mode is used for Heading Control when underway moving ahead. Propellers are
working synchronously. Vessel Speed control is provided by propeller RPM control from the
Bridge Control Station. Synchronized rudders controlled by the IVCS 2000 provide heading
Control. The following modes are available:
MANUAL COURSE KEEPING
Direct Manual Control of synchronized rudders, using the Rotary Knob. To enter this mode:
Press the AP Softkey on the touch screen (if it is not already illuminated). After pressing,
- 14 -
it blinks.
Press the ENTER Pushbutton on Control panel or Joystick Pushbutton or the ENTER
Control Softkey to acknowledge (after that the AP Softkey becomes bright green).
Select Manual Heading Mode, similar to AP Mode selection (the Softkey MAN in HDG
Group).
Maneuver the vessel by the Knob to set desired rudder angle (see the Hold Plot Window).
If the system is in A/P Mode, an operator can transfer the system from the Auto Heading Mode
to the Manual Heading Mode holding the Hold HDG Pushbutton with illuminated LED
Indicators on the active Control Panel.
AUTO COURSE KEEPING
Automatic holding of Heading. To enter this mode:

Press the AP Softkey on the touch screen (if it is not already illuminated). After pressing
it blinks.
Control Softkey to acknowledge (after that the A/P Softkey becomes bright green).
Select Auto Heading Mode, similar to A/P Mode selection (the AUTO Softkey in the
HDG Group).
Set desired heading using the Heading Setpoint Editor.
If the system is in A/P Mode, an operator can transfer the system to the Auto Heading Mode
holding the actual heading by momentarily pressing the Hold HDG Pushbutton with the non-
TRACK CONTROL (HIGH SPEED) MODE
This mode provides route following with automatic control of vessel heading. Operator using
Engine Telegraph controls vessel speed along the track in this mode manually. To enter this
mode:
Press the AP Softkey on the touch screen (if it is not already illuminated). After pressing
it blinks.
Main Soft Key to acknowledge (after that the J/DP Softkey becomes bright green).
Press the Select Windows Main Softkey and set the Select Route window (the Route
softkey).
At this time the graphic presentation (polyline) of the current route from the Route List
appears on the Motion Plot.
Select a route with High Speed status. Edit it if necessary. Or, create a new High Speed
route.
Set the selected route as Active. At this time:
The selected route row color in the Select Route Window is changed to dark red.
Graphic presentation of the selected Active route appears on the Motion Plot (dark
red polyline).
Waypoint list of the selected Active route appears in the Track Control Window.
Main Softkey TRACK in the POS group becomes active (bright green).
NOTE: If you occasionally set a route with the Low Speed status as Active, it won't be
possible to load the Track Control (High Speed) Mode.
- 15 -
Set Track Control (High Speed) Mode parameters. It is possible to change set parameters
at any moment during the IVCS 2000 operation.
To start High Speed Tracking, press the TRACK Main Softkey (POS Group).
To switch off the Track Control (High Speed) Mode, select any other IVCS 2000 Control
Mode.
AP CONTROL ADJUSTMENT
Select Auto Pilot Parameters Window (AP Softkey).
Using < and > buttons set required values: Rate of Turn from the range: 6, 12, 24,30,60,120°/min.
Heading Limit from the range: 2,3,5,10,15,30°.
Heading Gain from the range: 1 .. 10.
Rudder Limit from the range: 5,10,15,20,25,30,35,40,45,50,55,65°.
Rudder Dead Zone from the range: 0.1…3°.
Set Turn Radius for the Track Control (High Speed) Mode.
Set Off Track Limit for the Track Control (High Speed) Mode.
Set Track Gain.
Press the Apply Softkey in the View Setting Window to acknowledge.
DISPLAY ADJUSTMENT
Select View Settings Window (View Softkey).
Using Change or <> buttons set required values:
Grid On/Off.
Sub Grid On/Off.
Units (m, ft, cables, Lat. Long.).
Palette Day/Night.
Auto View On/Off.
View True/Relative.
Scale 128 – 0.125.
Trace On/Off. Step 10,30,60,600,1800,3600 sec.
Press the Apply Softkey in the View Setting Window to acknowledge.
- 16 -
SIMULATOR OPERATIONS
INITIALIZATION
Carry out the following steps to operate the IVCS 2000, in the Simulator Mode:
Load the IVCS 2000.
Select Simulator Mode in the Main Screen. Then, the Edit Starting Conditions
Window
appears, where you should set initial conditions for.
Vessel Speed, Heading, and Position (Lat. Long) - Conditions Mode (the
Conditions
Softkey).
Wind Speed, Wind Direction, Current Speed, Current Direction, Water Depth,
Wave
Height, Wave Direction - Disturbance Mode (the Disturb Softkey).
To set the required value, press the Edit Softkey and corresponding Editor appears
below
the Edit Starting Conditions Window.
Press the OK Softkey in Edit Starting Conditions Window for acknowledgement of set
initial values and to load the IVCS 2000 in the Simulator Mode,
SIMULATION
After carrying out actions above, the IVCS 2000 is ready for operation in the Simulator
Mode.
You can then, operate the same as in the Real Mode.
STATUS AND ALARM MESSAGE
The system provides an alarm report in the Alarm Window and Alarm Monitor.
To load the Alarm Window, select the Alarm Softkey in the Windows Select Area.
To load the Alarm Monitor, press the Monitor Softkey in the Alarm Window or select
Services -^ Alarm Monitor option in the Main Screen.
There are two independent alarm states:

Acknowledged / Not Acknowledged alarm. To acknowledge the current alarm, press
the
ACK Softkey in the Alarm Window.
Current / Past alarm.
Start Time of alarm - time when the alarm was generated by the 1VCS 2000.
Stop Time of alarm - time when an alarmed fault was cleared.
For example, if the Main Control Panel was accidentally disconnected, the system
generates the
alarm Main control panel: connection lost. The Start Time is time of alarm generation.
This
alarm is current until the connection is restored and the Stop Time is time of restoration.
Also, information concerning the last current not acknowledged (or last not
acknowledged)
alarm appears, in the Last Alarm/Message Line.
- 17 -
CONTROL MODES AND FUNCTIONS
BRIDGE CONTROL MODE
Provides vessel control from the Bridge Control Console, using Engine Telegraph
Levers, Bow
and Stern Thruster Control Levers, and Steering Levers Or Wheel. The 1VCS 2000 is in
operation and is ready for control acceptance.
STANDBY CONTROL MODE
Provides vessel control through the 1VCS 2000. It is impossible to control from the
bridge
control station. Manual independent control of all vessel actuators is provided in the
standby
control mode. The IVCS 2001 enters this mode after been switched on. The system is
ready to
pass the control to the J/DP Mode or to Autopilot mode at any moment.
JDP CONTROL MODE
Provides control through the joystick or DP System. J/DP mode includes Heading
Control and
Position Control.
HEADING CONTROL
Vessel Heading Control is provided manually or automatically by means of control

moment
generation. The operator is able to choose the following modes:
Manual Heading - provides control of vessel heading from the Main Control Panel
or
Portable Control Panel by knob rotation, which generates a control moment.
Auto Heading - used for automatically holding a selected heading. The following
functions are available:
Hold Heading - holds current heading.
Set Heading - sets new course and steers to it, automatically.
Minimal Power Heading - automatic course holding based on a calculated
heading,
which minimizes the disturbance due to the effects of wind, waves, and
current. This
results in minimum DP activity and minimum power consumption.
POSITION CONTROL
- 18 -
This mode provides control of athwartships and fore-aft vessel motion.
MANUAL POSITIONING (JOYSTICK MODE)
Controls the vessel positioning. Fore-aft and athwartships forces from propellers, rudders,
and
thrusters are commanded by the joystick lever movement in two axes. It is used for vessel
positioning at dock maneuvering, drilling rigs, etc.
AUTO POSITIONING
Automatic position-keeping mode maintains the vessel in a selected position. The

following
functions are included:
Hold Position - holds present position.
Set Position - sets new position and move to it.
Offset Position - sets position, offset by a selected distance from another position.
SEMI-AUTOMATIC CONTROL
Most commonly used when mooring. The following functions are included:
Manual Surge & Auto Sway - joystick manual control of fore-aft motion (set heading
direction) and automatic holding of athwartships position.
Auto Surge & Manual Sway - joystick manual control of athwartships motion and
automatic holding of fore-aft position (set heading direction).
Manual Speed Vector - joystick control of vessel speed vector.
REMOTE OPERATED VEHICLE FOLLOWING
Enables the vessel to automatically follow a moving target (ROV - Remote Operated
Vehicle)
and keeps the vessel at a constant position relative to the ROV. To operate this mode, the
vessel
should be equipped with a Hydroacoustics Position Measurement Equipment for
monitoring its
position relative to the ROV. The following Heading functions are available:
Auto Heading:
Hold Heading - holds a current vessel heading when following an ROV.
Set Heading - sets new heading and holds it automatically when following an
ROV.
System Selected Heading - ROV follow with heading directed to the moving
target at all times.
Manual Heading - manual heading control by knob rotation.
In the ROV Follow Mode the DPO sets:

Reaction Radius (RR) (Watch Circle) - defines a circle of operation, within which
the
ROV can move without causing the vessel to move. It only moves when it crosses
- 19 -
the
boundary of the circle of operation. The center of this circle is the ROV.
Maximum value of ROV Follow Speed - a constant speed of vessel movement
when
following an ROV. A speed vector is always directed towards the ROV in this
mode.
A Stop Radius (SR), which is automatically determined based on the Watch Circle
and
defines a circle at which the vessels stops when entering it. The ROV is at the
center of
this circle.
ROV FOLLOWING OPERATION
Position 1. The vessel is outside of the Reaction Radius (Watch Circle) and moving
towards the
target. The target is moving forward.
Position 2. The vessel is moving towards the target, crossing the Watch Circle. The target
is
moving forward.
Position 3. The vessel is inside the circle of operation. It has entered the Stop Radius and
is
stopped. The target is moving forward.
Position 4. The vessel is inside the circle of operation. It does not move. The target is
moving
forward.
Position 5. The vessel has crossed the circle of operation. It starts moving. The target is
moving
forward.
TRACK CONTROL (LOW SPEED)
Vessel travels along the connecting line (leg) between two waypoints from the selected
- 20 -
route
(track). For Low Speed Track Control, the speed of the vessel along the track is controlled
very
accurately, in order to provide precise vessel movement along the leg. It is possible to
add,
modify, or delete the route. There is a special waypoint table for every route, where
waypoints
can be inserted, modified, or deleted as required. The following Heading functions are
available:
Auto Heading:
Hold Heading - holds a current vessel heading when under Track Control.
Set Heading - sets new heading and hold it automatically when under Track
Control.
System Selected Heading - Track Control with heading directed to the next
waypoint
at all times (BTW).
Manual Heading - manual heading control by knob rotation.
There are two possible strategies for Track Control Mode (Low Speed):
To slow down at every waypoint before movement towards the next one. This allows
the
vessel to stay on a route (even in the case of large course changes).
To pass a waypoint on a segment of the circle. DPO specifies the radius of the circle.
The
same radius is used for all waypoints.
- 21 -
In the Track Control (Low Speed) Mode - DPO sets the following:
<> Set Vessel Speed - vessel speed value for movement under Track Control.
O Off Track Limit - DPO sets a distance (from the vessel to a track) within which the
vessel can move on either side of the track. When this limit is exceeded, the system gives
an alarm.
O Track Gain - DPO an operator sets Track Control Controller sensitivity.
The following information is displayed under Track Control:

XTE
DTW
BOD
BTW
TRACK CONTROL INFORMATION

NOTE: When the Track Control mode is switched on, the vessel moves to the nearest leg of the route and
then, follows the next one.
The Track Control Mode (Low Speed) can be started if the distance between the vessel and the nearest leg of
the route is less than 300 feet.
The operator may select either Manual Heading or Auto Heading in all Joystick and DP modes.
The table on the following page contains the full list of system modes.
- 22 -
MODE CONFIGURATION
JOYSTICK MODE
Manual Position (MP) & Manual Heading (MH)

Manual Position & Auto Heading (AH)
DP MODE
Semi- Manual Surge / Auto Surge / Manual Speed

Auto Sway Manual Sway Vector
Automatic
MSurge & MH Msway & MH MSpeed & MH
MSurge & AH Msway & AH MSpeed & AH
Auto- Auto Position & Manual Heading
Positioning
Auto Position & Auto Heading
ROV Following
ROV Following & Manual Heading
ROV Following & Auto Heading
ROV Following & System Selected Heading
Track Control Low Speed Tracking & Manual Heading
(Low Speed)
Low Speed Tracking & Auto Heading
Low Speed Tracking & System Selected Heading
AUTOPILOT MODE
Manual Course Keeping

Auto Course Keeping
Track Control (High Speed)
- 23 -
AUTOPILOT CONTROL MODE

Used for heading control when underway moving ahead. Propellers are working synchronously.
The DPO, using the Engine Telegraph, provides vessel speed control manually. The synchronized rudders
provide heading control. The following modes are available:
Manual Course Keeping - direct manual control of synchronized rudders, using the rotary knob.
Auto Course Keeping - automatic heading holding.
The following functions are included:
Hold Heading – holds present course.
Set Heading – sets a new course and steer to it automatically.
TRACK CONTROL (HIGH SPEED)
The vessel travels along the connecting line (leg) between two waypoints from the selected route (track).
High Speed Track Control - DPO using the Engine Telegraph controls the speed of the vessel along the track
manually. Vessel Heading is controlled by the IVCS (using synchronized rudders). In this mode, the vessel
is always moving forward to the next waypoint.
It is possible to add, modify, or delete the route. There is a special waypoint table for every route, where
waypoints can be inserted, modified, or deleted as required.
The following illustrates a vessel movement in the Track Control (High Speed) Mode. When passing a
waypoint, the vessel moves on a segment of the circle. DPO specifies the radius of the circle. The same
radius is used for all waypoints.
In the Track Control (High Speed) Mode - DPO sets the following:
Set Turn Radius - radius of a turning circle.
Off Track Limit - the operator can set a distance (from the vessel to a track) within which
the vessel can move on either side of the track. When this limit is exceeded, the system
gives an alarm.
- 24 -
Track Gain - an operator sets Track Control Controller sensitivity.
The following information is displayed under Track Control:

XTE
DTW
BOD
BTW
The Track Control Mode (High Speed) can be started if the distance between the vessel and the
nearest leg of the route is less than 0.3 mile and difference between the vessel heading and BOD
is not more than 45°.
TRACK CONTROL (HIGH SPEED) MODE STARTING CONDITIONS
NOTE: When the Track Control mode is switched on, the vessel moves to the nearest leg of the
route and then, follows the next one.
- 25 -
CONTROLS AND INDICATORS
Each of two Operator Consoles consists of an LCD display with touch screen, Main Control
Panel, and Alarm Speaker.
All computers, PLCs, power supplies, interconnecting LAN data, busses and sensors are
duplicated by redundant circuits. Both systems are identical and either one may be selected as
"Master" and the active console at start-up.
When the "Master" console is active it controls the vessel. The "Hot Standby" console is passive
and it displays all actions of the "Master" console only. It is possible to transfer control from the
"Master" to the "Hot Standby" system at any moment. At this time, the "Hot Standby" system
becomes the "Master" and vice versa.
One Operator Console is Forward Facing and another is Aft Facing. All descriptions and figures
in this Manual are for Forward Facing Console ("Master").
POWER PUSHBUTTON
Used for switching system power On/Off. The button is illuminated when the power is on. To
switch power off, it is necessary to hold this button for 2 seconds, after which the Computer will
be shut down. Then, the LCD and Touch Screen power and Control Panels power is switched off
immediately and all other system components will automatically be switched off in 3 (three)
minutes.
The "Power" pushbutton is equipped with a green LED Indicator, which is illuminated when the
Computer is connected and is an indicator of Control Panel and Computer operation.
NOTE: Each Operator Console (A and B) should be switched On/Off separately.
STEERING SELECTOR
The Steering Selector is the main switch, which allows the IVCS 2000 to accept control. It is not
a part of the IVCS 2000 system and it is located on the Steering Console. There are two positions
of the Steering Selector:
Bridge - Vessel Control from Bridge Control Station.
DP - Vessel Control from the IVCS 2000 ("Master" console).
“BRIDGE” MODE INDICATORS

The red “Bridge” LED Indicator is illuminated, when the IVCS 2000 is in the Bridge Mode, i.e.
Vessel Control is provided from the Bridge Station when the Steering Selector is in the “Bridge”
position. When the IVCS 2000 (DP) controls the Vessel, the “Bridge” LED indicator is not
illuminated.
MANUAL PROPULSION CONTROLS
-1-
Heading Control Knob - This is the stay-put Rotary Control Knob with center detent, which
directly controls the proportional heading control moment when Manual Heading Mode is selected.
When the Autopilot Mode is selected, the Control Knob is used to control rudder angle.
Position Control Actuator (Joystick) - This is two-axis stay-put Joystick used in Manual
Position Mode, for selecting thrust levels for the fore-aft and athwartships axis. Force level is
proportional to the deflection in each axis.
It is also possible to control the Vessel Speed vector by Joystick in the Manual Speed Vector Mode.
Matching Indicators - These are intended to indicate the Joystick and/or Rotary Knob
adjustment necessary to maintain the current DP thrust when changing to manual from automatic
position keeping. It eliminates the unwanted jump in positioning control, which would otherwise
occur.
CONTROL TRANSFER PUSHBUTTON AND INDICATOR

The “Accept Control” Pushbutton is assigned for Control transfer between “Master” console and
“Hot Standby” console and between Main Control Panel and Portable Control Panel of the “Master”
Console. A green LED Indicator in the “Accept Control” Pushbutton indicates that console is in
control. When first switching the IVCS 2000 on, the Main Control panel of the “Master” console
becomes active.
To start Control Transfer Procedure between “Master” and “Hot Standby”, press the “Accept
Control” button on the Operator Console, where control is to be transferred to, and hold it for two
seconds. Control is then transferred to this console, its LED indicator becomes illuminated and that
on the previous console becomes extinguished.
The procedure to start Control Transfer Procedure between Main Control and Portable Control
Panels of the “Master” Console is the same as described above.
NOTE: If the Portable CP is connected to the “Hot Standby” Main CP, the Control Transfer
Procedure is the same.
The “Accept Control” Touchscreen Control Button on the display serves the same function.
Enter Pushbutton – This is used to acknowledge the Touchscreen button requests. The button
on the top of Joystick lever and the “Enter” Touchscreen Control Button on the display serve
the same function.
Alarm Acknowledge - This is used to acknowledge new alarm conditions as displayed in the
alarm window (and on last alarm/message line) of the led.
Lamp Intensity - There are two buttons “dimmer +/-” on the control panel, which are used
for increasing/decreasing panel illumination. for lamp test, press both these buttons, simultaneously.
Hold Heading Pushbutton And Indicator - the “hold hdg” pushbutton and indicator can be
operated only in the j/dp and auto pilot modes and is used to lock in the present heading for
automatic course control. A momentary press will engage, the led indicator goes out, and the system
passes to the manual heading mode. To take manual control, it will be necessary to synchronize the
heading knob with its led indicators.
HOLD POSITION PUSHBUTTON AND INDICATOR

The “Hold POS” Pushbutton and Indicator can be used only in the J/DP Mode and is used to select
the Auto Position Mode. When pressed momentarily, the actual vessel’s position is locked in for
automatic position holding. When held down steady, the LED indicator goes out and the system
-2-
passes to the Manual Position Mode. To take manual control, it will be necessary to synchronize the
Joystick with its LED indicators.
CENTER OF ROTATION PUSHBUTTON AND INDICATOR

Press the “Remote COR” button to transfer Center of Rotation from center of gravity to stern or to
bow, depending on settings made in the Parameters Window (Joystick section). This function can be
used only when the Manual Heading Mode is activated.
AUDIO VOLUME
The Audio Volume Knob is used for volume control of voice alarms on the external loud speaker.
CONTROL FROM LCD WITH TOUCH SCREEN

After switching power on and the system has self-loaded and the Main Screen appears on the LCD,
DPO can choose one of the following options by touching the display at the desired Mode:
Real Mode. Starts the IVCS 2000 operation in Real Mode.
Simulator Mode. Starts the IVCS 2000 in Simulator Mode. Before this mode is started, it is
necessary to set the initial conditions (using a Numeric keypad) in the window for vessel and
environment conditions. Then, press “OK” Softkey to load the IVCS 2000 in the Simulator
Mode.
Services. This mode allows the service engineer to monitor the system operation, using the
following submodes:
Monitor – Runs the special “Monitor” Utility, which can be used for monitoring of data
exchange between the IVCS 2000 and PLCs.
PLC Faults – Runs the special utility, which monitors PLC failures.
Alarm Viewer – Runs the Alarm Viewer.
COM Ports – Runs the special utility, which monitors the raw data.
Shut Down. Choose this option to start the Computer Shut Down procedure. After that, hold the
“Power” button on the Main Control panel for 2 seconds and the power will automatically be
switched off in 3 minutes.
DISPLAY AREA STRUCTURE

The display is divided into 5 fixed areas:
-3-
Status Line. This field contains the selected mode title, date, and time.
Alarm/Message Line. The last current not acknowledged (or last not acknowledged). alarm
message from the J/DP System is indicated in this field.
Mode/Function Control Buttons area. Selected buttons are illuminated green. Left Operator
Selected Page.
Right Operator Selected Page.
The following Operator Selected Pages are provided in the IVCS 2000: Hold Plot & Auto Thrusters.
Position &
Heading Display.
Alarms.
Sensors.
Reference
Systems. Parameter
Manual
ThrustersSelect Rout
Track Control.
ROV position.
Capability
Diagram. System
Monitor.Power Mo
Autopilot.
The following additional windows can appear in front of the display upon pressing certain buttons
(e.g. “Auto HDG”, “Auto POS”, “Select Windows”, etc.):
Data Input Windows.
Select Window.
More detailed description of display areas and windows follows:
STATUS LINE
The middle part of the line contains messages about the selected mode of system operation:
Bridge Control.
Simulator Mode.
Vessel name is displayed in the right part of the Status Line.
ALARM/MESSAGE LINE
The following information is located in this line (from left to right):

O The symbol, defining message group (Error, Warning, Information).
O Field of message acknowledgement.
'O Time stamp.
O Message text.
-4-
LAST
ALARM / MESSAGE LINE
MODE/FUNCTION CONTROL BUTTONS AREA
The Main Softkeys are located in this area.
Active Main Softkeys are green and can be pressed. Passive Main Softkeys are grey. Structure of
active Softkeys is defined by chosen mode.
After pressing a Main Softkey, it blinks. Press the "ENTER" Pushbutton on the Control Panel or
Joystick Pushbutton to acknowledge (then the button becomes bright green), press any active
Main Softkey for cancellation (or press the "Cancel" button in the additional window).
Button Groups:
MODE Group - the IVCS 2000 mode selection. Only one button can be pressed at the
same time.
JDP - J/DP mode On/Off.
AP - Autopilot mode On/Off.
HDG Group - Heading Control mode switching. Only one button can be pressed at the
same time.
MAN - J/DP Manual Heading Control and AP Manual Course Keeping modes On.
AUTO - J/DP Auto Heading Control and AP Auto Course Keeping modes On.
TRACK - AP Track Control (High Speed) mode On / System Selected Heading
submode of the Track Control (low Speed) Mode.
ROV - System Selected Heading submode of the ROV Follow Mode (ROV following
with heading directed to the moving target at every moment).
POS Group - J/DP Position Control mode selection. Only one button can be pressed on
the same time.
MAN - J/DP Manual Position Control mode On.
AUTO - J/DP Auto Position Control mode On.
-5-
ROV - Remote Operated Vehicle Following mode On.

TRACK - J/DP Track Control (Low Speed) mode On.
Speed Vector - J/DP Semi-Automatic Position mode Manual Speed Vector submode
On.
Man Surge - J/DP Semi-Automatic Position mode Manual Surge & Auto Sway
submode On.
Man Sway - J/DP Semi-Automatic Position mode Auto Surge & Manual Sway On.
O FUNC Group - the IVCS 2000 functions On/Off. Several buttons can be pressed at the
same time.
Remote COR - Set Remote Centre Of Rotation.
AWC - Active Wind Compensation.
SYS - the IVCS 2000 operation control buttons.
Select Window - setting of Left/Right Operator Selected Pages.
ACK - Alarm Acknowledge Button. Press this button to acknowledge an alarm
displayed in the Last Alarm / Message Line.
Enter - acknowledgement of a softkey pressing.
ADDITIONAL WINDOWS
DATA INPUT WINDOWS
Data Iput windows are used for parameter values entering and basically have the following
structure:
Indicators.
Editing Fields.
Numeric Keypad - the Numeric

keypad consis of:
Digital softkeys.
“Left Arrow” and
“Right Arrow” –
Choice of edited field.
“+/-“ – Set direction
(e.g. North – South).
OK –
Acknowledgement of
entered value(s) and closing of Data Input Windows.
Cancel.
Alpha-Numeric Keypad – The Alpha – numeric keypad is used for entering both letters and digits. It
consists of:
Alphabetical/Digital Softkeys.
“Left Arrow” and “Right Arrow” – Choice of adited field.
"Num/ABC" switcher.
"Space" Softkey.
"Delete" Softkey.
OK - Acknowledgement of entered value(s) and closing of Data Input Window.
-6-
Cancel.
NOTE: To enter a letter, you should press a corresponding softkey once, twice or three times,
depending on the letter location on the softkey. For example, to enter the "b" letter, press the
softkey twice.
The following Data Input Windows could be displayed:

0 Heading Setpoint Editor - appears upon pressing the "Auto HDG" Main Soft Key or at
heading settings in the Parameters Window. It consists of the numeric keypad and the
following indicators:
> Hold Button. Press this button to put Actual Heading into the Editing Field.
l> Offset Button - New Heading Setpoint input as offset of Actual Heading value. Upon
pressing the Offset Button, value of Editing Field become zero, after which the
Heading Setpoint offset can be set.
I* Min Pwr. Press this button to display an automatically calculated "Min Power"
Heading value in the Heading Editing Field. Press the "OK" softkey to automatically
hold calculated Heading value.
0 Position Setpoint Editor - appears upon pressing the "Auto POS" Main Soft Key or at
Position settings in Parameters Window. It has the numeric keypad and the following
indicators structure:
fr1 Latitude Editing Field.
^ Longitude Editing Field.
&* Hold Button - Press this button to put Actual Vessel Lat. and Long, into the Editing
Fields.
&» Offset Button - New Position Setpoint input as offset of Actual Position Setpoint.
Upon pressing the Offset Button, values of both Editing Fields become zero, after
which, the Position Setpoint offset can be set. Offset value and direction are
determined by:
Position Display View Mode:
• Lat. and Long, offsets for True Mode (North - South and West - East).
• Surge and Sway offsets for the relative mode (Forward - Astern and PORT -
STBD).
• Set Units (see View Settings).
• Meters.
• Feet.
• Cables.
l> Position Setpoint Offset function is not provided for Lat./Long. Units .
l> COR Switch - Press Main Softkey "remote COR" for the COR Selection Window to
appear.
COR Selection Window has the following button structure:

COR Position Buttons for setting Center of Rotation:
• In Bow.
-7-
• In Center (gravity center).

• In Stern.
• The set COR is indicated by white color.
OK - Acknowledgement of set COR and closing of COR Selection.
Cancel.
*• ROV Active - Press the "ROV" Main Softkey in the POS Group for the ROV Active
Window to appear. Using this window the DPO can pause/proceed ROV Following at
any moment.
ROV MODE SWITCH

^ Track Control (Low Speed) Active - Press the "TRACK" Main Softkey in the POS
Group for the Track Control (Low Speed) Active Window to appear. It has the same
structure as the "ROV Active" Window. Using this window the operator can
stop/proceed Track Control (Low Speed) at any moment.
^ Route Name Editor - appears upon pressing of the "Route Name" Softkey in the Select
Route Window. It consists of the alphanumeric keypad and editing field.
O Waypoint Editor - appears upon pressing of the "Edit Point" Softkey in the Select Route
Window. It has the same structure as the Position Setpoint Editor.
^ Parameters Setting - Data Input Windows with numeric keypad appears at different
parameters setting, such as:
I" Initial conditions setting for Simulator Mode.
l> Set Turn Radius for Track Control (High Speed) - Auto Pilot parameters.
6* Set Off Track Limit for Track Control (High Speed) - Auto Pilot parameters.
> Set Turn Radius for Track Control (Low Speed) - Track Control parameters.
&* Set Speed for Track Control (Low Speed) - Track Control parameters.
1> Set Off Track Limit for Track Control (Low Speed) - Track Control parameters.
l> Set Reaction Radius for ROV Following - ROV parameters.
l> Set Speed for ROV Following - ROV parameters.
&» Set DGPS Lat/Lon - Sensor Deviation parameters.
fr> Vessel estimated position offset - Reference Systems Window.
P- Current and Wind settings - Capability Diagram Window.
l> Thruster limits settings - Capability Diagram Window.
O Starting Conditions Setting - Data Input Windows with numeric keypad are also used for
starting conditions setting for Simulator Mode of the IVCS 2000 operation.
O Date And Time Editors - Date or Time Editors appear upon pressing of the respective
"Set" button in the System Settings Parameters Window. Both of them consist of the
alphanumeric keypad and editing field.
SELECT WINDOW
Press the "Select Window" Main Softkey to load this window. There are two identical button
rows. Left row is used for window selection in the Left Operator Selected Page and the right row
-8-
for the Right Operator Selected Page. Buttons for selected left and right windows are white.
The following Windows Select Buttons are in this area:

^ Alarm - Alarm List Window.
^ Param - Parameter Windows.
^ Map -Position & Heading Display.
O Auto Thr - Hold Plot (DP Capability Diagram) & Auto Thrusters Control Window.
O Man Thr - Manual Thrusters Control Window.
O PM - Power Monitoring Window.
^ Sensor - Sensors Window.
^ Ref- Reference Systems Window.
O ROV - ROV Following Window.
<^ Route - Select Route.
Q Trc Ctr - Track Control Window.
^ Diagram - Capability Diagram.
O System Monitor Window.
O Auto Pilot - Autopilot Window.
HOLD PLOT & AUTO THRUSTERS WINDOW
This window is divided in two

parts. The upper one is the
Hold
Plot window and lower is Auto
Thruster window.
O- Hold Plot - This window
shows (in digital and
graphical form) Fore-
Aft
and Athwartships
control
forces and rotary
moment of the vessel.
Also, the area of
achievable control
forces
and moment (Capability
Plot) is shown in this
window. The Capability
Plot shows Joystick and
Knob positions, external
disturbances forces and
moment. There are two
graphical indicators in the Hold Plot Window:
t> The same actuators are used for control forces (Fore-aft and Athwartships) and
Control Rotary Moment Indicator - presented in the form of a graphical line scaled in
% (-100% +100%). The grey rectangle indicates Area of Realizable Control Moment.
The white bar represents Actual Control Moment. The yellow symbol indicates knob
position (value of control moment set by knob).
l» Control Forces Indicator - is the square scaled in % of fore-aft and athwartships
control forces (-100% + 100%). The Grey polygon indicates the Capability Plot of
Control Forces (Fore-aft and athwartships) at the present time. Modification of the
shape of the Capability Plot during control moment changes is determined by the
-9-
following:
Control moment generation. Therefore at a fixed control moment, a portion of the
actuators' power is already used, and only the remaining actuator power can be
used for control force generation.
The Control Forces Indicator also contains:
Actual Control Force vector - white vector from coordinate origin. This vector is
always located within the Capability Plot (grey).
Joystick Position - control force vector set by the Joystick (yellow symbol). The
set control force vector can't be developed outside of the Capability Plot for a
given control moment.
Disturbance Forces vector - green vector from coordinate origin.
The following data is represented (in digital form) in the right part of the window:
O Joystick Gain:
^ Normal.
& High.
l> Progressive.
^ Actual control forces and moment in percent and tons:
&> Fore-Aft Control force - X.
l> Athwartships Control force - Y.
& Yaw Control moment - M.
O Disturbance forces and moment in percent and tons:
fr* Fore-Aft disturbance force - X.
l> Athwartships disturbance force - Y.
^ Yaw disturbance moment - M.
^ Joystick and knob position in percent.
The following data is represented (in digital form) in the left part of the window:
^ Control Force Monitoring - Graphical indication of Control Forces and Moment, scaled
in percent, is located at the left side of the Hold Plot Window. Control Forces and
Moment values are represented as vertical bars: "X", "Y" and "M".
^ Color Thruster Allocation Logic (TAL) Indicator (circle) is located to the left of the
"XYM" symbols:
8> Green color of TAL Indicator determines presence of distribution.
&• Red color of TAL Indicator indicates absence of even one of Control Forces or
Control Moment.
There is an analogous color distribution for

Control Force and Moment Indicator
symbols:
^ Green symbol color:
^ "X" - availability of Fore-aft Control
force.
|> "Y" - availability of Athwartships
Control force.
PARAMETERS WINDOW
These windows are used for input and
modification of parameters necessary for the
system operation. The windows are divided
into the following areas:
Buttons for selection of the parameters group
are located in the right part of the window
- 10 -
Parameter values (for the c en group) and editing buttons are located in the left part of the
Parameters Window.
Below the set parameter fields, the possible parameter input values are presented (light grey).
At the foot of the window, the following buttons are located:
“Apply” – for input of set parameter values.
“Cancel” – cancellation of parameters modification.
“Default” – input default values.
More detailed description of each parameter group follows.
JOYSTICK PARAMETERS (JST)
The following parameters can be set in this window:

^ Joystick Gain. By selecting the "Change" button it is possible to set the following values:
I* Normal — linear relation between Joystick lever and knob movement and force
exerted by the thrusters (and Joystick and knob outputs). Maximum force equals 50%
of the available force limit.
9> High - linear relation between Joystick lever and knob movement and force exerted
by the thrusters (and Joystick and knob outputs). Maximum force equals 100% of the
available force limit.
> Progressive - non-linear (up to 50% as Normal gain and as High gain thereafter),
relation between Joystick lever and knob movement and force exerted by the thrusters
(and Joystick and knob outputs). Maximum force equals 100% of the available force
limit.
<^ Center of Rotation. By selecting the "Change" button it is possible to set the following
positions of Center of Rotation:
&» In Bow.
l» In Stern.
The set COR value will be used when pressing the "Remote COR" button on the Active Control
Panel and also this value will be set in COR Selector by default.
HEADING MODE PARAMETERS (HDG)
This is the J/DP Heading Control group of parameters. The Heading Mode Parameters Window
contains the following parameters:
& Rate of turn. This enables an operator to specify the rotation speed to be used by the
system when rotating the vessel to a new heading. Using "<" and ">" buttons it is
possible to set values from the range: 6, 12, 18, 24, 30, 60, 120 deg/min.
<J> Heading Limit. This parameter allows an operator to specify an alarm limit for the
heading. The vessel's heading is monitored continuously by the system, and an alarm is
given if the limit is exceeded. Using "<" and ">" buttons it is possible to set values from
the range: 2, 3, 5, 10, 15, 30 deg.
O Heading Gain is the parameter for Heading Controller sensitivity adjustment. Range of its
values is from 1 to 10.
^ Heading Gain value 1 corresponds to low steering accuracy and to small magnitudes
of control moment.
I* Heading Gain value 5 corresponds to standard regulator with good accuracy and
acceptable control activity.
t» Heading Gain value 10 sets maximum steering accuracy but at the expense of
- 11 -
frequent steering corrections in heavy seas.

I> In calm weather it is recommended to increase the Heading Gain value for more
accurate course holding. In heavy seas it is recommended to decrease the Heading
Gain value for reduced actuator operation.
O Set Heading is used to set a new course. By pressing the "Set" button, the Heading
Setpoint Window appears, where the new desirable Heading can be entered.
POSITION MODE PARAMETERS (POS)
This is the J/DP Positioning Control group of parameters. The Positioning Mode Parameters
Window contains the following parameters:
O Fore-Aft Speed enables an operator to specify the Fore-Aft speed to be used by the IVCS
2000 when moving to a new position. Using "<" and ">" buttons it is possible to set the
required speed value.
^ Athwartships Speed enables an operator to specify the Athwartships speed to be used by
the IVCS 2000 when moving to a new position. Using "<" and ">" buttons it is possible
to set the required speed value.
O Position Limit allows an operator to specify an alarm limit for the deviation from the
given positioning point. The vessel's position deviation is monitored continuously by the
system, and an alarm is given if the limit is exceeded. Using "<" and ">" buttons it is
possible to set one of the values listed below (only in ft).
^ Position Gain is the parameter for Position Controller sensitivity adjustment. Range of its
f> Position Gain value 1 corresponds to low positional accuracy and to small magnitude
and frequency of control moment.
|> Position Gain value 5 corresponds to a standard regulator with good accuracy and
acceptable control intensity.
> Position Gain value 10 sets maximum positional accuracy, however the control can
be very intensive, especially in heavy sea conditions.
1> In calm weather it is recommended to increase the Position Gain value for more
accurate position keeping. Under heavy sea conditions it is recommended to decrease
the Position Gain value to reduce thruster activity.
« Speed Vector Gain is the parameter for Speed Controller sensitivity adjustment. Range of
its values is from 1 to 10.
* Speed Vector Gain value 1 corresponds to slow set speed value monitoring and t
small magnitude and frequency of control moment.
» Speed Vector Gain value 5 corresponds to a standard mode with good accuracy and
acceptable control intensity.
» Speed Vector Gain value 10 sets maximum rate of set speed value monitoring,
however the control can be very intensive, especially in heavy sea conditions.
O Set Position is used for setting a new point of positioning. By pressing the "Set" button,
the Position Setpoint Window appears, where the new Point of Positioning can be
entered.
AP MODE PARAMETERS (AP)
This is the AP Automatic Course Keeping Control group of parameters. This window contains
the following parameters:
O Rate of turn. It enables an operator to specify the rate of turn to be used by the system
when rotating the vessel to a new heading. Using "<" and ">" buttons, it is possible to set
- 12 -
value from the range: 6, 12, 18, 24, 30, 60, 120 deg/min.
O Heading Limit. This parameter allows an operator to specify an alarm limit for the
heading. The vessel's heading is monitored continuously by the system, and alarm is
given if the limit is exceeded. Using "<" and ">" buttons, it is possible to set value from
the range: 2, 3, 5, 10, 15, 30 deg.
O Heading Gain is the parameter for Heading Controller sensitivity adjustment. Range of its
8> Heading Gain value 1 corresponds to low course accuracy and with small amounts of
steering.
S» Heading Gain value 5 corresponds to standard regulator with good accuracy and
acceptable control activity.
9* Heading Gain value 10 sets maximum course accuracy but with increased steering
activity, especially in heavy seas.
0» At calm weather, it is recommended to increase the Heading Gain for improved course
accuracy. In heavy seas it is recommended to reduce the Heading Gain to minimize
steering corrections.
<> Rudder Limit. This parameter allows an operator to set rudder angle limits. Using "
and ">" buttons. It is possible to set values from the range: 5, 10, 15, 20, 25, 30, 35, 40
deg.
TRACK CONTROL (HIGH SPEED) MODE PARAMETERS:
& Turn Radius. This parameter enables an operator to specify a turn radius for passing a
waypoint in the Track Control (High Speed) Mode.
0- Off track Limit. This parameter is used for setting a distance (from the vessel to a track)
within which the vessel can move on either side of the track. When this limit is exceeded,
the system gives an alarm.
0* Track Gain. This parameter is used for Track Controller sensitivity adjustment. Range ot
THRUST LIMITS (THR LIM)
This is a J/DP Mode group of parameters. In this window, an operator can set maximum allowed
control signals values for every actuator, which is controlled by TAL. Using "<" and ">" buttons
it is possible to set required limit values for each actuator:
^ Bow Thrusters.
^ Stern Thrusters.
^ Propeller Ahead Thrust.
^ Propeller Astern Thrust.
O' Rudder Limit.
Actuator limits are set in percents from maximum nominal thrust, rudder limit - in degrees.
When changing the Bow Thruster limit, this limit is set for both Bow thrusters at the same time.
Stern Thruster limit is set for both bow thrusters at the same time.
The set Actuator Limits are represented on Actuator Indicators in Auto Thr and Man Thr
Windows and Capability Diagram Window.
- 13 -
ROV FOLLOW MODE PARAMETERS (ROV)
This is the J/DP Positioning Control group of parameters. The ROV Follow Mode Parameters
Window contains the following parameters:
O ROV Follow Speed - a constant speed of vessel movement when under ROV follow.
^ Reaction Radius (RR), which defines a circle of operation, within which the ROV can
move without causing the vessel moving. It only moves when it crosses the boundary of
the circle of operation. The center of this circle is the ROV.
^ Stop Radius (SR), which is determined as % of RR value.
TRACK CONTROL (LOW SPEED) MODE PARAMETERS (TRACK)
This is J/DP Mode group of parameters. This window contains the following parameters:
0 Track Control Strategy: Stop/Non stop. This parameter allows an operator to select one
of two possible strategies for waypoints passing in the Track Control (Low Speed) Mode.
^ Vessel Speed - setting a constant vessel speed value for movement at Track Control
(Low Speed).
01 Off track Limit. This parameter is used for setting a distance (from the vessel to a track)
within which the vessel can move on either side of the track. When this limit is exceeded,
the system gives an alarm.
^ Track Gain. This parameter is used for Track Controller sensitivity adjustment. Range of
VIEW SETTINGS
This parameters group is used for the selection of Position Display configurations and for
selecting units of measure. View Settings Window contains the following settings:
O Grid on/off. This is a True View parameter, allowing basic grid according to the selected
units of measurement.
^ Sub Grid on/off. This is a True View parameter, with a smaller grid for ease of distance
viewing.
<^ Units - units may be selected from the following list:
&> m - meters.
If ft-feet.
t* cb - cables (0.1 of nautical mile).
&" Lat. Long, (geo) - setting geographical coordinates on the Position Display. When
these units are selected it is impossible to set the Positioning Point offset.
Note, that units' setting also has effect on the "ROV Follow" Window and "Reference
Systems" Window.
$ Pallet Day/Night. It is intended for LCD color and brightness changes as appropriate for
day or night viewing.
O Auto View. This is the parameter for setting the Position Display to the re-drawing mode
where the vessel silhouette is being re-drawn when approaching the Position Display
boundary ("ON" position).
O View - switching the viewing mode between True/Relative (Earth or Vessel Frame).
O Show DP on/off. Position set point target on/off on the Motion Plot (except for the Auto
Positioning Mode).
- 14 -
O Show Beacons - switching between showing all beacons and showing only ROV beacon
on the Motion Plot.
0 Scale - imaging scale selection. The range of scaling is 128 - 0.125. The vessel silhouette
on the Position Display is not scaled at small scale.
^ Trace On/Off. This parameter is used to activate display of vessel track on the Position
Display, step range ("Step" Softkey): 10, 30, 60, 600, 1800, 3600 sec. Each time
switching to "Trace On", the vessel track is started anew.
NOTE: that only knots are used in the IVCS 2000 as speed units. Parameters #4 - #8 setting
is duplicated in the "Position & Heading Display" Window.
SENSORS SETTINGS
This parameters group is used for the selection of HPR type and changing ROV and Reference
beacons. These settings can be also changed in the ROV Following Window (see item 0). Also
the sensor deviations (constant errors) are shown in this window, but the operator cannot change
them. Sensors Window contains the following settings:
O HPR Type - press the respective "Change" button to switch between "Sonardyne",
"Simrad", and "ATS II Nautronix" hydro-acoustics.
O Reference Beacon.
0 ROV Beacon - one of the active beacons can be set as ROV or as Reference by pressing
the respective "Change" button. Press the "Apply" button to acknowledge.
NOTE: ROV Beacon cannot be changed in the ROV Following Mode. HPR Type and Reference
beacon can be changed only when HPR Sensor in the Reference Systems Window is disabled.
POWER LIMITS
In this window, an operator can set maximum allowed power consumption for actuators
(thrusters and propellers) and maximum allowed power production for Main Engines and
generators. Power limits set in this window are considered by the IVCS 2000 during Thrust
Allocation (see item 0). When power consumption/production within these limits is not enough
for system operation, an alarm appears. Using "<" and ">" buttons, it is possible to set required
limit values for the following actuators:
O Bow #F Thruster.
0 Bow #A Thruster.
^ Stern #F Thruster.
Q Stern #A Thruster.
^ Port Diesel.
^ Stbd Diesel.
0 Port Generator.
^ Stern Generator.
01 Port Propeller.
^ Stbd Propeller.
Power limits are set in percents from maximum consumed/produced power.
Set power limits are indicated in the Power Monitoring Window of the IVCS 2000.
SYSTEM SETTINGS
- 15 -
This parameters group is used for setting proper date, time and time zone.
System Settings Window contains the following settings:
^ System Date. This is a parameter for setting date (in month-day-year format).
^ System Time. This is a parameter for setting time.
Q> Time Zone. This parameter is intended setting time zone.
GENERATOR LIMITS
In this window, an operator can set low and high voltage and frequency limits for generators.
When these limits are overstepped, an alarm appears.
Using "<" and ">" buttons it is possible to set required limit values for the following generators:
^ Port Generator.
^ Stbd Generator.
Generator limits cannot exceed maximum voltage and frequency values, defined by generators'
specifications.
MANUAL THRUSTER WINDOW
This window is used:

O For Actuators state monitoring (upper part).
O For manual control of the actuators in the Stand By Mode (lower part).
O For manual control of actuators, which are disconnected from automatic control, in J/DP
Mode (lower part).
It is also possible to switch on/off actuators in Auto Mode.
There are two areas in this window:

O Actuators state monitoring (upper part) indicates the following state data (for every vessel
actuator):
t* Run indicator - colored circle indicator of Engine Run signal, the color indicates
status:
• Green - actuator is started and ready for operation.
• Red — actuator is not ready for operation.
• Grey - actuator Engine Run signal is not present for this vessel.
t> Fault indicator - colored circle indicator shows:
• Red color — actuator is failed.
• Grey color - actuator is operable correctly.
&> Mode - actuator operating mode:
• IVCS 2000 Auto.
• IVCS 2000 Manual.
• Bridge mode.
&» Actuator RPM command (if available).
I*- Actuator RPM feedback (if available).
If Actuator Pitch command (if available).
t* Actuator Pitch feedback (if available).
&» Force (T) - actuator thrust (ton).
O Actuators control part (lower) allows an operator to switch on/off actuators in Auto Mode
- 16 -
and manually control actuators in the Stand By Mode and actuators, which are
disconnected from automatic control, in J/DP Mode. The following buttons and
indicators for each Actuator are located in this part of the Manual Thruster Window:
P> Softkey for switching Actuator on/off into Auto Mode operation (Actuator Control
Buttons), analogous.
9» Digital indicator Actuator Set Value (white).
MANUAL THRUSTER WINDOW
&» Digital indicator Actuator Actual Value (yellow).

> Softkeys for Manual Actuator Control (^^-). Light green color of the button
indicates that the Actuator is disconnected from the Auto Mode and it is possible to
control it manually. Dark green button colour indicates that the button is passive,
because the Actuator is used for control in Auto Mode. ^ - Actuator Set Value
increase and -^ - Actuator Set Value decrease. For slow adjustment on a unit, press a
Softkey once. For fast changes, hold the button down continually until the desired
adjustment is achieved.
I* Actuator Graphic Indicator After switching off an Actuator, its setting is saved and it
can be changed later by the Manual Actuator Control buttons.
- 17 -
ROV FOLLOW WINDOW
This window is used for:

O Raw data monitoring from
active beacons.
O Beacon selection for ROV
Following.
O Reference beacon selection for
determining vessel position.
^ Acoustic(HPR) type selection.
^ ROV Processing Results
monitoring.
The window is divided into four

areas.
O Raw data from beacons:
&* Bearing (true or relative).
l> Distance to beacon.
> Depth (from beacon to
ground).
For Distance and Depth units

are set in accordance with
position display settings.
Active beacon buttons are

dark
green. An operator can set one
of the active beacons as an
ROV or as Reference by
pressing the respective "Change" button in the "HPR Parameters" section of the window.
Press the "Apply" button in the "HPR Parameters" section to acknowledge. At that
moment, the selected button changes to bright green, the X?- ROV symbol appears over the
"Beacon Data Trend Monitoring" indicator, the ROV symbol appears on the Motion Plot
instead of the respective beacon symbol, the "ROV" Main Softkey and the "ROV" button
in the Heading Setpoint Editor become active.
There are graphical indicators for "Beacon Data Trend Monitoring", which indicate the
following possible situations:
t> Beacon is not active - white zone.
fe> No beacon data - black zone.
6» Valid beacon data - green zone.
l> Invalid beacon data - red zone.
The button in the upper left corner of this section selects display of all active beacons or
only ROV beacon on the Motion Plot.
- 18 -
0 H PR Parameters
I* HPR Type - press the respective "Change" button to switch between "Sonardyne",
"Simrad" and "ATS II Nautronix" hydro-acoustics.
fr1 Reference Beacon.
1> ROV Beacon.
One of the active beacons can be set as ROV or as Reference by pressing the respective
"Change" button. Press the "Apply" button to acknowledge.
NOTE: ROV Beacon cannot be changed in the ROV Following Mode. HPR Type and
Reference beacon can be changed only when HPR Sensor in the Reference Systems
Window is disabled.
^ ROV Processing Results

t» Bearing (true or relative).
8> Distance to ROV.
&• Depth (from ROV to ground).
l> X and Y ROV coordinates (earth reference).
O^ ROV Following Status

I* Pause - ROV Following Mode is switched on and ROV following is paused.
l> Following - The vessel is following the ROV.
> Not active - ROV Following Mode is switched off.
SELECT ROUTE WINDOW
This window is used for preparing the system for operation in the Track Control (Low
Speed/High Speed) Modes. It allows an operator to carry out the following operations:
O- Route List Editing.
& Set Active Route.
<>• Editing of Waypoint List for every route, route name, and Status.
The window is divided into two areas.

& Route List (upper part). - This part contains list of routes, where route name and status (H
for High Speed and L for Low Speed) are indicated.
NOTE: If the Select Route window is active, then a graphic presentation (polyline) of the
current route from the Route List appears on the Motion Plot. Upon closing the Select
Route Window, all route polylines disappear from the Motion Plot except of the Active
route representation (see below).
- 19 -
The following control buttons

are located from the right of the
Route List:
S» t and •I' Softkeys -- for
route selection.
^ Set Active - press this
button to set the current
route as Active route.
The selected route row
color is changed to dark
red.
Graphic presentation of
the selected route
appears on the Motion
Plot (dark red polyline)
and remains there
during all the time of
route active status.
Way point list of the
selected Active route
appears in the Track
Control Window.
The Track Main
Softkey becomes active
depending of route
status (for Low Speed
tracking the Track Main
Softkey becomes active when
the system is in the J/DP
Mode, for High Speed Tracking - when the system is in the Autopilot Mode).
To cancel Active route, select it and press the Set Active softkey.
To set another route as Active, select route and press the Set Active Softkey.
NOTE: It is prohibited to change active route when the IVCS 2000 is operated in the
Track Control (Low Sped / High Speed) Modes.
^ Add Route - press this button to add a new route into the list. A row with new route
appears above the current route.
&» Edit Route - softkey is used for current route editing. Upon pressing this button, the
lower part of the Select Route Window becomes active.
te» Del Route - deleting the current route from the list.
Route particulars (lower part of the window) - This part is used for current route
particulars indication and editing. It shows the waypoint list of selected route (number
and coordinates of WP), route name, and status. The following control buttons are
located in this part of the Select Route window:
> Route Name - upon pressing this button the Rote name Editor appears, allowing
editing name of the route.
i> Set Status - use this button to change status of the selected Route.
NOTE: It is prohibited to change status of active route when the IVCS 2000 is operated
in the Track Control (Low Sped / High Speed) Modes.
T and •!• Softkeys - for way point selection.
Add Point. Press this button to add a new waypoint into the WP list. NOTE - that
- 20 -
a row with new waypoint appears above the current waypoint route.
Edit Point Softkey is used for current WP editing. Upon pressing this button, the
Waypoint editor appears where an operator can input WP coordinates.
Del Route - deleting the current waypoint from the list.
OK and Cancel - acknowledge buttons.
NOTE: Control buttons of the lower part of the screen become active only after
pressing the Edit Route control button, in the upper part of the window.
TRACK CONTROL WINDOW
This window is used for the IVCS 2000

Track Control (Low Speed / High Speed)
Modes monitoring. The window is divided
into two areas:
^ The upper part displays Active Route

characteristics:
b* Route name.
& Route Status.
fc» Waypoint List of Active Route.
& Row with a GOTO waypoint is
marked out.
P- Use the t and •!• Softkeys to
look
through the list.
NOTE: All data appears in the

upper
part of the Track Control window
only after Active Route setting.
The following Track Control data is indicated in the lower part of the window:
0* Track Status (only for Low Speed Tracking):
B> Pause - Track Control (Low Speed) Mode is switched on and tracking is paused.
&> Following - The vessel is following along a route.
l> Not active - Track Control (Low Speed) Mode is switched off.
fe» Number and Lat. Lon. coordinates of the GOTO waypoint,
&• Tracking data: XTE, BOD, BTW, DTW.
6» Track Control strategy: Stop/Non stop (only for Low Speed Tracking).
Note: All data appears in the lower part of the Track Control window only after loading
Track Control (Low Speed / High Speed) Mode.
- 21 -
CAPABILITY DIAGRAM
This window contains results of the IVCS

2000
Capability Analysis and allows an operator to
set
different system configuration and select
environmental conditions to forecast the
maximum weather conditions, in which the
vessel can maintain position and heading.
By examining this window, an operator can

clearly see the current (or forecasted)
operational
limits for current (or set) environmental
conditions and select an optimal heading for
most safe operations.
There are two modes of the Capability

Diagram
Window operation:
& Real Mode - In this mode, the system
indicates the maximum weather
conditions in which the vessel is able
to
continue DP operation for current system
configuration (thrusters set and
maximum loading), actual current
conditions (speed and direction), and actual wind direction. To operate the Capability
Diagram Window in the Real Mode, press the Real Mode control button in the middle
part of the window.
^ Hypothetic Mode - Forecast of the maximum weather conditions for which the vessel can
maintain position and heading for set system configuration (thrusters set and maximum
loading), set current conditions (speed and direction) and set wind direction. To operate
the Capability Diagram Window in the Hypothetic Mode, press the Hypot Mode control
button in the middle part of the window.
The Capability Diagram Window has the following structure:

^ The upper part of the window contains the Capability Plot, where the following
information is indicated:
6> Circle Grid, where each of concentric circles points a wind speed value and rays
determine relative vessel heading direction.
I"" Blue-red arrow points North direction.
b» Wind direction (actual for Real Mode and set for Hypothetic Mode) - yellow triangle
with symbols HW.
&* Current direction (actual for Real Mode and set for Hypothetic Mode) - green
- 22 -
triangle with symbols HC.

^ Area, within which the vessel can maintain position and heading depending on wind
speed.
^ This area is determined by the actual current speed and direction and the actual wind
direction for the Real Mode and by set current speed and direction and set wind
direction for the Hypothetic Mode.
O1 The middle part of the window is used for:
t^ Operational Mode selection: the Real Mode and the Hypot Mode control buttons. The
following values indication for the Real Mode and setting for the Hypothetical Mode:
True current speed.
True current direction.
True wind speed (can not be edited in the Hypothetic Mode.)
True wind direction.
&> To edit wind and current settings in the Hypothetic Mode, press the Edit softkey.
Special editors appear, where an operator can set desirable values.
O1 The lower part of the Capability Diagram window is used for monitoring (for the Real
Mode) and setting (for the Hypothetic Mode) thrusters configuration and maximum
loading (actuator limits) and contains the following:
^ Indicators of Auto or Manual actuator using in the IVCS 2000.
I*" Indicators of actuator limits.
To modify actuators set or actuator limits in the Hypothetic Mode, press an actuator
control button. A special editor appears, where an operator can set desirable value of
actuator (using a Numeric keypad) and switch on/off an actuator on/off into Auto Mode
operation.
SYSTEMS MAIN FUNCTIONS
ACTIVE WIND COMPENSATION
Control forces and moments are generated to compensate for wind disturbance. It is possible to
use this function in all J/DP modes. In AWC, a "Mode Feed Forward Controller" works
independently of the selected J/DP mode, countering the wind disturbance before it can move the
vessel.
REMOTE CENTER OF ROTATION
This function can be used only when the Manual Heading Mode is activated. DPO can choose
center of gravity, bow, or stern as the center of rotation.
THRUST ALLOCATION
DPO can set any desirable combination of propellers, rudders, and thruster, and also can choose
the desired thrust allocation algorithm.
THRUST ALLOCATION FUNCTION
Used only in J/DP mode. At any given moment the fore-aft and athwartships forces and rotary
- 23 -
moment, which are necessary for vessel position and heading control, are calculated. The
required forces and moment are provided by the thrust of propellers, rudders, and thruster. The
turning angle and/or thrust of the various actuators are controlled to provide the necessary forces.
If the thrust of propellers, rudders, and thruster is not enough for provision of the required forces
and moment, the Thrust Allocation function gives a priority to the generation of rotary moment.
ACTUATOR LIMITS
It is possible to set control limits for every rudder, propeller, and thruster in vessel
configurations: rudder angle deflection limits and propeller RPM limits.
ACTUATOR CONFIGURATION
Upon connection/disconnection of one or several propellers, rudders, or thruster from the system
or upon them being manually controlled by the operator, the Thrust Allocation function will
automatically redistribute thrusts for the new actuator configuration.
CONSEQUENCE ANALYSIS SYSTEM
The following functions are included in the IVCS 2000 Capability Analysis System:
O Indication of the maximum weather conditions in which the vessel is able to continue DP
operation for current system configuration (thrusters set and maximum loading), actual
current conditions (speed and direction), and actual wind direction.
O Forecasts of the maximum weather conditions for which the vessel can maintain position
and heading for set system configuration (thrusters set and maximum loading), set current
conditions (speed and direction), and set wind direction.
The weather conditions are determined by a one-minute mean maximum wind speed.The result
of the analysis is displayed graphically as a polar plot.
- 24 -
Dynamic Positioning System Chapter 4 POSITION MEASUREMENT EQUIPMENT
POSITION MEASUREMENT EQUIPMENT
Position accuracy, reliability, and consistency are critical for DP operation. Therefore, the most
important concern of the DPO is maintaining adequate and reliable position measurement
equipment.
The number of position measurement equipment used will depend upon a many factors,
especially the level of risk involved in the operation, the 1MO Equipment Class in force for that
operation, the availability of references of a suitable type, and the consequences of loss of one or
more position references.
Five types of Position Measurement Equipments (PMEs) are generally used on DP vessels,
operating separately and independently of the DP system, and using an interface to feed
information to the DP:
- Hydroacoustic Position Reference (HPR).
- Artemis.
- Taut Wire.
- Differential Global Positioning System (DGPS).
-Laser-based systems.
Normally, the DP system can handle multiple PME input by pooling the information to provide a
continuous "best fit" of position data. This process is a function of the mathematical modeling of
the system.
HYDROACOUSTIC POSITION REFERENCE (HPR)
Acoustic energy propagates underwater at a much higher efficiency than in air. Acoustic energy
has been developed over many years and has been applied to DP position reference. HPR uses
underwater acoustics to determine position and track ROB, equipment, and more. A variety of
alternative acoustic position measurement equipments are used. Most of them are based upon the
range measurement possible, related to the time travel of acoustic signals underwater. Three
types of HPRs are generally used:
ULTRA OR SUPER-SHORT BASELINE SYSTEM (USBL OR SSBL)
The most commonly used HPR for

DP position reference purposes.
A transducer, mounted in the hull of
the DP vessel, transmits an
interrogating pulse.
This pulse automatically activates
one or more transponders positioned
on the seabed. And, a reply is
transmitted.
The transponder receives the reply.
And, the time difference between
transmission and reception is used to
compute the range and angle at the
transducer head (short baseline).
Thus, the DP vessel's position relative 10 me iranspunucr is ueicnnmeu.
In the USBL system, the acoustic transmit and receive elements are combined into one hull-
mounted transducer. This communicates at acoustic frequencies with one (or more) subsea
transponders, in order to provide positioning. In its basic configuration, the system consists of a
control and display unit, a transceiver unit, a transducer unit mounted on the end of a probe in the
-1-
vessel's bottom, and a transponder located on the seabed.
Position measurements are based upon range and direction data determined from transponder
replies resulting from interrogation. Up to five transponders can be interrogated in turn within
the same area. Simultaneous use of multiple transponders is made possible by utilizing different
interrogation and reply frequencies for each transponder.
The system measures the range of a transponder relative to the transducer by measuring the time
elapsed between transmission of the interrogation signal and reception of the reply. This time
lapse is made up of the through-water return time of the acoustic signal plus the turnaround time
within the transponder. This latter is a fixed known value, and once allowed for, the distance, or
Slant Range may be deduced.
The direction of the transponder is measured at the transducer as the source direction of the reply
signal. This is determined from time-phase comparisons made between pairs of transducer
receiving elements within the transducer head. Typically, 48 elements are used to make up the
receiving unit within a transducer.
In a typical positioning mode, the processor commands the transceiver to transmit the
interrogation signal. The transponder reply is detected by the transceiver which measures the
time delay and the time-phase data. This data is passed to the processor to allow determination of
slant range and direction. This information is combined with roll and pitch values obtained from
the VRS in order to obtain information referenced to the vessel co-ordinate frame.
Positioning data is shown on a display in terms of a graphic (map) display of vessel and
transponder positions, and in the form of tabulated alphanumeric.
SHORT BASELINE SYSTEMS (SBL)

An array of transducers
(hydrophones) are installed under the
DP vessel. And, the distances
between transducers are used as
baselines.
A transponder positioned on the
seabed transmits periodic pulses at a
known frequency. And, the time
difference between transmission and
reception at three or more transducers
is used to compute the vessel's
position relative to the transponder.
LONG BASELINE SYSTEMS (LBL)

An array of three or more transponders are positioned on the seabed. (Four or more are
used to give an element of redundancy.) Because the transponders are not attached to the
moving vessel, the system can operate independently of VRU input, eliminating many
problems associated with vessel motion.
Distances between transponders are used as baselines.
A single transducer under the DP vessel communicates with the array of transponders.
And, only the range is determined. In other words, the DP vessel's position relative to the
transponders is computed. Since the depth of the transducer is a known variable, using
-2-
this provides a further improvement

in position quality. If the object to be
positioned is an ROV and the depth is
Not accurately known, or variable,
then a further unknown quantity must
be calculated, requiring additional
range measurements. LBL is
generally used in deepwater
(> 1000m) drilling operations.
Angle measurements are not required
at the transducer. Because of this a
major source of error, angular
distortion in reply signal paths due to
ray bending or refraction, is
eliminated. Errors in range measurements caused by ray bending are less significant. The
accuracy achievable is the major advantage of the LBL system over other HPR variants.
The elimination of the need for attitude input from VRS also increases accuracy
compared to USBL and SBL systems.
ADVANTAGES OF HPRS
Self contained position measurement equipment.

HPRs can be left on the seabed to provide reference for the DP vessel to returned to.
HPRs can also serve as markers for equipments on the seabed.
Relatively high accuracy.
More options to suite prevailing DP operations. For example LBL, SBL, USBL, or
SSBL.
LIMITATIONS OF HPRS
Roll and pitch affect the angle measured at the transducer head. Therefore, the angle must
be corrected using input from VRU for accurate position determination.
Turbulence from the vessel's thrusters, noise, and poor acoustic conditions can cause
inaccuracy in HPR positioning.
HPR signals "spreads" with increased distance. Hence, accuracy is reduced in very deep
water.
Attenuation causes HPR signals to be absorbed by water. The frequency of transmission,
water pressure, salinity, an temperature influence the amount of absorption.
HPR signals experience refraction (bending) during transmission. Speed of propagation,
layers in the water column, water temperature, pressure, and salinity influence refraction.
-3-
ARTEMIS
PRINCIPLES AND OPERATION OF ARTEMIS

Artemis is the trade name
for a
positioning system developed by
Christian Huygenslaboritorium
BV.
Principle of this system is
based on
getting the range and bearing of
a
movable vessel from a known
fixed
position.
Procedure for setting up
Artemis:
One directional antenna is
mounted on a drilling rig,
platform, or other fixed structure.
The other directional antenna is
mounted on the DP vessel.
Operational control is initiate from
the DP vessel.
Both antennas are aligned and "locked". A microwave link is then established
between them to facilitate data transfer.
The range or distance is measured at the DP vessel based on the time difference
between emission and return of a signal.
The bearing or direction of the DP vessel is measured at the fixed structure.
O When a fixed structure is unavailable, a beacon may be used in place of an antenna on a
floating structure. For example, Offshore Loading Terminal (OLT). In this case, it is
impractical to measure bearing at the floating structure. Hence, bearing determination is
made at the DP vessel.
ADVANTAGES OF ARTEMIS
Provides geographic position reference. Unlike many PMEs that only provide relative
position.
Not affected by precipitation because it operates on 9.2 - 9.3 GHz.
Localized position measurement equipment. Therefore, it is convenient for customization to
suite the DP peration.
Long Range.
LIMITATIONS OF ARTEMIS
A correction must be factored into the DP system for the antenna offset from the center of
gravity of the vessel. The range and bearing data is based on antenna to antenna.
X-bank (3cm) radar signal interferes with Artemis signal despite the fact that the 3cm
radar uses horizontally polarized waves while Artemis uses vertically polarized waves.
Correction must also be applied to Artemis data to compensate for rolling and pitching of
-4-
the DP vessel.
Excessive heat on the oil rig or platform may interfere with the Artemis if within close
proximity.
Artemis is affected by line-of-sight obstruction.
The fixed unit has to be configured and calibrated correctly.
Personnel on fixed unit may be needed to set up unit on their end.
Vulnerable to power supply problem at Fixed end.
TAUT WIRE
Short range position reference useful where a vessel may spend long periods in a static location,
and where the water depth is limited. Taut Wire System is useful for DP operation in the same
location for an extended period of time, where the water is not too deep. There are two types:
VERTICAL TAUT WIRE
A crane assembly is fitted near the

side
of the vessel.
A depressor weight is suspended by a
wire attached to constant-
tension
winch.
The depressor weight is lower to the
seabed.
Constant tension is set on the winch.
The winch adjusts the length of the
wire to maintain constant tension
as
the vessel wanders.
Angle sensors (inclinameters) at the
end of the boom measure the angle of
the wire.
The length and angle of the wire deployed indicate the position of the sensor relative to
the depressor with. This information is corrected for the vessel pitch and roll. And, used
to determine the vessel's position.
HORIZONTAL OR SURFACE TAUT WIRE
Because it is not a long-range system, it is generally used for relative DP when operating
near another vessel or fixed structure, i.e. crane barge, accommodation "Floatel"
operations.
The principle of operation is basically similar to the vertical taut wire. However, the wire
is attached to a prominent point on a fixed structure instead of a depressor weight.
TAUT WIRE REFERENCE DISPLAY

After the Taut Wire has been deployed and accepted as a position reference in the DP
system, a display screen with pertinent Taut Wire information is accessible.
Information on the screen will usually include the position of the depressor weight,
angular and structural limits, water depth, etc.
ADVANTAGES OF TAUT WIRE

Quick and easy to deploy system.
Mechanical system, therefore, it can be repaired on board when necessary.
Very accurate in moderate water depth.
-5-
All weather operation is possible.

Localized position measurement equipment.
Good reliability.
Assistance from external sources to set up or operate is unneeded.
LIMITATIONS OF TAUT WIRE
The system can be affected by strong current.
Accuracy deteriorates in very deep water.
Short range only, especially in shallow water.
Adversely affected by surface debris or ice conditions.
Relative position measuring system only.
Wire may hamper ROB, diver or other underwater activity.
Taut wire has to be redeployed each time vessel has to shift position.
Possibility of positional error caused by weight dragging.
Wire may be fouled by ROV, divers, or other underwater activity.
Susceptible to mechanical damage.
Reliant on vessel main power (not normally connected to UPS), and cooling.
-6-
GLOBAL POSITIONING SYSTEM (GPS)
GPS is a satellite-based, passive-ranging navigation

system which provides latitude, longitude, and attitude data
worldwide. GPS consists of 21 satellites, with 3 spares.
The GPS satellite system is controlled by the US
Department of Defense. The US Department of Defense
reserves the right to turn-off GPS completely or to reduce the
20m civilian accuracy for civilian use is still notsufficient for
most DP operations.
The GPS accuracy generally available for civilian use (Standard Positioning Service) is
within 20m.
Differential corrections are applied to GPS data to improve
accuracy for DP use.
Fixed reference stations are located at strategic positions
on earth.
Each reference station uses the data from GPS satellite and
its known position to compute a correction for each satellite.
The reference stations transmit the corrections to the
vessel via a data link.
The vessel's GPS receiver automatically applies the correction to position data received
form the satellites.
DIFFERENTIAL GLOBAL POSITIONING SYSTEM (DGPS)
Q Differential GPS improves civilian position accuracy to 1m - 5m.

O Differential Correction Network.
O Multiple reference stations provide differential information.
O Network DGPs reference stations offer more stability and accuracy compare with data
from an individual reference station.
O Differential Correction Network.
^ DGPs network stations generally improve civilian position accuracy to 1m- 3m.
O The notion of Available Quality is designed to simplify DGPs status information
available to the DPO.
O The International Marine Contractors Association (IMCA) proposed a DP Quality
Indicator (DQI) system that consists of numeric values from 1 to 9 to represent the
operating status, reliability, precision and redundancy of DGPs data. The larger the value,
the higher the DGPs data available. Generally, 5 to 9 is adequate for DP operations.
ADVANTAGES OF DGPS

Many satellite constellations available.
Global coverage with the exception of Polar regions.
Proximity to drilling platforms or oil rigs (these structures interfere with satellite signals
and differential corrections).
LIMITATIONS OF DGPS
Accuracy affected by solar flares activities.
Accuracy deteriorates with increase distance from reference stations.
Drilling platforms, oil rigs or other large structures interfere with satellite signals and
differential corrections.
Additional cost for differential correction.
-7-
RELATIVE GPS
A procedure used to dynamically position a vessel off a moving, instead of a fixed position.
DP shutter tankers often us relative GPS when loading via a bow hose form the stern of a
Floating Production Storage and Offloading (FPSO) vessel.
The FPSO may be turret moored to allow it to weathervane. Consequently, heading and
position wandering occur. The stern of the FPSO moves to reflect heading and position
change. Thus, the shutter tanker is faced with a complicated dynamic positioning
situation.
DARPs (Differential, Absolute and Relative Positioning System )placed on the FPSO is
used to resolve the complications resulting from relative dynamic positioning.
THE FPSO uses Network DGPS to get and absolute position. And, relays its position
information to the shutter tanker via a UHF link.
The shutter tanker's computer uses the UHF data to determine the range and bearing from
the stern of the FPSO. This position reference information is used by the shutter tanker's
DP control system for relative Dynamic Positioning.
LASER-BASED SYSTEMS
Laser System is useful for DP operation conducted in the same location or slow moving vessel.
LASER SETUP
A typical setup scenario for laser based systems is for the vessel to back-up to the rig or structure
and place targets. The vessel would then move away from the rig or structure and select laser on
the DP system and wait for the signal to connect.
NOTE: There have been instances where workers with reflective tape have caused the system to
wander.
ADVANTAGES OF LASER
Laser is effective and accurate when operating within close proximity to oil rigs,
platforms, or other la: jc structures that may interfere with DGPS signal.
Quick and easy to set up. Proximity to drilling platforms or oil rigs (these structures
interfere with satellite signals and differential corrections).
LIMITATIONS OF LASER
Laser is affected b piv ;pitation in the atmosphere.
The range of the lasc: is limited to a few thousand meters.
Reflective targets arc required on fixed structures.
There are two types of laser s; stems commonly used:
FANBEAM
The Fanbeam system ;s an alternative short range laser based positioning and tracking
system. The system consists of a vessel borne laser unit and a reflector, providing range
and bearing.
A reflector positioned n a fixed or movable structure reflects the light.
The laser unit receive^ 'he reflection. And, the image and bearing are determined.
A VRU for pitch and i II compensation is needed.
Advantages Of Fanbeam
Low cost compared to other measurement equipments installation.
Target does not require any support services once installed.
Targets in expensive to make, i.e. plywood, pvc.
High accuracy within T cm.
-8-
Limitations Of A Fanbeam
Not as effective when the sun shines directly into the lenses.
The lenses can be affected by condensation, rain, and salt spray.
The system may suffer interference from reflective items in the area of the target.
Practical, useful range for DP is around 200-250 meters.
CYSCAN
CyScan is a short-range, laser-based, high precision positioning and tracking system
consisting of a rotating laser placed on a stabilized platform which compensates for pitch
and roll.
Three or more retro-reflective targets are fitted on the DP vessel at defined spacing along
a baseline.
The laser emits a pulse of light which is reflected back. The time interval between
emission and reception: and angle are used to determine the DP vessel's position relative
to the laser.
POOLING AND WEIGHTING PRS DATA
Pooling is the process of combining data from Position Measuring Equipments (PMEs) when
two or more PMEs are activated, to optimize the overall position data.
The pooling process is based on Weighted averaging to use the advantages of each
activated PME.
The limitations of each APME is minimized by the combined advantages.
PME CHARACTERISTICS
Type Range Max. Depth Accuracy
HPR 5 times water depth 4,000m 1 -2% of water depth
Artemis 30k::i n/a +or-lm
Taut Wire 25% of water depth 500m 2% of water depth
DGPS Unlimited n/a +or-3m

Laser Up to 200 an n/a Less than .5m
250'- practical DP use
GLONASS SYSTEM
Global Navigation Satellite System (GLONASS) is the Russian version of the United
States' GPS system
O GLONASS, like GPS, uses pseudo-range measurement from time and satellites position to
determine position.
GLONASS satellites I h orbital inclination of 65 degrees offer better position coverage in
higher latitudes, compared to GPS constellation (55 degrees).
Some GLONASS satellites are not consistently operational for position determination.
-9-
Hence, GLONASS is not always available for continuous position update.

^ Combined GPS/GI receivers use both satellites systems. This ability increases
the number of satellites available for r it ion coverage.
Global Navigation Satellite System (GLONASS) is the Russian version of the United
States’ GPS system.
GLONASS, like GPS, uses pseudo-range measurement from time and satellites position
to determine position.
GLONASS satellites high orbital inclination of 65 degrees offer better position coverage
in higher latitudes, compared to GPS constellation (55 degrees).
Some GLONASS satellites are not consistently operational for position determination.
Hence, GLONASS is not always available for continuous position update.
Combined GPS/GLONASS receivers use both satellites systems. This ability increases
the number of satellites available for position coverage.
PRINCIPLE OF EMULATION AND LIMITATIONS

Emulation is the process of interfacing data from position references in the DP system.
LIMITATIONS OF EMULATION
Since most DP systems are proprietary, any update to the system has to be factored in to the
emulation process by the manufacturer of the DP system.
Bypassing this requirement may result in unsatisfactory results.
- 10 -
Dynamic Positioning System Chapter 5 ENVIRONMENT SENSORS
ENVIRONMENT SENSORS AND ANCILLARY EQUIPMENT
VERTICAL REFERENCE FOR DP INPUT
Dynamic Positioning maintains a vessel’s position by controlling

Surge and Sway.
Dynamic Positioning maintains heading by controlling Yaw.
Heave, Pitch, and Roll, on the other hand, are monitored to enhance
position data from Position Measuring Equipments (PMEs).
As the vessel rolls or pitches, positions of PMEs are offset from the
center of gravity of the vessel. This offset may also be interpreted by
the DP system as an actual position change of the vessel.
Some vessels such as cruise ships may have stabilizers to damping
roll.
Vertical Reference Sensor (VRS), Vertical Reference Unit (VRU) or a
Motion Reference Unit (MRU) is fitted in the DP vessel to measure
pitch, roll, and heave.
The terms Vertical Reference Sensors )VRS) and Vertical
Reference Unit (VRU) are interchangeable.
The DP control system uses data from VRS, VRU, or MRU to
compensate for the offset of various position reference sensors from
the centre of gravity of the vessel.
For Dynamic Positioning purposes, the effects of pitch and roll
are more critical to position keeping than heave. A simple VRS
consists of a damped pendulum in a chamber containing a viscous fluid. Detector coils converts the
position of the pendulum to an analogue voltage to represent angles of roll and pitch. A more complex
VRS has facility to measure heave. Motion Reference Unit (MRU), on the other hand, uses linear
accelerometers to measure accelerations and calculates inclination angles.
GYRO COMPASS IN A DP SYSTEM
HEADING REFERENCE
Gyro compass provides heading data to the DP system.
DP vessels that require redundancy have two or more gyro compasses.
If only two gyro compasses are installed, the DP system is limited to monitoring the
difference in heading data. And, issuing a warning, if this difference exceeds a certain value.
If three gyro compasses are fitted, the DP system can use two-out-of-three voting to
determine a gyro failure, and give a warning accordingly.
Heading reference may also be available from strategically positioned DGPS receivers and
motion sensors.
-1-
WINDSENSORS WITHIN A DP SYSTEM

Wind has the potential to blow a vessel off position. Therefore, DP systems need wind speed
and direction data from windsensors:
To compute the effects of the wind on the vessel’s superstructure and hull.
To determine thruster force necessary to counteract the effects of
wind.
To calculate Weathervane or Minimum Power Heading.(Common
in shutter tanker operations).
Several types of windsensors are fitted aboard vessels. Generally, a

windsensor commonly consists of a rotating-cup type transmitting
anemometer, with a separate windvane to show wind direction.
Another type of windsensor has the impeller attached to the windvane.
WIND SENSOR FEED FORWARD FUNCTION

The windsensor has an input to the mathematical model. However, the mathematical model takes
time to evaluate and respond to changes in the vessel or environment.
The wind, on the other hand, can suddenly gust without warning. Hence, the windsensor is also
connected to the DP system by a “feed forward” function to bypass the mathematical modeling
process. This function enables the DP system to immediately react to a radical change in wind
condition.
LIMITATIONS OF WINDSENSOR INPUT

The accuracy of windsensor input in the DP system is influenced by the following factors:
Windshadowing resulting from masts, stacks, adjacent oil rig, platform or other vessel
obstructing the wind.
Malfunction in the windsensor (i.e. rotating cups or windvane becoming stuck).
Reliability of wind data from the windsensor selected by the DPO.
Data from the windsensor is essential in DP operations. The speed and direction of the wind are
important factors in the calculation of the weathervane or minimum power heading. Some vessels
such as shuttletankers and FPSOs require the vital information in order to keep the correct attitude at
all times.
The windsensors are coupled into the DP system by means of a “feed forward” function, which
bypasses the mathmatical model, in addition to being included in the modeling process. This is also
known as wind feed forward.
DESELECTING WINDSENSOR INPUT

Two or more windsensors positioned at opposite ends of the yardarm enable the DPO to select or
deselect a windsensor, depending on the prevailing circumstances.
The disadvantage of deselecting windsensors is wind data to the mathematical model and feed
forward function are discontinued. However, the DP system uses wind data stored in the mathematic
mode.
ADVANTAGE OF DESELECTING WINDSENSOR

During helicopter operation, if the helideck is close to windsensor, the downwash of air from the
helicopter rotor will trigger the feed forward function, Hence, the DP system will issue thruster
command to react to an apparent gust.
-2-
Deselecting windsensors during this critical operation will ensure that the vessel is not inadvertently
reacting to a fictitious gust.
Caution: Keep in mind when reselecting windsensors that the DP system may interpret the
difference between the constant wind value in t mathematical model and the prevailing wine
condition as a gust. And, react accordingly.
OTHER SENSORS
INERTIAL NAVIGATION SYSTEM (INS)

Rate Gyroscopes (sensors used to measure rate velocity) and accelerometers (sensors used to
measure acceleration in various axes) are combined to compute the vessel’s heading, altitude and
position.
Note: Unlike a DGPS receiver which determines position relative to satellites, INS is self-contained.
While INS cannot determine an initial position, it accurately computes position relative to an initial
position. Hence, combining DGPS and INS enhances DP capabilities.
MESSAGES ON DP SYSTEM AND PRINTER

Dynamic Positioning systems are designed to consistently check for inconsistencies, faults, and
warnings. Unique to the IVCS 2000, is a voice alarm in plain English.
When critical conditions are detected, messages (reports) are generated. These messages, are
constantly displayed on the LCD monitor and/or printed in an abbreviated format. Most DP systems
have a dedicated display area or facility for Messages. The type of information on display will
consist of:
Date and time of message generation.

Message text.
Message reference number.
Message type (Alarm, Warning or Information).
Source of origin (e.g. computer A or B).
Status of message (acknowledged or not, active, inactive, etc.).
Additional data.
All messages are printed out hard copy by a printer. I addition to the brief message text, the
DPO may consult a message listing, either on paper or on-screen help file, to provide a much greater
description of the causes and effects of the message.
Basically, DP systems issue three categories of messages:
Alarm. Warning
Information.
In the IVCS 2000 DP system, the three categories of messages are: Error.
Warnin
Informatio
Alarm messages are issued with a flashing lamp and audible alarm whenever the system
discovers a situation which adversely affects DP operation. The DPO must acknowledge the alarm,
-3-
check the contents of the alarm message, and determine a corrective course of action, in order to rectify
the situation. The following messages qualify as Alarm:
Setpoint Alarm Limits Exceeded. Position Out of Limit.
System Fault.
Thruster #2 Feedback Error.
Warning messages, appear on the alarm
display and printer, are issued with flashing lamp
alarm whenever the system discovers a situation
which will adversely affect DP operation, but do not
have any serious effect on the performance of the
system. The DPO must also acknowledge warning
alarms, and check the contents of the message in
order to rectify the situation. The following messages
qualify as Warning:
No windsensor selected.
Wind Direction Difference.
Thruster #1 High Force.
If system tests do not report the same message after a specific timeout period, the message becomes
inactive. Generally, inactive Alarm and Warning messages need to be acknowledged by the DPO before
they are removed from the active message display list, while Information messages are removed
automatically when they become inactive.
Information messages are issued without a flashing lamp or audible alarm to inform the DPO of
important issues that will not adversely affect DP operation. Reference Reject HPR 1 qualifies as
information.
CATASTROPHIC FAILURE MESSAGE

Catastrophic Failure indicates and extremely harmful situation that would cause the vessel to loose DP
capability, i.e. loosing heading (gyro compass) or position (DGPS) input. Alarms and Warnings
associated with catastrophic failure must be check and acknowledged by the DPO.
CORRECTIVE ACTION FOR ALARMS/WARNINGS

The DPO must fully understand any alarm or warning message before acknowledging it. Regardless,
the DPO may consult an on-screen help field or message listing to get a detail explanation of the
abbreviated alarm or warning message.
If one of two gyros selected by the DPO experiences a catastrophic failure (signal loss) for example,
the DPO must ensure that the alternate gyro is selected in order to maintain heading input into the
DP systems.
-4-
Dynamic Positioning System Chapter 6 POWER GENERATION AND SUPPLY
POWER GENERATION AND SUPPLY

Dynamic Positioning vessels, compared with conventional merchant vessels, have a much higher
need for power due to all the systems and redundancy required for DP operation.
DIESEL ELECTRIC DP VESSEL
Generic power generation and distribution for a dive support vessel.

In a typical diesel-electric DP vessel, power may be generated as follows:
Six diesel generators, fitted in two separate machinery spaces.
The generators send power to a split HT (high tension) switchboard.
The switchboard busbars are installed in separate spaces, also. And, are connected by a bus
switch.
The bus switch is opened to isolate the two halves of the switchboard so each can operate
independent of the other. When the bus switch is closed, the two halves connect.
Each busbar provides power to one main propeller, and at least one thruster at the bow and
stern. This provides redundancy should a fault develop in one busbar.
A Diesel Electric DP Vessel has a diesel engine connected to an electrical alternator/generator.
Alternators/Generators provide power for the diesel electric engine by a bank of diesel driven
alternators also called generators for this purpose. One of the advantages of this type of operation is
the cost saving on fuel. Another advantage is the ability to take generator on and off line when they
are not needed. Switchboard is an essential part of a diesel electric vessel. The alternators/generators
feeds the switchboard at which time the switchboard distributes the power. The typical switchboard
is 480 volt and split into two sections, the port board and starboard board. These two side are
connected by bus tie breakers. Proper setup of this equipment is necessary in order to have a
workable DP operation. DP technicians have simplified this process over the years with computer
systems and more modern equipment. Different types of DP systems have different requirements
from the bus-ties. An abnormal power condition, such as a generator taking on too big of a load and
tripping, may cause a blackout. When this happens the other generators try and assume the
remaining load and one of them may trip causing a blackout. This is why the bus-tie switches are
important and should be monitored. A bus-tie on a DP 2 system can either be open or closed in order
to fix any problems while maintaining position. The main purpose is so a single fault failure will not
cause the vessel to lose DP. A DP 1 type vessel might only have a 280 volt switchboard but will be
split like the 480 volt. In a typical diesel-electric DP vessel, power may be generated:
Six diesel alternators, fitted in two separate machinery spaces.
The alternators send power to a split HT (high tension)switchboard.
The switchboard busbars are installed in separate spaces also. And, are connected by a bus switch.
The bus switch is opened to isolate the two halves of the switchboard so each can operate
independent of the other. When the bus switch is closed, the bus bars connect the two halves.
Each busbar provides power to one main propeller, and at least one thruster at the bow and stem.
This provides redundancy should a fault develop in one busbar.
POWER REQUIREMENTS
Power is critical for the operation of various subsytems in the DP system.
The power generation system must be capable of rapid increase in production to met high
power demands by the control system, while “scaling “back when power demand is low, in order to
conserve fuel.
POWER MANAGEMENT SYSTEM

Power Management is the system that efficiently matches the level of power to the existing
conditions and having adequate power for future conditions. Diesel-electric powered vessels generally
have sufficient generators, connected to a switchboard driving the necessary motors.
In new modern vessels, the power management systems have the ability to start and stop
generators, trip certain systems before others, distribute load sharing through the system.
Power Management is the process of producing enough power to meet the demand of the DP
system, while economizing fuel consumption.
Redundancy level required determines the complexity of the power management system.
In a typical diesel-electric power vessel, enough alternators are connected to the switchboards to
produce the required power. When power demand increases, more alternators come online.
When, power demand decreases, the reverse occurs.
Power Management system is generally designed to prevent large motors from starting until
enough alternators are online to produce the required power.
In order to have redundancy, the power generation system is divided into tow halves. The tow
plants are fitted in separate machinery rooms, Moreover, switchboards are subdivided to isolate
faults or prevent blackout when necessary.
A Power Management system included in the IVCS 2000 provides:
The power monitoring for each of thrusters, CPPs, Shaft Generators, Main Engines.
The actuators’ (thrusters and CPPs) power limiting in order to prevent Shaft Generator and Main
Engine overload. Reduced power consumption of the C
PP and thruster connected to the same Shaft Generator with the thruster, which is being started, in order
to start the thruster motor.
UNINTERRUPTED POWER SUPPLY

The electronic components of the DP system (console, computers, position measuring equipment,
environmental sensors, etc.) need a stable power supply. Excessive power fluctuation may not only blow
some fuses, it can also damage sensitive electronic equipment. Moreover, DP electronic components
must have backup battery power in case the vessel experience a blackout. These battery backups systems
are called Uninterruptible Power Supplies (UPS).
DP class 2 and 3 must have redundant UPS’s and have a minimum duration of 30 minutes of operation.
There are other types of UPS’s on the market and many have longer durations. A better system would be
to setup two systems for redundancy in case of a UPS failure. UPS’s should be tested on a regular basis
as they do not last forever. They come in many different price ranges from inexpensive to very
expensive. The vessel would be bettered served with a reliable
Provisions For Uninterrupted Power Supply: Case 1 - Various peripheral elements of the DP system are
given dedicated individual UPS. For example, one independent UPS unit for each of the two DGPS
receivers in a DP system. Case 2 - One large capacity UPS facility to provide power to several
components in the DP system.
SIMPLEX UPS SYSTEM
Two separate supplies Master and Alternative, are taken from individual busbars. These supplies go into
charging rectifiers, which converts the ships a.c. to 120 v. d.c. The d.c. then supplies the inverters, and
backup batteries. When the vessel loses power, the batteries provide power to essential DP electronic
components for about 30 minutes.
NOTE: The batteries do not power the thruster and taut wire winch.
Inverters in the simplex UPS system convert the 120v. dc. into the a.c. voltage and frequency required by
the DP electronic components. Outputs from the Master and Alternative Inverters are synchronized in
phase. The static switch sends the power from Master or Alternative inverter to the DP electronic
components. Although the static switch is dependable, it is not redundant. Hence, it is a source of single-
point failure. Consequently, the simplex UPS system is limited to use in Equipment Class 1 DP vessels.
DUPLEX UPS SYSTEM
Each of two independent UPS systems is used to provide power to half of the DP system/ Each UPS has
a backup battery for reduddancy.
TRIPLEX UPS SYSTEM

A DP Equipment Class 3 vessel will have a third UPS system installed for triple redundancy.
WINDOWS
POWER LIMITS
In this window, the DPO can set maximum allowed power consumption for actuators (thrusters
and propellers) and maximum allowed power production for Main Engines and generators.
Power limits set in this window are considered by the IVCS 2000 during Thrust Allocation.
When power consumption/production within these limits is not enough for system operation, an
alarm appears.
Using "<" and ">" buttons it is possible to set required limit values for the following actuators:
Bow #F Thruster.
Bow #A Thruster.
Stern #F Thruster.
Stern #A Thruster.
Port Diesel.
Stbd Diesel.
Port Generator.
Stern Generator.
Port Propeller.
Stbd Propeller.
Power limits are set in percents from maximum consumed/produced power.
Set power limits are indicated in the Power Monitoring Window of the IVCS 2000.
GENERATOR LIMITS
In this window an operator can set low and high voltage and frequency limits for generators.
When these limits are overstepped, an alarm appears.
Using "<" and ">" buttons it is possible to set required limit values for the following generators:
Port Generator.
Stbd Generator.
Generator limits cannot exceed nnximum voltage and frequency values, defined by generators'
specifications.
SYSTEM DIAGNOSTIC
The System Diagnostic Window is

used for:
The IVCS 2000 hardware
monitoring.
Testing of the system
operability.
Determination of the current
system configuration.
The upper part of the System

Diagnostic Window shows system
structure diagram where all system
hardware components are indicated:
I/O boxes connected with
vessel actuators (upper row
of rectangles):
Bow Forward Thruster.
Bow Aft Thruster.
Stern Forward Thruster.
Stern Aft Thruster.
Port propeller.
Starboard Propeller.
Color of the rectangle
indicates state of the
respective I/O box:
Green color - I/O box is
correctly operated.
Red color - I/O box is
failed.
Genus Bases A and B are presented as two horizontal lines located under the I/O boxes.
Color of the line indicates state of the bus:
Green - the bus is correct and in operation. This means that at least one of I/O boxes is operated
through this bus. It is possible that both Genius buses are green.
White - bus is correct and Hot Standby.
Red - bus is failed.
PLCs and Computers A and B states are determined by color of the respective rectangle:
Light Green - PLC/Computer is correct and in operation (Master).
Dark Green - PLC/Computer is correct and Hot Standby.
Red - PLC/Computer is failed.
Port and Stbd Steering Systems states are determined by color of the respective rectangle:
Green - Correct connection between PLC and Steering Gear.
Red No connection between PLC and Steering Gear-Rudder control is not
available.
Ethernet connections between PLCs and Computers are presented with color lines,
indicating the state of connection:
Green - connection line is correct.
Red - connection line is failed.
Control panels (MCP A, MCP B, and PCP) are presented as rectangles located in the
lower row of the diagram. Color of the rectangle indicates state of the respective Control
Panel:
Light Green - CP is active. Connection line between CP and Computer is light green.
Dark Green - CP is not active. Connection line between CP and Computer is white.
Red color - CP is failed or no connection with CP. At that connection line between
CP and Computer is red also.
Sensor sets are presented as two black boxes with sensor lists. Color of the sensor name indicates
sensor state:
Green - sensor correctly sends data to the 1VCS 2000.
Red - no data from sensor.
The following AC/DC Monitoring color circle indicators are presented in the lower part of the System
Diagnostic Window;
Availability of I/O boxes energizing from 24 VDC A and B Power suppliers:
Green color of indicator — power supply is available.
Red color - no energizing.
Availability of Main Housings A and B energizing from 24 VDC A and B Power
suppliers:
Green color of indicator - power supply is available.
Availability of Main Housings A and B energizing from internal 24 VDC Power
suppliers:
Green color of indicator - power supply is available.
UPS A and B failure indicators:
Line Failure (115 AC ship power failure).
Low Battery.
Replace Battery.
Grey color of indicator - no failure signal.
Red color - failure.
NOTE: In the case of Low Battery the Operator Console will be automatically shut down in 30 seconds
and the following inscription will be displayed:
System is automatically shut down.
Low battery.
SYSTEM STRUCTURE DIAGRAM

POWER MONITORING WINDOW
The Power Monitoring

Window is used for:
Thrusters' power
consumption,
parameters and
state monitoring.
Engines' and
generators' power
producing,
parameters and
state monitoring.
Circuit breakers'
state monitoring.
Thruster Motor
Start Preparing,
The following indicators

are represented for each
thruster, engine,
generator, and CPP
(Power Monitored
Devices):
Power Monitored
Device Image -
Indicates the state otthe Power
Monitored Device.
Digital Parameters Indicators - The following group of parameters is monitored for ail
Power Monitored Devices, except for the Shaft Generators:
Power.
RPM.
Pitch (except engines).
As for the Shaft Generators, their parameters are the following:
Power.
Frequency.
Voltage.
Power Consumption/Generation Graphic Indicator - Shows the consumed/produced
power level.
Circuit Breakers Image - Shows the state of the circuit breaker connecting the Power
Monitored Device to the bus.
“START” Pushbutton - Is presented only for the thrusters. Enables starting the Thruster Motor Start
Preparation Procedure. Changes to the “Ready to start” state after the Preparation Procedure has been
executed.
Power Monitored Device Status Indicator - The colored circle Indicator; the color is indicating status:
Grey – not ready (option).
White – device under manual control.
Green – device under automatic control.
Red – device Alarm.
Power Monitored Group Graphic Bar Indicator - Shows the power consumption and generation for the
Power Monitored Device Group.
Red lines on all graphical indicators represent the set power limits.
ALARM MONITOR
The Alarm Monitor contains the list of all alarms and control buttons for Alarm List viewing. It can be
loaded by one of two ways:
Select “Services Alarm Monitor” option on the Main Screen.
Press the “Monitor” Softkey in the Alarm Window of the IVCS2000.
The Alarm Monitor window is similar to the Alarm Window of the IVCS2000. It contains the following:
Alarm List, presented as a table, with the following fields in each string:
The symbol, defining message group (Error, Warning, Information).
Field of message acknowledgement.
Date.
Time - start Time of alarm.
End - stop Time of alarm.
Event - text of alarm message.
Control Buttons:
"t" and "i" Softkeys - for alarm selection.
"ACK" Softkey — for acknowledging of selected alarm.
"Prev" and "Next" Softkeys - for moving screen pages (up and down).
"Clear" Softkey - for cleaning of alarms storage. Press this button to keep only 3
months history of alarms.
Exit Softkey Jj.

Dynamic Positioning System Capter7 OPERATIONS USING DYNAMIC POSITIONING
OPERATIONS USING DYNAMIC POSITIONING
APPROACHING WORKSITE
The Dynamic Positioning Vessel, in many cases, can be considered the command center of
the DP operation. Hence, it is imperative that DPOs fully appraise every detail relating to the
pending project.
Details to consider prior to arrival at the worksite must include the following:
Location and/or parameter of the worksite.
Depth of water at and around the worksite.
Traffic in vicinity of worksite.
Obstructions above and below the water.
Possible hazards relating to DP operation.
Weather forecast for the area of operation.
Tide and current predictions
Details to consider prior to arrival at the worksite must include the following:
Available thrusters.
Equipment redundancy required for the operation.
Available position references and limiting factors (i.e. rigs, platform, and other large structures may
interfere with GPS signals). Communication Channel to contact platform or other vessel
involved with DP operation.
Details to consider prior to arriving at the worksite must include the following: Coordinate with
engine room (i.e. time, power requirement, communica
tion lights, etc.). Contingency plans for power blackout, abandoning DP operation, exiting worksite,
and
more.
TRANSFERRING FROM CONVENTIONAL NAVIGATION TO DP
CONTROL
During the approach to the worksite, the vessel has to switch control from the navigation
bridge to the DP console. Several factors must be considered when determining when and where to
switch over to the DP console including:
Physical location of the DP console relative to the navigation bridge (i.e. the DP console is in
the After Bridge on some vessels. In the case of shutter tankers, the DP console is in the Bow
House).
Vessel traffic in the immediate vicinity.
Proximity to the 500m zone, if applicable.
The DP system requires some time to build a mathematic model for the prevailing
circumstances. Without the model, the vessel will have difficulty maintaining position.
CHECKLIST
Utilizing a checklist for this switching over process will help ensure that essential DP items
are examined. A checklist is a guide which lists essential items to be examined. In some cases, the
checklist will give the examination sequence and tolerance for the each item.
Generally, the DPO on duty will have to maintain the following checklists:
Pre-DP.
Pre-operational.
Watch hand-over.
Periodic DP (i.e. every six hours).

NOTE: The Machinery Control Room (MCR), ROV crew, Deck crew, and Surveyors may
have their own checklists.
Checklist Recommendations:
If possible, two DPOs should complete the checklist—one reads out and initials each item while
the other does the actual check. Avoid racing through the checklist. DP is a gradual process.
Use the checklist as a memory aid only so you don’t lose sight of the “big picture.” Update
the checklist to reflect modification or upgrade in the DP system. If the checklist is a
controlled document, file a non-conformance to get the require change.
SWITCHING FROM MANUAL TO FULL DP MODE

After completing the pre-DP checklist, maneuver the vessel as close to a complete stop as
possible, before switching to full DP. Keep in mind that if the vessel still has headway when you
switch to full DP, the thrusters may overwork to maintain position. Hence, the vessel could
experience a partial or complete blackout, depending on the level of redundancy.
A more practical approach is to engage full DP mode, one axis at a time:
Steady the vessel’s heading prior to pressing the Auto Yaw button. In this mode, the DP system
automatically controls the heading. And, the DPO manually controls Sway and Surge with
the joystick. This mode is referred to as “JSAH” (Joystick control with Auto Heading).
Manipulate the joystick to reduce motion in the X-axis (fore and aft) as close to zero as possible.
Then, engage Auto Surge.
Repeat the above procedure for the Y-axis (sideways) and press Auto Sway.
Caution: Avoid making a heading change, using the Heading Input option, when the vessel has only
Auto Yaw and Surge or Auto Yaw and Sway engaged. This could lead to some unsuspected vessel
reaction.
LOGBOOK RECORDS
The vessel’s logbook is an official record of pertinent events equivalent to a “black box” in
an airplane. As a rule, any information that could be used to reconstruct an operation or incidence
for analysis, should be entered into the ship’s logbook.
Some companies have policies relating to what should be recorded in the ship’s log; and,
acceptable format to use. In addition, some DP vessels have an automatic voice and event recorder
on the bridge.
Events to be recorded in the vessel’s logbook should include, but are not limited to the
following:
Essential communication, i.e. permission to proceed into the 500m zone.
System failures.
DP incidence and repairs.
Details of DP operation.
COMMUNICATION DURING DP OPERATIONS

Any operation that requires successful cooperation between various parties - i.e. charterer, marine
department, engineers, surveyors, deck crew, divers, etc.— has the potential for conflict. Communication
is crucial to the success of any DP operation.
Every single person involved in the DP operation must be briefed about the overall operation in order to
see “the big picture.” In addition, it is essential that everyone knows exactly what is expected of him/her.
DP WATCHKEEPING
The nature of the DP operation and class of vessel will dictate manning requirement. For example,
a non-redundant DP supply vessel delivering supplies to an oil rig might have only one DPO on watch at a
time. However, a construction vessel carrying out dive operation will have at least two DPOs present on
the bridge at any time.
Regardless of manning requirements, DPOs on all vessels are involved in hand-over procedures.
Some vessels have hand-over checklist. For some vessels, the hand-over is informal.
The following information will greatly enhance the hand-over process:
The vessel’s heading and position.
Vessel traffic around the worksite.
Details of the DP operation and expected changes.
DP systems performance.
Status of Position Reference Systems and any restriction.
Level of redundancy.
Current weather conditions and forecasts.
Internal and external communications.
Expected helicopter operations.
UTM SYSTEM OF PROJECTION AND COORDINATES

Universal Transverse Mercator (UTM) system of coordinates, produces the high level of accuracy
required for most Dynamic Positioning related operations. Hence, UTM is a viable alternative to
reduce distortion resulting from the conventional Mercator projection. Mercator Projection is
formed by a placing a cylinder tangent to the Earth’s equator.
Lines of longitudes (measured east-west) converging at the poles are stretched in the cylinder so that
they are straight and equidistance.
Consequently, latitudes (measured north-south) are proportional stretched. Thus, distortion, resulting from
the stretching, is minimal at the Equator and increases to a maximum value at the poles.
Since, most DP operations are carried out well away from the
equator, a more accurate system of coordinates was needed—
UTM. In the UTM system of coordinates, Northings and
Eastings, measured in meters, are used to express a position.
Universal Transverse Mercator (UTM) was developed in
1936 and adopted by the US army in 1947.
This projection is based on a cylinder placed tangent to a selected meridian.
Thus, the area within 3º on each side of the selected meridian has minimal distortion.
A single Transverse Mercator projection only yields a useful zone of 6º width of longitude (3º on
each side of the selected meridian). Hence, that is obviously not enough to cover the whole
terrestrial sphere without distortion. Consequently, the cylinder is rotated in 60 steps (six degrees
per step) UTM to ensure every point on Earth is within 3 degrees of a central meridian. In addition,
each zone is then divided into 100,000 meter squares (100 000 x 100 000).
In order to cover the entire Earth, the terrestrial sphere is divided into 60 zones of 6º longitude. The zones
start at 180º meridian and are numbered consecutively eastward.
THE ZONES ALSO EXTEND FROM 84º N TO 80º S.

Zone 1, for example extends from 180º meridian to 174º W longitude, with the central meridian at 177ºW).
Eastings are measured increasing to the east. In
addition, the central meridian is given a false
datum value of 500,000. Hence, Eastings for a
position east of the central meridian will
increase from 500,000 to the position.
Eastings for a position west of the central
meridian will decrease from 500,000 to the
position. This resolution results in positive
Eastings values throughout the zone.
Northings are measured increasing to the north.
For example, the Northings for a position in the
Northern hemisphere is measured from the
Equator (zero reference) northward to the
position.
Northings for a position in the Southern
hemisphere is measured from the Equator.
However, in this case, the Equator is given a
false datum of 10,000,000. Hence, Northings
value decrease from the Equator southward.
This resolution results in positive Northings
values increasing northward throughout the
globe.
Advantages of UTM Systems of Coordinates:
Minimal distortion within a zone.
High accuracy.
Accuracy is consistent throughout the glove.
UTM is popular in DP operations.
Disadvantages of UTM System of Coordinates:

High distortion at the poles.
Northings and Easting are measured from false origins.
A complete reference requires Northings, zone number, and Eastings.
Combining different UTM zones lead to major distortion.
DATUMS USED IN DP OPERATIONS

Three popular datums used in DP operations:
Universal Transverse Mercator (UTM ) system gives position in terms of zone number, Northings
and Eastings in meters.
Latitude and Longitude coordinates system, give position in terms of North or South and East or
West relative to the Equator and Greenwich meridian respectively. Coordinates are given in degrees and
minutes.
Local coordinates system gives position in terms of distances North/South (X) and East/West (Y)
from a local reference point—fanbeam reflector, HPR transponder, taut wire depressor weight location,
etc.
DIAGRAM BASED ON UTM COORDINATES

In order to draw a worksite diagram based on UTM coordinates:

Select the central meridian in the zone closest to your position.
Plot the Northings for your position relative to the Equator.
Plot the Eastings for your position relative to the central meridian in your zone.
Caution: U.T.M. coordinates based on the central meridian in a zone will not align with
coordinates for the same location based upon another central meridian. Draw all diagrams for the DP
operation to the same projection and central meridian datum.
EMERGENCY AND CONTINGENCY

The dynamic nature and precision require of D
o operating procedures, prevailing circumstances, and experience to anticipate situations ld cause
the DP vessel to loose pos
imate goal of emergency and contingency plans is to allow the vessel to safely terminate ration,
and escape from the location
sibe blackout. If an escape is not possible, on a dive vessel for example, position and heading
maintained.
CAPABILITY OF DP VESSELS
Assessing a vessel's DP capability is a prerequisite for determining whether the vessel

can meet the demands of a particular operation. Several sources are available to help
assess the DP vessel's capability:
XX FMEA (failure modes and
effects analysis).
O ERN Numbers.
XX Capability Diagram.
<X Footprint Plot.
The Capability Plot/Diagram

contains results of the IVCS
2000 Capability Analysis and
allows an operator to set different
system configuration and select
environmental conditions to
forecast the maximum weather
conditions in which the vessel
can maintain position and
heading. By examining this
window an operator can clearly
see the current (or forecasted)
operational limits for current (or
set) environmental conditions
and select an optimal heading for
most safe operations.
There are two modes of the

Capability Diagram Window
operation:
Real Mode - In this mode, the system indicates the maximum weather conditions in
which the vessel is able to continue DP operation for current system
configuration (thrusters set and maximum loading), actual current conditions
(speed and direction), and actual wind direction. To operate the Capability
Diagram Window in the Real Mode, press the Real Mode control button in the
middle part of the window.
Hypothetic Mode - Forecast of the maximum weather conditions for which the
vessel can maintain position and heading for set system configuration (thrusters
set and maximum loading), set current conditions (speed and direction) and set
wind direction. To operate the Capability Diagram Window in the Hypothetic
Mode, press the Hypot Mode control button in the middle part of the window.
The Capability Diagram Window has the following structure:
The upper part of the window contains the Capability Plot where the following information is
indicated:
Circle Grid, where each of concentric circles points a wind speed value and rays
determine relative vessel heading direction.
Blue-red arrow points North direction .
Wind direction (actual for Real Mode and set for Hypothetic Mode) - yellow triangle
with symbols HW.
Current direction (actual for Real Mode and set for Hypothetic Mode) - green
triangle with symbols HC.
Area, within which the vessel can maintain position and heading depending on wind
speed.
This area is determined by the actual current speed and direction and the actual wind
direction for the Real Mode and by set current speed and direction and set wind direction for
the Hypothetic Mode.

The middle part of the window is used for:
Operational Mode selection: the Real Mode and the Hypot Mode control buttons. The
following values indication for the Real Mode and setting for the Hypothetical Mode:
True current speed.
True current direction.
True wind speed (can not be edited in the Hypothetic Mode).
True wind direction.
To edit wind and current settings in the Hypothetic Mode, press the Edit softkey.
Special editors appear, where an operator can set desirable values.
The lower part of the Capability Diagram window is used for monitoring (for the Real
Mode) and setting (for the Hypothetic Mode) thrusters configuration and maximum
loading (actuator limits) and contains the following:
Indicators of Auto or Manual actuator using in the IVCS 2000.
Indicators of actuator limits.
To modify actuators set or actuator limits in the Hypothetic Mode, press an actuator
control button. A special editor appears, where an operator can set desirable value of
actuator (using a Numeric keypad) and switch on/off an actuator on/off into Auto Mode
operation
STATUTORY REQUIREMENTS FOR DP OPERATIONS
The following documents contain statutory requirements and guidance relating to DO operations:
"Guidelines for Vessels with Dynamic Positioning Systems," (1MO document
MSC/Circ.645) "Guidelines for the Design & Operation of Dynamically Positioned
Vessels," (IMC A document)
DP EQUIPMENT CLASSES AND APPLICATION
Summary of IMC A (International Marine Contractors Association) guidelines for DP vessels:

Equipment Class 1 - Loss of position may occur in the event of a single fault.
Equipment Class 2 - Loss of position should not occur from a single fault of an active
component or system such as generators, thruster, switchboards remote controlled valves etc.
But may occur after failure of a static component such as cables, pipes, manual valves etc.
Equipment Class 3 - Loss of position should not occur from any single failure including a
completely burnt fire sub division or flooded watertight compartment.
CLASSIFICATION SOCIETY NOTATIONS
American Bureau of Shipping (ABS), Det Norske Veritas (DNV), Lloyds Register of Shipping
(LR) issued class notations for DP vessels.
CORRESPONDING CLASS NOTATION
IMO Equipment LR DNV
Description ABS
Manual position control anc DP(CM) DNV-T DPS-0
automatic heading control under
spcified maximum environmental
conditions.
Automatic and manual position Class 1 DP(AM) D NV-AUT

and heading control under DPS-1
specified maximum environmenta1 DNV-AUTS
conditions.
Automatic and manual position
and heading control under
specified maximum environmenta
conditions, during and following Class 2 DP(AA) DNV-AUTR DPS-2
an single fault excluding loss of a
compartment. (Two independen
computer systems).
Automatic and manual position
and heading control under
specified maximum environmenta
conditions, during and following
an single fault including loss of a
compartment due to fire or flood Class 3 DP(AAA) DNV-AUTRO DPS-3
(At least two independen
computer systems with a separate
backup system separated by A6C
division >.
DP EQUIPMENT REQUIREMENTS
SUBSYSTEM OR COMPONENT MINIMUM REQUIREMENTS FOR GROUP

DESIGNATION
Equipment Class:
IMO 1 2
3
DNV AUT AUTR
AUTRO
LR DP(AM) DP(AA)
DP(AAA)
Power System:
Generators and Prime Movers Ken-Redundant Redundant Redundant, separate
compartments
Main S 1 1 w/bus tie 2 w/normally open
bus-lies in separate
compartments
Bus Tie Breaker 0 1 2
Distribution System Non-Redundant Redundant Redundant, separate
compartments
Th rasters:
Arrangement of Thrusters Non-Redundant Redundant Redundant, separate
compartments
Control:
Auto Control: # Control Computers 1 2 2+1 in alternative
control station
Manual Control: Joystick Yes Yes Yes w/auto heading
Single Levers for Each Thruster Yes Yes Yes
Sensors:
Position Reference Systems 233 including 1 in alt. control station
External Sensors:
Wind 1 2 2 (1 of which in alt.
control station)
VRS 1 2 2(1 of which in alt.
control station)
Gyro 1 2 3 (1 of which in alt.
control station)
Oth
Alternative Control Station for 1 No 2
No 2 (1 f hi h i lt
Yes
Back-Up Unit
DP OPERATIONS IN SPECIALY VESSELS

Dynamic positioning (DP) technology was developed primarily to facilitate innovative
expansions in the oil and gas exploration industry. However, the success of DP has made it
feasible for vessels performing a variety of tasks.
DIVING AND UNDERWATER SUPPORT VESSELS
Dive support vessels deploy divers for a variety of underwater operations including inspection,
installation, configuration, recovery, survey, and more. Due to hazards associated with dive
operations, DP dive support vessels have several arrangements in place to protect divers.
Major DP systems are duplicated or triplicated to ensure that divers are recovered regardless of
possible failure modes.
The length of the diver's umbilical is restricted to prevent him/her from being sucked into a
rotating propeller, thruster, sea water intake, or other underwater obstacle.
In addition, a tender or standby diver is used to tend to the diver's umbilical.
For dive operations in water deeper than 300 meters, a diver must wear an atmospheric diving
suit (ADS) or a remote operated vehicle (ROV) is employed.
DRILLSHIPS
Drillships are directly involved with oil or gas

exploration. Hence, if the drillship wanders off
position to the extend that the connection to the well
is severed, uncontrolled release of hydrocarbons
could pollute and damage the environment. In
addition, reconnecting to the well can be costly and
time consuming.
Dynamic Positioning, usually class III system, is
used to keep the drillship as directly above the
well as possible.
Lower main riser angle is constantly
monitored to ensure the vessel remains within3°.
Water circles may be established to represent
distances corresponding to riser angles.
A riser angle in excess of 3° is an indicationthat
the drillship is drifting off location to the extend
that the connection to the well may part.
Some DP systems on drillships have "riser angle
mode" function to ensure that the
drillship is automatically maneuvered to
reduce the riser angle.
CABLE LAY AND REPAIR VESSELS
Cable Lay and Repair Vessels have to load and lay fragile fiber-optic cables. Therefore, DP systems
in these vessels enables them to have more control when handling cables.
DP also enables these vessels to maintain position and heading when they come to the end of the
lay, usually close to the coast, to complete the shore-end tie-in connection. During this operation,
the water is often shallow with strong current.
PIPELAY VESSELS
Pipelay vessels have to maintain a constant tension in the pipeline during laying operation in order
to prevent damage to the pipeline.
Pipeline tension data is automatically transmitted to the DP system.
The system then provide the necessary thrusters commands to enable the vessel to maintain
tension.
In addition, these vessels have to lay the pipeline along an exact track. Hence, DP enables these
vessels to follow the required track.
ROCKDUMPING AND DREDGING VESSELS
Vessels engaged in rock dumping are generally used to cover untrenched pipelines. DP systems in
these vessels provide accurate track and speed control over the pipeline to be covered. Hence, the
"auto-track" mode allows vessels to spread rocks evenly and economically.
Rockdumping vessels are also used to remedy erosion problems in some areas of the ocean.
Vessels engaged in dredging operations range from clearing channels and harbors to recovering
roadstones and building aggregates. DP systems in these vessels are used to ensure accuracy in
dredging a defined area. The "auto-track mode" comes in handy for several dredging operations.
SHUTTLE TANKER AND FPSO VESSELS
A Floating Production, Storage, and Offtake units (FPSO) is generally a a turret moored tanker
which weathervanes to maintain heading into the weather. FPSOs often use shutter tankers to
transport the oil. As the FPSO wanders about her position, the shutter tanker has to maintain a
relative position to prevent breaking the loading hose. Hence, the shutter uses DP for relative
positioning off the FPSO.
OPERATIONS USING DYNAMIC POSITIONING

ACCOMMODATION AND FLOTEL UNITS
Accommodation and Flotel Units are generally barges used to support oilfield operations. These
barges have to maintain position off other vessels or structures. Hence, DP is used when
waterdepth, seabed activities, or other hazards render anchoring impossible.
CRANE BARGES AND CONSTRUCTION VESSELS
Crane Barges and Construction vessels are used in construction and de-commissioning
operations in the oilfield. These vessel are also used in wreck recovery' or salvage work. Since
these vessels have to operate relatively close to object (s) being lifted, they have to maintain
position and heading to prevent collision. DP systems in these vessels are often more feasible
than anchoring.
SUPPLY AND STANDBY VESSELS
Supply and standby vessels usually come in lose

proximity to oil rigs, platforms, barges, or other
vessels for replenishment operations.
DP systems on these vessels enable them to stay on

location a safe distance from obstructions. Hence,
hazards associated with collisions are greatly
reduced.
CRUISE AND PASSENGER VESSELS
Cruise and Passengers vessels are being built very large. However, the controlling depth of most
channels remains the same. Consequently, these vessels are being designed with relatively
shallow drafts for easy port access and large freeboards to accommodate more passengers. This
raft/freeboard combination causes a challenge for maneuvering in restricted waters. Dynamic
Positioning is used in these vessels to increase maneuverability.
OTHER VESSEL TYPES
Heavy-Lift Vessels - Vessels engaged in lifting heavy equipment, an oil platform for example,
may wander off position when trying to lift or discharge cargo. DP systems enables these
vessels to maintain position and heading when loading or discharging.
Military Operations - Some military vessels have DP systems installed to facilitate critical
operations, for example, underway replenishment, mine countermeasures, etc.
DP OPERATIONS IN SHALLOW WATER
Dynamic Positioning in shallow water is degraded due to the following factors:
Strong currents in the vicinity of operation will cause the thrusters to work harder.
Thereby, more power is consumed and the possibility of failure is increased. In addition,
more noise is generated in the water.
The reduced distance between HPRs' transducers and transponders results in thrusters
activities interfering with acoustic signals. Dynamic Positioning in shallow water is degraded
due to these factors.
Tautwire system may become unreliable because of the shallow depth.
DP OPERATIONS IN VERY DEEP WATER
Dynamic Positioning in very deep water is complicated by the occasional presence of strong tides.
In addition, position references may become unreliable for the following reasons:
Taut wire system looses accuracy beyond depth of 300m. Even the taut wire system designed
for depth down to 2000m, becomes inaccurate due to the angular resolution in very deep water.
And, the wire tends to bend in strong tides.
Hydroacoustic Position References (HPR) loose reliability in very deep water because acoustic
energy spreads with increased distance.
The Long Baseline systems (LBL) gives better accuracy in very deep water. 1 lowever, the
refresh rate is relatively slow because sound travels in sea water at a rate of ! 500 m/s.

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A Savelyev Dynamic Positioning System

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Anatoliy Savelyev

DYNAMIC POSITIONING SYSTEM

Provide a comprehensive understanding of the principles of Dynamic Positioning.

Demonstrate setting up and operating DP equipment and position measurement

Examine the relationship between DP equipment and the vessel systems.

Relate DP operations to the prevailing environmental conditions.

VCS 2000 SYSTEM OVERVIEW

Built in “trainer” (simulator) for realistic dockside training of operators.

PRINCIPLES OF DYNAMIC POSITIONING SYSTEM

Dynamic Positioning System (DP) is an integrated system designed to automatically

Dynamic Positioning System is a combination of a position control and heading control

COMPARISON TO OTHER POSITION-KEEPING SYSTEMS

SPREAD MOORING TO ANCHOR PATTERN

DP OPERATIONS IN SPECIALTY VESSELS

CABLE LAY AND REPAIR VESSELS

Track Follow - precisely controls the track of the vessel.

CRANE BARGES AND CONSTRUCTION VESSELS

CRUISE AND PASSENGER VESSELS

Objective: Provide transportation within the travel industry.

DIVING AND UNDERWATER SUPPORT VESSELS

Objective: Involved with oil or gas exploration.

PIPE LAY VESSELS

ROCK DUMPING AND DREDGING VESSELS

FLOATING PRODUCTION, STORAGE, AND OFFTAKE UNITS (FPSO) VESSELS

Objective: A turret moored tanker which must prevent hydrocarbon release.

DP Advantage: Maintains position with increased anchor effectiveness.

SUPPLY AND STANDBY VESSELS

Objective: Replenishment operations for oil industry.

OTHER VESSEL TYPES

SIX FREEDOMS OF MOVEMENT

Roll - the rotational motion of a vessel about its longitudinal axis.

Pitch - the rotational motion of a vessel about its transverse axis.

Heave - the upward and downward motion of a vessel.

Surge - the forward and backward motion of a vessel.

Sway - the sideward motion of a vessel.

Yaw - the directional motion of a vessel about its vertical axis.

SIX FREEDOMS OF MOVEMENT

MOVEMENTS CONTROLLED AND MONITORED BY DP

ELEMENTS OF A DYNAMIC POSITION SYSTEM

PROPULSION AND THRUSTERS

Azimuth thruster is a propeller designed to operate through 360 degrees.

The type of vessel, DP operation, environment, level of

Minimum thrusters and a propeller.

A tunnel thruster and an azimuthing thruster.

Bow thruster conventional propeller.

Each of these configurations will control the vessel in X, Y, and N.

NOTE: Most DP vessels have propulsion/thruster configurations

DYNAMIC POSITIONING OPERATOR (DPO)

DYNAMIC POSITIONING CONSOLE

DYNAMIC POSITIONING COMPUTERS

Two-computer configuration (duplex system) offers redundancy by automatically switching

A free-computer configuration (triplex system) offers additional redundancy and security.

POWER AND FORCE GENERATION

A DP vessel is potentially vulnerable to power shortages, blackout, or partial blackout conditions,

Power generation is the “heart” of the DP system.

POSITION MEASUREMENT EQUIPMENT(PME)

Different Global Positioning System.

Hydroacustic Position Reference.

If free girocompasses fitted, the DP system can use two-out-of-three voting to

The giro compass has a direct feed into the DP system.

Provides heading and bearing information relative to magnetic north.

Used as an external backup reference.

Does not feed information to the DP System.

The VRU is a sensor used to measure the vessel roll and