Kongsberg K-Pos

DP Capability and Motion

Prediction Analysis
Operator Manual
Release 7.0

301042/A
October 2006
Document history

Document number: 301042

This version describes the operation of the DP Capability and
Rev. A October 2006 Motion Prediction Analysis functions at basis software release
7.0.

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

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

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

Comments
To assist us in making improvements to the product and to this manual, we welcome comments and
constructive criticism.
e-mail: km.documentation@kongsberg.com

Kongsberg Maritime AS
P.O.Box 483 Telephone: +47 32 28 50 00
N-3601 Kongsberg, Telefax: +47 32 28 50 10
Norway Service: +47 815 35 355
www.kongsberg.com
 Operator Manual

Table of contents

1 OVERVIEW........................................................................ 5
1.1 The DP Capability and Motion Prediction Analysis functions ................................5
2 SETTINGS ......................................................................... 6
2.1 Common settings ......................................................................................................6
2.1.1 Selecting DP class ........................................................................................ 6
2.1.2 Specifying present environmental conditions .................................................. 7
2.1.3 Selecting running mode and failure types ....................................................... 9
2.1.4 Selecting thrusters for failure simulation....................................................... 10
2.1.5 Selecting generators and power buses for failure simulation........................... 12
2.1.6 Specifying the wave spectrum ..................................................................... 13
2.2 DP Capability specific settings...............................................................................14
2.2.1 Selecting environmental variation ................................................................ 14
2.2.2 Running an analysis in On-line mode ........................................................... 15
2.2.3 Running an analysis in Off-line mode........................................................... 16
2.3 Motion Prediction specific settings ........................................................................16
2.3.1 Specifying environmental conditions............................................................ 16
2.3.2 Changing the vessel’s start position in the drift-off simulations ...................... 18
2.3.3 Changing the location of the watch circles .................................................... 18
2.3.4 Running an analysis in On-line mode ........................................................... 19
2.3.5 Running an analysis in Off-line mode........................................................... 20
3 DP CAPABILITY ANALYSIS.............................................. 21
3.1 DP Capability .........................................................................................................21
3.2 Capability view.......................................................................................................23
3.2.1 Limiting wind/current presentation .............................................................. 23
3.2.2 Most loaded thruster presentation................................................................. 28
3.2.3 Using the electronic bearing line .................................................................. 30
3.2.3.1 Finding the limiting conditions at a given heading.................................... 31
3.2.4 View controls ............................................................................................. 31
3.3 Examples demonstrating the use of DP Capability ................................................32
3.3.1 Interpreting the DP Capability view ............................................................. 38
3.3.2 Discussing the trustworthiness of the results ................................................. 40
3.3.3 Displaying the danger area .......................................................................... 41
3.3.4 DP class and the DP Capability Analysis function......................................... 42
3.3.5 Worst single failure simulations ................................................................... 43
3.3.6 The Most Loaded Thruster (MLT) function .................................................. 43
4 MOTION PREDICTION ANALYSIS .................................... 46
4.1 Motion Prediction...................................................................................................46
4.1.1 Drift-off simulations ................................................................................... 46
4.2 Motion Prediction view ..........................................................................................47

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4.2.1 Using the Variable Watch Circle .................................................................. 50

4.2.2 View controls ............................................................................................. 51
4.2.2.1 Show..................................................................................................... 52
4.2.2.2 Grid ...................................................................................................... 53
4.2.2.3 Range.................................................................................................... 53
4.3 Examples demonstrating the use of Motion Prediction..........................................54
4.3.1 Interpreting the Motion Prediction view ....................................................... 61
4.3.2 Investigation of the vessel’s motion using the Variable Watch Circle .............. 62
4.3.3 Vessel position offset .................................................................................. 63
4.3.4 Watch circles .............................................................................................. 64
4.3.5 Discussing the trustworthiness of the results ................................................. 65

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 Overview

1 OVERVIEW
This chapter contains the following sections:
1.1 The DP Capability and Motion Prediction
Analysis functions........................................................5

1.1 The DP Capability and Motion Prediction

Analysis functions
The DP Capability and Motion Prediction Analysis functions are
used to analyse and predict operational margins for your vessel
and the effects of single-point failures.
The basis for the analyses is the PRESENT environmental
conditions (relative to the vessel heading) specified by the
operator.
Due to the cyclic nature of the analysis program, i.e. that the
analysis is run automatically at preset intervals, you should
evaluate the PRESENT environmental conditions regularly, and
input new values if they have changed significantly.
Be aware that:
• All directions are to be specified relative to compass north
(TRUE NORTH).
• The sea current amplitude is “real” current and not “DP”
current.
Both the DP Capability Analysis and the Motion Prediction
Analysis functions can be run in On-line or Off-line mode.
When On-line Running mode is selected, online DP variables
are used to adjust the calculations. Analyses are performed
cyclically (usually every five minutes), provided the system has
first settled for at least 2.5 minutes in Auto Position mode and
with statuses PRESENT HEADING and PRESENT POSITION.
These statuses are indicated on the status bar at the bottom of the
screen. When the above stated conditions are met, the operator
can also start a new analysis at any time.
When Off-line Running mode is selected, no DP variables are
used to adjust the calculations. As for On-line mode, analyses are
performed cyclically. Analyses can be performed in any system
main mode, and the operator can start a new analysis at any time.

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2 SETTINGS
This chapter contains the following sections:
2.1 Common settings .........................................................6
2.2 DP Capability specific settings ..................................14
2.3 Motion Prediction specific settings............................16

2.1 Common settings

This section describes the settings common to both the DP
Capability and Motion Prediction Analysis functions.
Before running an analysis, you must select the Running mode
and the failure conditions to be analysed, and specify the present
environmental conditions. If relevant, also select the appropriate
DP class.
Note
The present conditions for all the environmental components
(waves, wind and sea current) must be given, irrespective of the
selected Running mode.

You can only enter settings for the DP Capability and Motion
Prediction Analysis functions from the Operator Station in
command. The OK and Apply buttons on the DP Capability and
Motion Prediction Settings dialog box appear dimmed on all the
other Operator Stations in the system. The analysis will still
be running on these Operator Stations, but their settings are
inherited from the Operator Station in command. The Capability
view and the Motion Prediction view therefore show identical
results on all Operator Stations.

2.1.1 Selecting DP class

If relevant, select the appropriate DP class. Select AutoPos→DP
Class. The DP Class dialog box is displayed. Select the required
DP Class and click the OK or Apply button.

Figure 1 Example - DP Class dialog box

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 Settings

Selection of DP class before running an analysis is only relevant

for vessels of Class 2 or higher. DP Capability and Motion
Prediction Analysis can also be run on other vessels. It is
however fully possible to run an analysis without taking DP class
into account, even for a Class 2 or Class 3 vessel. The only
consequence of this will be that the capability envelope for the
Worst Single Failure (WSF) is not shown.

2.1.2 Specifying present environmental

conditions
Select AutoPos→DpCap Settings. The DP Capability and Motion
Prediction Settings dialog box is displayed.
To specify the present environmental conditions, click the Main
tab. The dialog box shown in Figure 2 is displayed.
All environmental directions entered must be given relative to
north.
Note
The Main page must only contain data valid for the PRESENT
environmental conditions. All data entered on this page is of
vital importance for the result of the analysis, and you should
therefore strive to provide data with the highest possible degree
of accuracy.

Figure 2 DP Capability and Motion Prediction Settings dialog

box - Main page

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Waves
Height
The present significant wave height. The value displayed to the
left of the text box is the value that is suggested by the system
based on the measured wind speed.
Period
The present wave zero up-crossing period. The value displayed
to the left of the text box is the value that is suggested by the
system based on the measured wind speed.
Dir. (TRUE)
The present TRUE wave direction.
Average Wind
These values are for information only and cannot be changed.
Speed
The present average measured wind speed.
Dir. (TRUE)
The present average measured wind direction, corrected for
vessel heading to give a TRUE direction.
Sea Current
Speed
The present sea-current speed.
Dir. (TRUE)
The present TRUE sea-current direction.
Note
You must enter values for the sea-current speed and direction
that are as accurate as possible. You should generally NOT use
current values that are displayed by the system on the Posplot
view, as these displayed values represent the combination of all
unknown forces.
It is better to set the sea-current to zero than to uncritically
enter "DP" current and/or large values for sea-current speed.
An excessive sea-current speed can lead to poor or corrupted
analysis results.

Suggested values for waves and current Use

You can select to use the suggested values for waves and current.
These values are automatically entered in the text boxes when
you click the Use button. Please note that the wave and current
direction must be entered manually.
Average heading
The present average vessel heading. For information only.

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 Settings

Simulation possible
This box shows whether the DP Capability Analysis and the
Motion Prediction functions are available (green) or not available
(yellow). The system must settle in Auto Position mode (with
statuses PRESENT HEADING and PRESENT POSITION
displayed on the status bar) for at least 2.5 minutes before
calculations can be performed.
Note
When the DP Capability Analysis and the Motion Prediction
functions are available, analyses are performed cyclically
(usually every five minutes). The operator can also start a new
analysis at any time by clicking the OK or Apply button on the DP
Capability and Motion Prediction Settings dialog box.

2.1.3 Selecting running mode and failure

types
Display the Run Control page of the Capability and Motion
Prediction Settings dialog box (see Figure 3) by clicking the
corresponding tab.

Figure 3 DP Capability and Motion Prediction Settings dialog

box - Run Control page

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Running mode
On-line
A force correction is taken into account in the analysis. This
force correction is the difference between the sum of forces
experienced by the DP controller and the sum of forces that can
be computed on the basis of the specified present environmental
condition.
Off-line
No force correction is considered. Operator-defined
environmental data is used in the analysis. Off-line analyses can
be performed in any system main mode.
Select failure(s)
Present systems running
Select to include an analysis simulation using the present
configuration regarding thrusters, power generators and
switchboard settings.
Thruster failure
Select to include an analysis simulating a failure in selected
thrusters. You must configure the actual thruster failures on the
Thrusters page (see Figure 4).
Switchboard failure
Select to include an analysis simulating a failure in a selected
switchboard. You must configure the actual power bus failures
on the Power page (see Figure 5).
Generator failure
Select to include an analysis simulating a failure in selected
generators. You must configure the actual generator failures on
the Power page (see Figure 5).
Worst single failure
Select to include an analysis simulating the worst single failure.
For each heading in the analysis, a worst single failure is found.
Please note that you cannot deselect the worst single failure
simulation when DP class 2 or higher has been selected on the
DP Class dialog box (see Figure 1).
Environmental Variation
This is specific for the DP Capability Analysis function. See DP
Capability specific settings on page 14.

2.1.4 Selecting thrusters for failure

simulation
Display the Thrusters page of the Capability and Motion
Prediction Settings dialog box (see Figure 4) by clicking the
corresponding tab.

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 Settings

Figure 4 DP Capability and Motion Prediction Settings dialog

box - Thrusters page

Thrusters
Thruster name
Thruster name and corresponding maximum power. Select one
or more of these boxes to specify that the corresponding thrusters
are to be considered as inactive during an analysis which includes
Thruster failure.
Force FB (%)
Mean and standard deviation (STD) force feedback from each
thruster. You can use this information to determine the most
heavily-loaded thruster units and thereby which thrusters are the
most critical for the DP operation.
Status
Indicates whether the corresponding thruster is presently enabled
(green) or not enabled (blue) for use by the K-Pos system.
Thrusters which are not presently enabled, are automatically
set as inactive (and also appear dimmed) for Thruster failure
simulations. Their active/inactive status cannot be changed.
Rudders
Select one or more of these boxes to specify that the
corresponding rudders are to be considered inactive during an
analysis which includes Thruster failure. Rudders which are
not presently enabled, are automatically set as inactive (and
also appear dimmed) for Thruster failure simulations. Their
active/inactive status cannot be changed.

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2.1.5 Selecting generators and power

buses for failure simulation
Display the Power page of the DP Capability and Motion
Prediction Settings dialog box (see Figure 5) by clicking the
corresponding tab.

Figure 5 DP Capability and Motion Prediction Settings dialog

box - Power page

Generators
Generator #
Generator number and corresponding maximum power. Select
one or more of these boxes to specify that the corresponding
generators are to be considered inactive during an analysis which
includes Generator failure.
Power FB
Mean and standard deviation (STD) power consumption from
each generator. You can use this information to determine the
most heavily-loaded generators and thereby which generators are
the most critical for the DP operation.
Status
Indicates whether the corresponding generator is presently active
and connected (green) or is either not active or disconnected
(blue). Generators which are not presently active and connected,
are automatically set as inactive (and also appear dimmed) for
Generator failure simulations. Their active/inactive status cannot
be changed.

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 Settings

Buses
Select one of these boxes to specify that the corresponding
switchboard is to be considered having failed during an analysis
which includes Switchboard failure.

2.1.6 Specifying the wave spectrum

To select the wave spectrum to be used for calculating wave
drift loads, click the Waves tab on the DP Capability and Motion
Prediction Settings dialog box. The dialog box shown in Figure
6 is displayed.

Figure 6 DP Capability and Motion Prediction Settings dialog

box - Waves page

Type
You can select a wave spectrum from those displayed in the list.
Pierson-Moskowitz
A wave spectrum typical for the North Atlantic.
JONSWAP
A wave spectrum typical for North Sea conditions.
Doubly-peaked
A wave spectrum typical for North Sea conditions (also known
as Thorsethaugen ’94).
Peak parameter
Only applicable if the JONSWAP wave spectrum is selected.

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2.2 DP Capability specific settings

This section describes settings that are specific to the DP
Capability Analysis function, and how to start an analysis in the
On-line or Off-line Running mode, respectively.

2.2.1 Selecting environmental variation

To specify the environmental variation to be used for the DP
Capability Analysis function, click the Run Control tab on the DP
Capability and Motion Prediction Settings dialog box. The dialog
box shown in Figure 7 is displayed.

Figure 7 DP Capability and Motion Prediction Settings dialog

box - Run Control page

Running mode
Common settings both for DP Capability Analysis and Motion
Prediction Analysis functions. See Selecting running mode and
failure types on page 9.
Select failure(s)
Common settings both for DP Capability Analysis and Motion
Prediction Analysis functions. See Selecting running mode and
failure types on page 9.
Environmental Variation
The DP Capability Analysis can be performed by varying wind
and waves, wind only or sea-current, in order to find the limiting
state for each variable. In all three options the direction of the
environmental components is constant (fixed), whereas the

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 Settings

heading of the vessel is rotated in operator-defined steps (see

Heading increment below).
The following options are available (see Figure 7 and Table 1):
Wind speed and wave height
Vary the amplitude of wind speed and of wave height while
holding the sea-current constant in amplitude. This results in a
limiting wind speed capability envelope for each failure situation.
Wind speed
Vary the amplitude of the wind speed while holding the waves
and sea-current constant in amplitude. This results in a limiting
wind speed capability envelope for each failure situation.
Current speed
Vary the amplitude of the sea-current speed while holding the
wind and waves constant in amplitude. This results in a limiting
current speed capability envelope for each failure situation.
In each Running mode, the heading of the vessel is rotated
in operator-specified steps around the compass (see Heading
increment below), and the limiting condition is calculated for
each angle of attack.
Note
The directions of the environmental components are always held
constant.

Table 1 Environmental variations used in the DP Capability Analysis

Environmental Current Wind Waves

variation Amplitude Direction Amplitude Direction Amplitude Direction
Vary wind speed
Constant Constant Varying Constant Varying Constant
and wave height
Vary wind speed Constant Constant Varying Constant Constant Constant
Vary current speed Varying Constant Constant Constant Constant Constant
Heading increment
Limiting conditions are calculated for a discrete number of
headings determined by the Heading increment.

2.2.2 Running an analysis in On-line mode

1 On the Run Control page (see Selecting running mode and
failure types on page 9), select On-line.
2 On the Run Control page, select the required failure type(s)
in the Select failure(s) list, and the required Environmental
variation.

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3 On the Main page (see Specifying present environmental

conditions on page 7), enter the PRESENT (NEVER
anything else) weather conditions as accurately as possible,
or click Use to use Suggested values for waves and current
(remember to enter the wave and current directions).
4 If Thruster failure is selected on the Run Control page; on the
Thrusters page (see Selecting thrusters for failure simulation
on page 10), select the thrusters to be simulated inactive.
5 If Switchboard failure and/or Generator failure is selected
on the Run Control page; on the Power page (see Selecting
generators and power buses for failure simulation on page
12), select the buses and/or power generators to be simulated
inactive.
6 Click the OK or Apply button.

2.2.3 Running an analysis in Off-line mode

1 On the Run Control page (see Selecting running mode and
failure types on page 9), select Off-line.
2 On the Run Control page, select the required failure type(s)
in the Select failure(s) list. (Note that the only available
Environmental variation is Wind speed and wave height.)
3 On the Main page (see Specifying present environmental
conditions on page 7), enter the required values for Waves
Dir, Sea Current Speed and Sea current Dir.
4 If Thruster failure is selected on the Run Control page; on the
Thrusters page (see Selecting thrusters for failure simulation
on page 10), select the thrusters to be simulated inactive.
5 If Switchboard failure and/or Generator failure is selected
on the Run Control page; on the Power page (see Selecting
generators and power buses for failure simulation on page
12), select the buses and/or power generators to be simulated
inactive.
6 Click the OK or Apply button.

2.3 Motion Prediction specific settings

This section describes settings that are specific to the
Motion Prediction Analysis function, and how to specify the
environmental conditions in Off-line Running mode.

2.3.1 Specifying environmental conditions

To define the settings for the Motion Prediction Analysis
function, click the Mot. Pred. tab on the DP Capability and
Motion Prediction Settings dialog box. The dialog box shown
in Figure 8 is displayed.

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 Settings

Figure 8 DP Capability and Motion Prediction Settings dialog

box - Motion Prediction page

When On-line Running mode is selected on the Run Control page,

all the values for environmental data shown on this page are the
same as on the Main page, and the text boxes appear dimmed.
Waves
Height
The significant wave height.
Period
The mean zero up-crossing wave period.
Dir. (TRUE)
The TRUE wave direction.
Average Wind
Speed
The average wind speed.
Dir. (TRUE)
The average TRUE wind direction.
Sea Current
Speed
The sea-current speed.
Dir. (TRUE)
The TRUE sea-current direction.

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2.3.2 Changing the vessel’s start position

in the drift-off simulations
You can specify offsets to the vessel position setpoint, to be
used as the start position of the drift-off simulations. This start
position is offset relative to the centre of the Motion Prediction
view. For details, see Vessel position offset on page 63.
On the Mot. Pred. page, click Vessel pos.... The Vessel Position
dialog box is displayed.

Figure 9 Vessel Position dialog box

Offset
Distance
The distance that the start position is to be offset from the present
vessel position.
Direction
The direction that the start position is to be offset from the
present vessel position, relative to true north.
Heading
The offset from the present vessel heading. You will not be able
to change this value when you have selected On-line on the Run
Control page in the DP Capability and Motion Prediction Settings
dialog box.

2.3.3 Changing the location of the watch

circles
You can specify circular watch area boundaries for display on the
Motion Prediction view (see Figure 42).
On the Mot. Pred. page, click Watch circ.... The Watch Circle
dialog box is displayed.

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 Settings

Figure 10 Watch Circle dialog box

Radius
Green
Radius of green watch circle.
Yellow
Radius of yellow watch circle.
Red
Radius of red watch circle.
Offset
Distance
The distance that the centre of the watch circles is to be offset
from the vessel position setpoint.
Direction
The direction that the centre of the watch circles is to be offset
from the vessel position setpoint.

2.3.4 Running an analysis in On-line mode

1 On the Run Control page (see Selecting running mode and
failure types on page 9), select On-line.
2 On the Run Control page, select the required failure type(s)
in the Select failure(s) list.
3 On the Main page (see Specifying present environmental
conditions on page 7), enter the PRESENT (NEVER
anything else) weather conditions as accurately as possible,
or click Use to use Suggested values for waves and current.
4 If Thruster failure is selected on the Run Control page; on the
Thrusters page (see Selecting thrusters for failure simulation
on page 10), select the thrusters to be simulated inactive.

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5 If Switchboard failure and/or Generator failure is selected

on the Run Control page; on the Power page (see Selecting
generators and power buses for failure simulation on page
12), select the buses and/or power generators to be simulated
inactive.
6 Click the OK or Apply button.

2.3.5 Running an analysis in Off-line mode

1 On the Run Control page (see Selecting running mode and
failure types on page 9), select Off-line.
2 On the Run Control page, select the required failure type(s)
in the Select failure(s) list.
3 If Thruster failure is selected on the Run Control page; on the
Thrusters page (see Selecting thrusters for failure simulation
on page 10), select the thrusters to be simulated inactive.
4 If Switchboard failure and/or Generator failure is selected
on the Run Control page; on the Power page (see Selecting
generators and power buses for failure simulation on page
12), select the buses and/or power generators to be simulated
inactive.
5 On the Mot. Pred. page (see Specifying environmental
conditions on page 16), enter the required values for Waves,
Average wind and Sea Current.
6 Click the OK or Apply button.

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 DP capability analysis

3 DP CAPABILITY ANALYSIS
This chapter contains the following sections:
3.1 DP Capability.............................................................21
3.2 Capability view ..........................................................23
3.3 Examples demonstrating the use of DP
Capability ...................................................................32

3.1 DP Capability
The DP Capability Analysis function computes the maximum
weather conditions in which the vessel is able to continue DP
operations and allows you to select the optimum heading for
safe operation. Analysis are performed cyclically (usually every
five minutes).
The analysis can be performed using either the On-line or Off-line
Running mode. In On-line Running mode a force correction is
taken into account. In Off-line Running mode no force correction
is considered. (Only operator-defined environmental data is used
in the analysis.) Therefore, DP Capability Analysis for the same
weather condition may lead to different results depending on the
selected Running mode.
In On-line Running mode the following criteria must be satisfied:
• The system is in Auto Position mode.
• The position setpoint status as displayed on the status bar is
PRESENT POSITION.
• The heading setpoint status as displayed on the status bar is
PRESENT HEADING.
Analyses in Off-line Running mode can be performed in any
system main mode.
The following situations can be simulated:
• Present configuration regarding thrusters, power generators
and switchboard settings
• Loss of one or more thrusters
• Loss of one or more power generators (with possible loss of
connected thrusters)
• Loss of one or more power buses (switchboard failure)
• Worst single failure
The maximum weather conditions in which the vessel can
maintain its position and heading are predicted. The weather
conditions are defined by a one-minute mean wind velocity, a
most-probable significant wave height and a corresponding mean
wave period.

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For a discrete number of vessel headings, the mean environmental

loads from wind, waves and current all having constant (fixed)
directions, are calculated. The environmental loads are increased
(for example, through an increase in mean wind speed and
corresponding significant wave height), until one or both of the
following situations occur:
• There is insufficient thrust for position and heading keeping.
• There is insufficient power for position and heading keeping.
The results of the analysis are displayed on the Capability view
as limiting wind or current speed capability envelopes, one for
each of the situations listed above.
Figure 11 shows, by means of a schematic outline, an example
of a capability plot. The Capability view is described in detail
inCapability view on page 23.

Figure 11 Example capability plot

In this example, the capability envelopes show the limiting

one-minute mean wind speed. By examining this display,
you can see the present operational margins with respect to
the environmental conditions, and the optimum heading (with
respect to the weather conditions) to select for safe operation.

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3.2 Capability view

The Capability view shows the results of the latest analysis
performed by the DP Capability Analysis function.
Using the View Control dialog box (see View controls on page
31), you can select between the following two presentations:
• Capability envelopes showing the various selected failures for
limiting wind/current speed in engineering units (see Figure
12).
• Capability envelopes showing the force requirement for most
loaded thruster in percent in the PRESENT environmental
conditions as a function of vessel heading (see Figure 13).

3.2.1 Limiting wind/current presentation

Figure 12 Example Capability view - Limiting wind/current
presentation

Note
All numerical bearing/heading information on this view is
displayed relative to true north. The plot orientation can be
selected to be either True (north up) or Relative (heading up).

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Indicating that limiting wind speed

presentation has been selected for display.
When limiting current speed is selected, the
text changes to Limiting current speed.
The date (year-month-day) and time that the
DP Capability Analysis was performed.
The Environmental Variation option that
was used for this analysis.
The Running mode that was used for this
analysis.
The selected plot orientation. The
orientation can be either TRUE (north up)
or RELATIVE (heading up).
The present wind speed and direction
relative to true north. This information is
dynamically updated to always show the
present conditions.
Wind symbol showing the present wind
direction relative to true north. Dynamically
updated.
The significant wave height and direction
relative to true north at time of analysis (as
specified by the operator).
Wave symbol showing the wave direction
relative to true north at time of analysis.

The sea-current speed and direction relative

to true north at time of analysis (as specified
by the operator).
Sea-current symbol showing the sea-current
direction relative to true north at time of
analysis.
The true average vessel heading at time of
analysis.
Electronic Bearing Line (EBL). See Using
the electronic bearing line on page 30.

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 DP capability analysis

Limiting wind/current speed plot showing

capability envelopes for each of the analysed
failure conditions, indicating the limiting
wind (or sea-current) speeds for any vessel
heading based on the present environmental
conditions.
The display scale shows either increasing
wind speed (for analyses with varying wind
speed) or increasing sea-current speed (for
analyses with varying sea-current speed),
with zero at the centre of the display. You
can adjust the display range using either
the range buttons placed in the upper right
corner of the view, or the Capability Plot
view control dialog box (see Figure 14).
Danger area displayed as a dashed capability
envelope together with the capability
envelope for the failure condition for which
you have selected to show the danger
area. The danger area is displayed in
the same colour as the envelope for the
selected failure condition, and indicates the
dangerous wind (or sea-current) speeds for
any vessel heading, i.e. the speeds at which
the operational margin status indicators
change their colour to orange.
Note that you can only show the danger
area for one failure condition at a time. See
Figure 14 for how to select display of danger
area.

Wind or sea-current speed circle.

For an analysis with varying wind or
wind/waves, the radius of the circle shows
the present wind speed which is dynamically
updated.
For an analysis with the Environmental
variation option Current speed selected,
the radius of the circle shows the specified
sea-current speed at the time of the analysis.

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Kongsberg K-Pos

The intersection point of the present heading

indicator arrow and the wind/sea-current
speed circle is shown as a small shaded
circle. It is important to focus on this
intersection point because it is the position
of this point relative to the capability
envelopes that shows you the operational
margins for the various failure situations for
the present heading.
Numerical values showing the present vessel
heading and the EBL direction relative to
true north.
Numerical values showing the limiting wind
(or sea-current) speeds at the intersections
of the vessel heading arrow and the EBL
direction with each of the capability
envelopes. The names of the failure
conditions are colour-coded to match the
corresponding envelopes in the capability
plot.
The circular indicators (operational margin
status indicators) to the right of each of the
numerical values, show how the present
wind speed (or the sea-current speed at the
time of the analysis) compares with each
limiting wind (or current) speed (i.e. the
wind or sea-current speed circle).

• green: — Safe.
• orange: — Danger (past "orange"
danger limit, i.e. the dashed capability
envelope representing the danger area).
Possible occurrence of insufficient thrust
or demand reduction on power buses
and corresponding poor positioning
performance.
• red: — Drift-off is likely to occur (past
unseen "red" danger limit).

26 301042/A
 DP capability analysis

Note
The solid envelope represents the wind
speed limit obtained by increasing the
static environmental forces and not taking
into account any dynamic allowance. The
importance of the dynamic effects is shown
by the operational margin status indicators
changing colours and by displaying the
danger area.

Display range buttons. The ∨ button

decreases the displayed range. The ∧ button
increases the displayed range.
Indicator displayed when the DP Capability
Analysis function is computing new
capability envelopes for the selected
failures. This Computing symbol functions
independently of the corresponding symbol
on the Motion Prediction view.
The indicator is not displayed when the
simulations are performed for the first time
after a power-off.

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Kongsberg K-Pos

3.2.2 Most loaded thruster presentation

Figure 13 Example Capability view - Most loaded thruster
presentation

Note
All numerical bearing/heading information on this view is
displayed relative to true north. The plot orientation can be
selected to be either True (north up) or Relative (heading up).
Many of the information types (numerical) and buttons/indicators
shown on the Most loaded thruster presentation are the same as
for the Limiting wind/current presentation. To avoid repetition,
information already given in section Limiting wind/current
presentation is omitted here.

Indicating that most loaded thruster

presentation has been selected for display.
Plot scale showing average force
requirement in percent.

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 DP capability analysis

Most loaded thruster plot showing capability

envelopes for each of the analysed failure
conditions indicating the average force
requirement (in percent) for the most
loaded thruster for any vessel heading in the
PRESENT environmental conditions.

Most loaded thruster limit circle indicating

the force requirement limit (in percent) for
the most loaded thruster. You can set this
limit value using the Capability Plot view
control dialog box (see Figure 14).
The display scale shows increasing force
requirement in percent, with zero at the
centre of the display.
The plot is limited to only display the
force requirement of the most loaded
thruster. This provides the operator with
the possibility to obtain an overview of the
expected mean load level of the most loaded
thrusters for any vessel heading under the
prevailing environmental conditions. The
most loaded thruster may be a different
one for every vessel heading. The specific
thruster which is most heavily loaded for
each heading is not identified.
The intersection point of the vessel heading
arrow and the Most loaded thruster limit
circle is shown as a small shaded circle. It
is important to focus on this intersection
point because it is the position of this point
relative to the capability envelopes that
shows you the operating margins in the
various failure situations.

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Kongsberg K-Pos

Numerical values showing the force

requirement for the most loaded thruster at
the intersections of the vessel heading arrow
and the EBL with each of the capability
envelopes. The names of the failure
conditions are colour-coded to match the
corresponding capability envelopes in the
most loaded thruster plot.
Operational margin status-indicators are
displayed to the right of each of the
numerical values. These circular indicators
show how the present force requirement for
the most loaded thruster compares with the
force requirement limit, i.e. the Most loaded
thruster limit circle.
These indicators can have the following
colours:
• green: — The force requirement is < 80
% of the force requirement limit.
• orange: — The force requirement is
between 80 % and 95 % of the force
requirement limit.
• red: — The force requirement is > 95 %
of the force requirement limit.
The most loaded thruster force requirement
limit circle is specified in the Capability Plot
dialog box (see Figure 14).

3.2.3 Using the electronic bearing line

The electronic bearing line (EBL) allows you to examine either
the:
• Limiting wind (or sea-current) speeds at any heading
or
• Force requirement for the most loaded thruster at any heading
for each of the failure conditions analysed.
To move the EBL:
1 Click on the EBL symbol.
• The two arrows in the symbol change from green to red.
2 Move the trackball.
• The EBL moves around the compass rose.
• The numerical display shows the intersection values.
3 Click on the EBL symbol again to fix its position.

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 DP capability analysis

3.2.3.1 Finding the limiting conditions at a given

heading
To find the limiting conditions at a given vessel heading, you
can move the EBL until the EBL Hdg value shows the required
heading.

3.2.4 View controls

To display the view control dialog box:
1 Place the cursor anywhere in the Capability view and click
the right trackball button.
• A shortcut menu is displayed.
2 Click View Control on this menu.
• The Capability Plot view control dialog box is displayed.

Figure 14 Capability Plot view control dialog box

Range
The range of the capability display. Either enter the required
range or click the up or down arrows to adjust the range in
increments.
Plot orientation
Allows you to select between True (north up) and Relative
(heading up) as plot orientation.

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Show
Allows you to select the capability envelopes to be displayed.
Only those envelopes that were calculated are listed in the
dialog box. The Danger area with Limiting wind/current speed
presentation can only be selected if no more than one other
envelope is selected for display. If two or more envelopes are
selected for display, the Danger area is disabled. Worst single
failure can only be selected when you have selected DP Class 2
or higher.
Presentation
Allows you to select between Limiting wind/current speed
presentation and Most loaded thruster presentation on the
Capability view. With Most loaded thruster presentation selected,
you must also set the force requirement Limit (in percent) for
the most loaded thruster. This limit value is shown as a circle
on the plot.

3.3 Examples demonstrating the use of DP

Capability
The following example shows the DP Capability function used
in a simulated environment, but the function and follow-up of
results are the same as in “real life” applications.
To use the trainer:
1 Ensure that the vessel is controlled from the bridge or from
another K-Pos OS.
2 Select Standby mode.
3 Select MainSimulator on the Connect dialog box.
4 Click the OK or Apply button.
• The operator station is connected to the MainSimulator
controller group.
5 Take command of MainSimulator at the K-Pos OS.
• The TAKE status lamp on the operator panel is lit.
Then perform the following tasks:
1 Use the Trainer Settings dialog to specify a suitable
combination of wind and current, preferably in a sector
close to the bow.
• Refer to the Trainer chapter in the K-Pos (OS) Operator
Manual for setting up and using the built-in trainer.
• Refer to separate Simulator Operator Manual for setting
up and using the simulator.

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 DP capability analysis

Note
Ensure that the selected weather condition is not so severe
that it will cause the (simulated) vessel to drift off.

2 To enable all thrusters for DP operation, select

Thrusters→Enable.
• The Thruster Enable dialog box is displayed.
3 Select the Enable/disable All check box and click the OK
button.
4 Ensure that the required sensors and position-reference
systems are enabled.
5 Go to Auto Position mode by pressing the AUTO POSITION
button on the operator panel twice.
6 Allow the vessel to settle.
7 Select AutoPos→DpCap Settings.
• The DP Capability and Motion Prediction Settings dialog
box is displayed.
8 Watch the Simulation possible indicator on the Main page,
and wait for it to turn from yellow to green.
• Green indicates that the DP Capability Analysis and
Motion Prediction functions are available and that
calculations can be performed.
9 With the Main page still selected, enter the PRESENT
(NEVER anything else) weather conditions as accurately
as possible (see Figure 15).

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Figure 15 Example Main page of DP Capability and

Motion Prediction Settings dialog box. Settings for present
environmental conditions

To investigate the effect of taking one or more thrusters out of

service:
1 Select the Run Control page and then select the Thruster
failure check box.
2 If you want to compare the conditions in the case of Thruster
Failure with the present configuration regarding thrusters
and power, select the Present systems running check box
(see Figure 16).

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 DP capability analysis

Figure 16 Example Run Control page of DP Capability

and Motion Prediction Settings dialog box. Selecting types
of failures

3 Select the Thrusters page, and then select one or more

thrusters as inactive by selecting the appropriate Inactive
check boxes (see Figure 17).

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Kongsberg K-Pos

Figure 17 Example Thrusters page of DP Capability and

Motion Prediction Settings dialog box. Selecting thrusters
to be inactive.

4 Click the Apply button to start the DP Capability Analysis.

5 Right-click in the working area to display the shortcut menu.
6 Select Analysis→Capability on this menu (see Figure 18).

Figure 18 Example shortcut menu. Selecting the

Capability view

• The Capability view is displayed in the working area.

7 Right-click in the working area to display the shortcut menu.
8 Click View Control on this menu (see Figure 18).

36 301042/A
 DP capability analysis

• The Capability Plot view control dialog box is displayed

(see Figure 19).

Figure 19 Example Capability Plot view control dialog

box. Limiting wind/current selected as presentation
format

9 Ensure that Limiting wind/current speed is selected as

presentation format.
10 Wait for the simulations to finish.
• The DP Capability Analysis has low computational
priority on the operator station, and the analysis may
therefore take some time. The result may look like the
view shown in Figure 20.

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Kongsberg K-Pos

Figure 20 Example DP Capability view - Limiting wind/speed

presentation: Effect of thruster failure compared to present
systems running

3.3.1 Interpreting the DP Capability view

The results of the DP Capability Analysis appear as two DP
capability envelopes on the view, one for Present systems running
and one for Thruster failure (see Figure 21).
The present wind speed is shown with a magenta circle having a
radius equal to the measured present wind speed. The intersection
point between the present heading indicator arrow and the present
wind speed circle is shown with a small, shaded, magenta circle.
It is important that you focus on this intersection point, because
it is the position of the intersection relative to the limiting wind
speed(s) that gives you the operational margins.

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 DP capability analysis

Figure 21 DP Capability view - Limiting wind speed presentation: Example showing

the effect of thruster failure with identification of components in the view
Direction of
environmental
Limiting wind speed Present heading components
at present heading indicator (wind and current)

Present wind speed

and direction
Limiting wind speed
at EBL heading

Capability envelopes

Direction of waves

Average heading
at time of analysis

Operational margin
Cd3265 Present heading status indicators

You will get a good impression of the effect of removing five

thrusters by simply looking at the capability envelopes and
comparing them to the position of the wind speed indicator.
You can however investigate the effect more closely by looking
at the field for numerical information presented below the
capability plots. By examining the column for Vessel Hdg, you
will see the numerical values for limiting wind speed at the
present heading for the two capability envelopes. By removing
five thrusters as shown in Figure 17, the limiting wind speed
is reduced from 47.4 m/s to 29.5 m/s. The present wind speed
(for the present heading) is 22.2 m/s. The operational margin is
defined as the difference between the limiting wind speed and
the present wind speed. In the example shown, the operational
margin is eliminated in the event of this particular thruster failure.

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Kongsberg K-Pos

3.3.2 Discussing the trustworthiness of

the results
In the On-line Running mode (see Selecting running mode and
failure types on page 9), a force correction is taken into account
in the analysis. This force correction is the difference between
the sum of forces experienced by the DP controller and the sum
of forces that can be computed on the basis of the specified
present environmental condition.
If we define the operational margin as the difference between the
limiting wind speed and the present wind speed, the accuracy
will decrease when the operational margin increases.
The danger area (see Displaying the danger area on page 41)
can be interpreted as an expression for the uncertainty in the DP
Capability Analysis. Correct use and interpretation of the danger
area is an important part of the DP Capability Analysis.
The following text discusses the components of the DP Capability
view and their specific features in more detail (see Figure 21).
Capability envelopes
Reflect the maximum weather in which the DP operations can
be continued. There is one envelope in the view for each failure
selected (you can select a maximum of five failures).
Limiting wind speed at present heading
Can be read graphically and/or numerically for present heading
and/or any vessel heading using the Electronic Bearing Line
(EBL). Refer to Using the electronic bearing line on page 30 for
more information about how to use the EBL.
Present heading
The instantaneous vessel heading is given numerically and also
indicated by the orientation of the lilac present heading indicator
arrow on the plot.
Average heading at time of analysis
Given numerically relative to true north and indicated by the
orientation of the vessel symbol on the plot.
Operational margin status indicators
In the case of a safe operational margin, these circular indicators
display a green colour. As the operational margins decrease
(i.e. when the weather conditions worsen), the indicators
change colour to orange (unsafe). When an indicator is orange,
“Insufficient thrust” and/or “Demand reduction on bus” messages
may be expected. The positioning accuracy may be reduced.
When the wind speed is very close to the limiting wind speed,
the indicator turns red (Drift-off is likely to occur).

40 301042/A
 DP capability analysis

3.3.3 Displaying the danger area

The Danger Area is defined as the wind speeds at which the
operational margin status indicators change colour to orange.
These wind speeds can be displayed in the Capability view as a
dashed capability envelope. To be able to see this envelope, you
can select only one capability envelope for display in the view.
To display the danger area:
1 Click View Control on the shortcut menu.
• The Capability Plot view control dialog box is displayed
(see Figure 22).

Figure 22 Example selecting the Capability Plot view

control box

2 If more than one envelope under Show has already been

selected for display, the Danger area check box is disabled.
Deselect all capability envelopes (failure conditions) except
one. (In this example we clear the Thruster failure check
box.)
• The Danger area check box becomes available for
selection.
3 Select the Danger area check box.
• The danger area is now shown as a dashed capability
envelope in the same colour as the envelope for the
failure condition we have selected to be displayed. (In
this example we have selected to show the capability
envelope for Present Systems Running.) See Figure 23.

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Kongsberg K-Pos

Figure 23 Example DP Capability view showing the Danger

Area

Cd3267

When the wind speed exceeds the limit indicated by the Danger
area envelope, the operational margin status indicators for present
heading and EBL heading change colour to orange.

3.3.4 DP class and the DP Capability

Analysis function
When running the DP Online Consequence Analysis function
(refer to the DP Online Consequence Analysis chapter in the
K-Pos (OS) Operator Manual), the behaviour of this function is
controlled by the selected DP class.
This is however not the case for the DP Capability Analysis
function. When running this function, there is no connection
between the selected DP class and the result of the analysis except
for the Worst single failure simulations. If you select DP class 2
or higher, the worst single failure simulation will always be run.
The starting conditions for the DP Capability Analysis function in
general are the present status of the vessel with respect to number
of enabled thrusters, number of generators up and running (and
in use) and the present state of the bus tie breakers.

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 DP capability analysis

3.3.5 Worst single failure simulations

The DP Capability Analysis function sets up the exact same
failure conditions as used by the DP Online Consequence
Analysis. When you select DP class 2 or higher, the DP
Capability Analysis function simulates a Worst single failure for
each vessel heading by computing the limiting wind speed for all
failures at each heading. The failure that has the lowest limiting
wind speed for a particular heading is selected as the Worst single
failure for that heading. You are not allowed to deselect the Worst
single failure simulation if you have selected DP class 2 or higher.

3.3.6 The Most Loaded Thruster (MLT)

function
Assuming you have set up the DP Capability analysis as shown in
the previous section, you can display the MLT results by selecting
Most Loaded Thruster under Presentation in the Capability Plot
view control dialog box (see Figure 24).

Figure 24 Capability Plot view control dialog box

The Most loaded thruster presentation may look like the one
shown in Example DP Capability view - Most loaded thruster
presentation on page 44. The capability envelopes shown here
represent the MLT Average force requirement for all vessel
headings and for all selected failure configurations
The operational margin status indicators have their colours
changed when the average force requirement exceeds
pre-configured percentages of the Presentation Limit.
• An indicator is orange when the average force requirement for
the most loaded thruster is between 80 % and 95 % of the
force requirement Limit you have entered in the Capability
Plot view control dialog box.

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Kongsberg K-Pos

• An indicator is red when the average force requirement for the

most loaded thruster exceeds 95% of the force requirement
Limit you have entered in the Capability Plot view control
dialog box.

Figure 25 Example DP Capability view - Most loaded thruster

presentation

Cd3266

From Example DP Capability view - Most loaded thruster

presentation on page 44 you can see that with the vessel in the
present heading (54.1 degrees), the Average force requirement
for the most loaded thruster is 47.7 % for the Present systems
running condition and 70.9 % for the Thruster failure condition.
Having an average force requirement limit of 80 % for the most
loaded thruster indicates that the operational margin is close to
be exceeded if the Thruster failure condition you have set up
should occur.
By changing the vessel heading approximately 10 degrees
towards the weather, the Average force requirement for the
specified Thruster failure condition will fall well below the 80%
limit.
The two MLT envelopes are placed more or less symmetrically
about an axis going through the centre of the plot pointing
towards the weather. With the heading of the vessel along this

44 301042/A
 DP capability analysis

axis, the Average force requirement for the most loaded thruster
will be at a minimum and thus have the best possible operational
margin.

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Kongsberg K-Pos

4 MOTION PREDICTION ANALYSIS

This chapter contains the following sections:
4.1 Motion Prediction ......................................................46
4.2 Motion Prediction view..............................................47
4.3 Examples demonstrating the use of Motion
Prediction ...................................................................54

4.1 Motion Prediction

The Motion Prediction function performs simulation of the
vessel’s drift-off as a function of time for selected failure
situations.
The drift-off simulation can be performed using either the
On-line or Off-line Running mode. In On-line Running mode
a force correction is taken into account. In Off-line Running
mode no force correction is considered. (Only operator-defined
environmental data is used in the analysis.) Therefore, drift-off
simulations for the same weather condition may lead to different
results depending on the selected Running mode.
The Motion Prediction function is closely connected to the
DP Capability Analysis function because they share the same
simulated failure configurations and operator definition of present
environmental conditions.
As for the DP Capability Analysis function, the Motion
Prediction analyses are performed cyclically (usually every five
minutes) or on request. In On-line Running mode the following
criteria must be satisfied:
• The system is in Auto Position mode.
• The position setpoint status displayed on the status bar is
PRESENT POSITION.
• The heading setpoint status displayed on the status bar is
PRESENT HEADING.
Analyses in Off-line Running mode can be performed in any
system main mode.

4.1.1 Drift-off simulations

The vessel’s drift-off motion as a function of time can be
evaluated for the following situations:
• Present conditions 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)
• Loss of one power bus (switchboard failure)

46 301042/A
 Motion Prediction Analysis

• Worst single failure (when DP class 2 or higher has been

selected on the DP Class dialog box)
Using the Vessel Position dialog box (see Figure 9) you can
specify offsets to the position setpoint to be used as the start
position for the drift-off simulations. Using the Watch Circle
dialog box (see Figure 10) you can define watch circles (drift-off
boundaries) to be displayed in the Motion Prediction view.
The results of the drift-off simulations are presented in the
Motion Prediction view as a view from above of the vessel’s
motion as a function of time (see Figure 26). A time trace is
displayed for each configured failure, together with the specified
watch circles. Additionally, the time to reach each of the watch
circles is presented numerically.
You can investigate the time traces more closely by means of a
Variable Watch Circle (VWC) which allows you to see how long
it takes to reach an arbitrary distance from the starting point and
also the vessel’s heading at this point.
To find the position and heading most suitable for operation,
you can experiment with position (both in On-line and Off-line
modes), and/or heading (in Off-line mode only).

4.2 Motion Prediction view

The Motion Prediction view shows the results of the latest
analysis performed by the Motion Prediction Analysis function.

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Kongsberg K-Pos

Figure 26 Example Motion Prediction view

The date (year - month - day) and time

that the motion prediction analysis was
performed.
The average wind speed and true direction
at the time of the analysis.

Wind symbol showing the present true wind

direction at the time of the analysis.

The significant wave height and true

direction at the time of the analysis (as
specified by the operator).

Wave symbol showing the true wave

direction at the time of the analysis.

The sea-current speed and true direction at

the time of the analysis (as specified by the
operator).

48 301042/A
 Motion Prediction Analysis

Sea-current symbol showing the true

sea-current direction at the time of the
analysis.
The true average vessel heading at the time
of the analysis.

A graphical display showing the results of

the latest drift-off analysis performed by the
Motion Prediction Analysis function, based
on the type of failures you have selected to
be simulated.
Trace marks of the vessel showing its
drift-off motion with time tags on the line of
motion. The line of motion is colour-coded
to ease identification of type of failure. The
default time intervals for display of the
vessel’s trace marks are 30 seconds. The
time intervals can be changed in the Motion
Prediction view control dialog box (see
Figure 27).
The three watch circles (green, yellow and
red) that you have specified on the Watch
Circle dialog box (see Figure 10).
Blue circle indicating the Variable Watch
Circle (VWC).
You can adjust the display range either using
the display range buttons or the Range page
on the Motion Prediction view control dialog
box (see Figure 29).
Display range buttons. The ∨ button
decreases the displayed range. The ∧ button
increases the displayed range.
Numerical values showing the display range,
i.e. the distance from centre to top of plot,
the spacing of the grid and the time interval
for display of trace marks for the vessel and
time tags on the predicted line of motion.
The Variable Watch Circle (VWC) symbol.
This feature allows you to examine the time
traces more closely to see how long it takes
to reach any distance from the starting point
and also the vessel’s heading at this point.

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Kongsberg K-Pos

Indicator displayed when the Motion

Prediction Analysis function is computing
new drift-off values for the selected
failures. This Computing symbol function
independently of the corresponding symbol
on the Capability view. The indicator is
not displayed when the simulations are
performed for the first time.
Numerical values for the various types of
failures selected on the DP Capability and
Motion Prediction Settings dialog box Run
Control page. These numerical values show
the time in minutes and seconds taken to
reach each of the watch circles (the number
of watch circles can be three or less) and
also the VWC. The vessel’s true heading
at the VWC is also shown. When the
Motion Prediction Analysis function does
not indicate any drift for a specific failure
(i.e. the vessel maintains its position), the
text NO DRIFT is displayed.
When the vessel’s start position is outside
a watch area, the time to reach the
corresponding watch circle has no relevance,
and is indicated with the symbols “- - -”.
These symbols are also shown when the
vessel does not reach the watch circles
within the maximum length of a simulation
(normally ten minutes).

4.2.1 Using the Variable Watch Circle

The VWC allows you to examine the time traces more closely.
Using the VWC you can see how long it takes to reach any
distance from the starting point and also the vessel’s heading at
this point.
Note
The VWC is limited to the radius of the red watch circle.

To activate the VWC:

1 Click on the VWC symbol using the left trackball button.
• The VWC is displayed in blue in the Motion Prediction
view.
2 Place the cursor on top of the VWC and move the trackball.

50 301042/A
 Motion Prediction Analysis

• The VWC follows the cursor, increasing/decreasing the

range.
• The numerical values for time and heading at VWC for
the selected failures are dynamically updated and shown
in the lower right corner of the view.
3 Click the left trackball button again to fix the VWC’s
position.
To change the position of the VWC:
1 Place the cursor on top of the VWC and click the left
trackball button.
2 Move the trackball.
• The VWC follows the cursor, increasing/decreasing the
range.
3 Click the left trackball button again to fix the new position
of the VWC.
To hide the VWC:
1 Click on the VWC symbol using the left trackball button.
• The VWC is removed from the display.

4.2.2 View controls

To display the view control dialog box:
1 Place the cursor anywhere in the Motion Prediction view
and click the right trackball button.
• A shortcut menu is displayed.
2 Click View Control on this menu.
• The Motion Prediction view control dialog box is
displayed.
3 Click the Show, Grid or Range tab.

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Kongsberg K-Pos

4.2.2.1 Show

Figure 27 Motion Prediction view control dialog box - Show

page

Show/hide
Allows you to select the failures for which you wish to
graphically display the motion prediction results. Several failures
can be displayed simultaneously.
Line marks
Vessel
Allows you to display or hide the vessel’s trace marks.
Tag
Allows you to display or hide the time tags on the vessel’s
predicted line of motion.
Interval
The time intervals for display of the vessel’s trace marks and the
time tags on the predicted line of motion. Click the down arrow
to select time interval.

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 Motion Prediction Analysis

4.2.2.2 Grid

Figure 28 Motion Prediction view control dialog box - Grid

page

Show
Show Allows you to select to display or hide the grid.
Spacing
The spacing of the grid. Click the down arrow to select spacing.
Type
The type of grid. You can select between Square and Circular
grid.

4.2.2.3 Range

Figure 29 Motion Prediction view control dialog box - Range

page

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Kongsberg K-Pos

Enter
Distance from Center ...to Top of Plot
The distance from centre to the top of the plot. Enter the required
distance in the text box.
Apply
Applies the new range setting.
Decr. Range
Decreases the display range.
Incr. Range
Increases the display range.

4.3 Examples demonstrating the use of Motion

Prediction
The following example shows the Motion Prediction function
used in a simulated environment, but the function and follow-up
of results are the same as in “real life” applications.
To use the trainer:
1 Ensure that the vessel is controlled from the bridge or from
another K-Pos OS.
2 Select Standby mode.
3 Select MainSimulator on the Connect dialog box.
4 Click the OK or Apply button.
• The operator station is now connected to the
MainSimulator controller group.
5 Take command of MainSimulator at the K-Pos OS.
• The TAKE status lamp on the operator panel is lit.
Then perform the following tasks:
1 Enter a suitable combination of wind and current, preferably
in a sector close to the bow, in the Trainer Settings and
Simulator Settings dialog boxes, and click the OK or Apply
button.
• Refer to the Trainer chapter in the K-Pos (OS) Operator
Manual for setting up and using the built-in trainer.
• Refer to separate Simulator Operator Manual for setting
up and using the simulator.
Note
Ensure that the selected weather conditions are not so severe
that they will cause the (simulated) vessel to drift off.

2 To enable all thrusters for DP operation, select

Thrusters→Enable.

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• The Thruster Enable dialog box is displayed.

3 Select the Enable/disable All check box and click the OK
button.
4 Go to Auto Position mode by pressing the AUTO POSITION
button on the operator panel twice.
5 Allow the vessel to settle.
6 Select AutoPos →DpCap Settings.
• The DP Capability and Motion Prediction Settings dialog
box is displayed.
7 Watch the Simulation possible indicator on the Main page,
and wait for it to turn from yellow to green.
• Green indicates that the DP Capability Analysis and
Motion Prediction functions are available and that
simulations can be performed.
8 With the Main page still selected, enter the PRESENT
(NEVER anything else) weather conditions as accurately
as possible (see Figure 30).

Figure 30 Example Main page of DP Capability and

Motion Prediction Settings dialog box. Settings for present
environmental conditions

To investigate the vessel drift in case of blackout:

1 Select the Run Control page and then select the Thruster
failure check box.

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Kongsberg K-Pos

2 To compare with the present conditions, Select the Present

systems running check box and the On-line Running mode
(see Figure 31).

Figure 31 Example Run Control page of DP Capability

and Motion Prediction Settings dialog box. Selecting types
of failures

3 Select the Thrusters page, and then select all thrusters as

inactive by selecting all the Inactive check boxes (see Figure
32).

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 Motion Prediction Analysis

Figure 32 Example Thrusters page of DP Capability

and Motion Prediction Settings dialog box. Selecting all
thrusters to be inactive

4 Select the Mot. Pred. page (see Example Mot. Pred. page of
DP Capability and Motion Prediction Settings dialog box.
Selecting environmental conditions on page 58).
• When On-line Running mode is selected on the Run
Control page, all the values for environmental data shown
on this page are the same as on the Main page.

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Kongsberg K-Pos

Figure 33 Example Mot. Pred. page of DP Capability

and Motion Prediction Settings dialog box. Selecting
environmental conditions

5 Click the Watch circ button on the Mot. Pred. page.

• The Watch Circle dialog box is displayed (see Figure 34).

Figure 34 Example Watch Circle dialog box. Setting

of watch circles

6 Set the radius for the Green, Yellow and Red watch circles to
10, 20 and 30 metres respectively, and select them for display.
7 Ensure that Distance and Direction are set to zero.
8 Click the OK button.
• You are returned to the Mot. Pred. page.

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 Motion Prediction Analysis

9 Click the Vessel pos button on the Mot. Pred. page.

• The Vessel Position dialog box is displayed (see Figure
35).

Figure 35 Example Vessel Position dialog box

10 Ensure that Distance and Direction are set to zero.

11 Click the OK button.
• You are then returned to the Mot. Pred. page.
12 Click the Apply button on the DP Capability and Motion
Prediction Settings dialog box to start the Motion Prediction
Analysis.
13 Right-click in the working area to display the shortcut menu.
14 Select Analysis→Motion Prediction on this menu (seeFigure
36).

Figure 36 Example shortcut menu. Selecting the Motion

Prediction view

15 Click View Control on the shortcut menu (see Figure 36).

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Kongsberg K-Pos

• The Show page of the Motion Prediction view control

dialog box is displayed (see Figure 37).

Figure 37 Example Show page of the Motion Prediction

view control dialog box. Selecting failure condition and
trace marks

16 Select Thruster failure and Present systems running check

boxes to display the motion prediction (line of motion) for
these two failure conditions.
17 Select the Vessel and Tag check boxes to display the trace
marks as vessel symbols and time tags on the vessel’s
predicted line of motion.
18 Select a suitable time Interval for the display of the vessel’s
trace marks. (For the purpose of this example, keep the
displayed default interval of 30 seconds between trace
marks.)
19 Wait for the simulations to finish.
• The Motion Prediction Analysis has low computational
priority on the operator station, and the analysis may
therefore take some time. The result may look like the
view shown in Figure 38.

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Figure 38 Example Motion Prediction view

4.3.1 Interpreting the Motion Prediction

view
The results of the Motion Prediction Analysis are presented as a
view from above of the simulated drift (i.e. the vessel’s drift-off
motion) with trace marks (the default setting is one trace mark
every 30 seconds) on the line(s) of motion. Generally, there shall
be one line of motion on the view for each failure selected for
simulation. However, lines of motion are not shown for selected
failure situations where drift-off is not experienced, for example
for the Present systems running failure in our example.
The time in minutes and seconds taken to reach each of the
watch circles is displayed below the graphical display. The
example shown is the result of a simulation of a total blackout
(all thrusters selected as inactive). The analysis predicts that the
vessel will use 48 seconds to drift 10 metres, and 1 minute and
25 seconds to drift 30 metres.

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Kongsberg K-Pos

Figure 39 Example - Motion Prediction view

The vessel´s drift-off trace Environmental conditions
(line of motion) with trace marks (wind, waves and current)
and time tags used in the simulations

Average heading
at time of analysis
Cd2746

The operator-defined
watch circles

Time taken to reach each

of the watch circles

Cd3268

4.3.2 Investigation of the vessel’s motion

using the Variable Watch Circle
The Variable Watch Circle (VWC) is used for investigating the
vessel’s drift-off motions.
To use the VWC, proceed as follows:

1 Click the VWC symbol positioned in the upper

right corner of the Motion Prediction view. See Using
the Variable Watch Circle on page 50 for more detailed
instructions on how to use it.
2 A blue adjustable range circle is now displayed on the
drift-off plot (see Figure 40). Move the VWC to investigate
the time used to reach specific drift-off distances and the
corresponding vessel heading at these distances. The VWC
distance, heading at VWC and drift-off time is shown

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 Motion Prediction Analysis

numerically in the lower right-hand corner of the Motion

Prediction view. These values are dynamically updated
when moving the VWC.

Figure 40 VWC on the drift-off plot and values for distance, heading and time

Variable Watch Circle

(VWC)

Cd2748a

4.3.3 Vessel position offset

The start position of the simulations is by default the vessel’s
position setpoint. The start position can be offset prior to a
simulation using the Vessel Position dialog box (see Changing the
vessel’s start position in the drift-off simulations on page 18).

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Kongsberg K-Pos

Figure 41 Drift-off plot showing offset start position for the vessel

Offset values (distance and

direction) from the position setpoint
for the vessel's start position
in the analysis

Position setpoint
(the default start position)

The vessel's start position

in the analysis

Cd3269

In the example shown in Figure 41, the start position of the

vessel is offset a distance of 8 m (grid distance is here 10 m) in
a direction of 90 degrees from the centre of the plot (which is
the vessel’s position setpoint).
Note
In the example shown, the present environmental conditions are
used (On-line Running mode selected on the Run Control page)
when performing the drift-off simulations. In this case it is not
possible to change the heading of the vessel when changing the
start position (Heading text box appears unavailable).

4.3.4 Watch circles

The centre of the watch circles is by default the vessel’s position
setpoint. The watch circles can be offset using the Watch Circle
dialog box (seeChanging the location of the watch circles on
page 18).
In the example shown in Figure 42, the centre of the watch
circles is offset a distance of 8 m (grid distance is here 10 m) in a
direction of 135 degrees from the vessel’s position setpoint.

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 Motion Prediction Analysis

Note
In the example shown, it is assumed that the vessel’s offset from
the position setpoint is 0 (Distance = 0.00 m in the Vessel position
dialog box).

Figure 42 Changing the location of the centre of the watch circles

Variable Watch Circle (VWC)

Position setpoint

The centre of the watch circles

is offset a distance of 8 m in a
direction of 135 degrees from
the position setpoint.

Offset values (distance and direction)

for the centre of the watch circles

Cd3270

4.3.5 Discussing the trustworthiness of

the results
The following assumptions are made in the simulations when
performing the DP Motion Prediction Analysis:
• The vessel starts on the position setpoint (unless there has
been an offset specified in the Vessel position dialog box).
• The start velocity of the vessel is zero.
• Static environmental forces are used.
In practice, none of these three assumptions are fulfilled.
Firstly, the vessel will never be completely at rest and the
experienced start position in case of a failure will therefore not
be exactly equal to the position setpoint.
Secondly, the dynamic nature of the wind and wave loads will
naturally also affect the time experienced to reach the watch
circles.

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Kongsberg K-Pos

You should therefore consider the results of the DP Motion

Prediction Analysis simulations as indications only. The time
experienced to reach the watch circles may be greater or less than
the predictions, but the aim is to provide you with an average
time to reach these circles.

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 ©2006 Kongsberg Maritime

Kongsberg Maritime AS
P.O.Box 483 Telephone: +47 32 28 50 00
N-3601 Kongsberg, Telefax: +47 32 28 50 10
Norway Service: +47 815 35 355
www.kongsberg.com