SECTTON 5

SYSTEM MODES
K-POS INTERFACE
 Konqsberq K-Pos DP

System Modes
The K-Pos system can be used in one or more of the following
modes:
. Standby mode
. Joystick mode
. Attto Heading mode
. Aulo Position mode

Each of the modes is described in more detail in the following

sections.
In addition to these modes, various tailored modes have also
been developed to optimize vessel operation for a wide range of
applications and types of vessels.

Standby Mode
The Standby mode is a waiting and reset mode in which the K-
Pos system is in a state of readiness but in which no control of
the vessel can be made using the K-Pos system.

Joystick Mode

In the Joystick mode, the operator controls the positioning of the

vessel using the three-axis joystick (integrated joystick and
rotate controller). The joystick commands the vessel to move in
the alongships and athwartships directions (along the surge and
sway axes), while rotating the joystick commands the vessel to
rotate (the yaw axis).
The following functions are available in the Joystick mode:
. Joystick Thntst Selection

- Reduced: the maximum force is a specified

preconfigured percentage ofthe achievable force from
all thrusters.
-Full: increases the vessel's response to the movement
of the joystick compared to the Reduced selection. The
maximum force available from all the thrusters can be
used.

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. Joystick Precision Selection

- General: linear relation between movement of the

joystick and force exerted by the thrusters.
- High-Speed: non-linear reiation between movement
of the joystick and force exerted by the thrusters. The
precision is best at the upper end of the thrust scale.
- Low-Speed: non-linear relation between movement of
the joystick and force exefted by the thrusters. The
precision is best at the iower end of the thrust scale.
. Environrnental Force Compensation
Joystick control can also be combined with environmental
compensation in each of the three axes (surge, sway, yaw).
The system then automatically compensates for the wind
forces acting on the vessel by providing the thrusters with the
necessary extra thrust in the appropriate direction. If
position-reference system measurements are available, the
system also performs automatic compensation for the
calculated sea current and wave forces acting on the vessel.
. Avoid Current Update

When position-reference system measurements are

available the system will calculate the unknown forces,
including sea curent and wave forces, which are acting on
the vessel (collectively referred to as "current"). This
calculation normally increases the system performance
when entering automatic control.
However, there can be situations where the calculated
"current" is no longer valid for the new operational
condition. A typical example would be when entering
automatic control after a period using thrusters to hold the
vessel against a qlray.
The Avoid Current Update function gives the operator the
possibility to set the "current" to zero in any axis that is not
under automatic control.
. Rotation Center -for Joystick Manoeuvring
An alternative rotation center may be selected in order to
rotate the vessel around either the fore or the aft when using
the joystick rotate control.
The selected Rotation Center will also be active at entering
Aulo Position mode.
The Joltstick mode can be combined with the Auto Heading
mode.

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Auto Heading Mode

In the Auto Heading mode, the system accurately keeps the

vessel at the selected heading. The operator can use the
following standard functions to control the vessel's heading:
. Present Heading, which maintains the vessel's current
heading.
. Change Heading, which rotates the vessel to the specified
heading. The following methods can be used to define the
new heading:
- Marked Heading for marking the setpoint on the
Posplot view using the trackball.
- Change Heading Absolute for defining the setpoint
using absolute value.
- Previotrs Heading for defining the setpoint to be the
last specified heading.
- Change Heading Incremental for defining the setpoint
relative to the existing setpoint.
- Heading l4theel with Buttons Dec, Set and Inc,to
increase / decrease the heading setpoint.
. Minirrutm Power Heading, which continuously updates the
vessel's heading to obtain the heading which requires the
lowest power consumption.
The following functions are also available rnthe Auto Heading
mode:
. Set ROT

Enables the operator to specify the rate of tum (ROT) to be

used by the system when rotating the vessel to a new
heading.

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. Set ROT Acceleration

Enables the operator to specify the acceleration/deceleration
in the rate of turn at the start and finish of a commanded
rotation.
. Predefined Controller Gain Selection

Allows the operator to select one of three predefined

controller gain levels (High, Medium or Low), to adjust the
vessel response.
. Heading Warning and Alarm
Allows the operator to specify warning and alarm limits for
the heading deviation. The vessel's heading is monitored
continuously by the system, and a message is given if the
heading deviation limit is exceeded.
The Auto Heading mode is incorporated in the Auto Position
mode to provide complete, automatic control of the vessei's
heading and position.

Auto Position Mode

In the Auto Position rnode, the system automatically maintains

the heading and position of the vessel. The functions available
for heading control are described under Auto Headireg mode.
The operator can use any of the following standard functions to
control the vessel's position:
. Present Position, which maintains the present vessel
position.
. Change Position, which moves the vessel to a new position
specified by the operator. The following methods can be
used to define the new position:

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- Marked Position for marking the setpoint on the Posplot view

using the trackball.
- Change Position Absolute for defining the setpoint
using absolute coordinates.
- Previous Position for defining the setpoint to be the
last specified position.
- Change Position Incremental for defining the setpoint
relative to the existing setpoint. The operator can
select either relative or true increments.
- Change Position Range/Bearing for defining the
setpoint relative to the start position. The operator can select
the start position to be either present setpoint or present position,
and the bearing to be either true or relative.

The following functions are also available inthe Auto Position

mode:
. Set Speed
Enables the operator to specift the vessel speed when
moving to a new position.
. Set Acceleration
Enables the operator to control the acceleration/deceleration
of the vessel at the start and finish of a commanded change
of position.
. Position Warning and Alarm
Allows the operator to speciflu warning and alarm limits for
the position deviation. The vessel's position is monitored
continuously by the system, and a message is given if the
position deviation limit is exceeded.
. Predefined Controller Gain Selection

Allows the operator to select one of three predefined

controller gain levels (High, Medium or Low), to adjust the
vessel response.
. Rotation Center
Allows the operator either to select a predefined rotation
center or to enter the required coordinates manually. The
rotation center can even be defined outside the vessel itself.
The rotation center will bc used when both the vessel
heading and position are under automatic control.
If the selected Rotation Center is fore or aft it will also be
active at entering Joystick mode.

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Other modes
, Follow Target mode
. Anchor Assist mode
. Autopilot mode
. ROT Pilot mode
. Attto Track (low-speed) mode
. Auto Track (rnove-up) mode
. Attto Track (high-speed) mode
. Track Line mode

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 Konqsberq K-Pos DP

K-Pos Interface
Introduction
Several different types of interfaces are available for use with
the K-Pos system. These include:
. Position-reference system interfaces
. Sensor interfaces
o Thruster/propellerinterfaces
o Power plant interfaces
o Other interfaces
In addition to the interfaces listed in this section, other interfaces
can be supplied to suit specific requirements.

For interfacing details, refer to the K-Pos Interface Manual.

Position-Reference System Interfaces and principles

A number of interfaces are available which take information
from position-reference systems such as HPR and Artemis, and
input this information to the K-Pos system.
Interfaces are available for the following position-reference
systems:

Signal types
Konesbere HPR Net/serial
Artemis Serial
Liehtweisht Taut Wire Analoe/dieital
Fanbeam Serial
Kongsbers Radius Serial
Konssbers DGPS/DARPS Serial

Sensor Interfaces
A number of interfaces are available which take information
from sensors such as wind sensors and gyro compasses, and
input this information to the K-Pos system. The number of
sensor interfaces required depends on the type ofredundancy
used in the K-Pos system.

Interfaces are available for the following sensors:

Sienal types
Gyrocompass (NMEA-0I 83) Serial
Vertical Reference Sensor Serial/analos
KoNcsseRcMRU Dl2lHl5 Serial/analog
KoNcssenc Seapath Serial

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20n00t200/200RTK
Wind Serial
Draught Serial
Doppler Log Serial
DGPS Speed NMEA-0183) Serial
Rate of Turn Sensor CNMEA-0183) Serial
Water Depth NMEA-0183) Serial

Thruste r / Propel Ier Interfaces

The thruster/propeller/rudder interfaces required depends on the
vessel's propulsion system.
The following interfaces are supplied as part of the standard
K-Pos system:

Sisnal Wpes
Thruster Ready Dieital
Thruster Command (RPM. Pitch, Analog/current
Force or Load)
Thruster Feedback (RPM, Pitch, Analog/current
Force or Load)
Thruster Azimuth Command Analog/current
Thruster Azimuth Feedback
Rudder Ready Dieital
Rudder Azimuth Command Analog/current
Rudder Azimuth Feedback Analog/current

The following interfaces are also available:

Sisnal tvoes
Thruster Running Disital
Thruster RPM/Pitch Reduced (by Digital
cxternal system)
Clutch Status Dieital
Thruster RPM (pitch controlled unit) Dieital
Rudder inZero Dieital
Azimuth/Rudder Ready Dieital

Note that if the K-Pos is part of an integrated system, then the

information will be transferred to/from the KoNcsspnc Thruster
Control (K-Thrust) system via the dual Ethernet communication
network.

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 Konosbero K-Pos DP

Power Plant Interfaces

The power plant interfaces are necessary for power load
monitoring and blackout prevention.
The following is a list of typical interfaces:
o Bus-tie Breaker
o Generator Power
o Generator Ready
o Thmster Breaker
o Thnrster Load Feedback (Current/Power)
o Diesel Engine Fuel Rack
Note that if the K-Pos is part of an integrated system, then the
information will be transferred from the KoucsepRc Marine
Automation (K-Chief) system via the dual Ethernet
communication network.

Other Interfaces
The following interfaces are also available:

Sisnal types
Waypoint List Serial
Wavpoint to K-Pos Serial
Waypoint from K-Pos Serial
Riser Sensor ERA Serial
Platform Master Clock Netiserial
DP Alert Selector Dieital
Mooring Hawser Tension Analog/current
Pipe Tension Analog/current
Cable Tension Analog/current
Ploueh Tension Analog/current
Water Monitor Analog/current
Dredee Arm Forces Analog/current
Dredse Arm Positions Analos/current
Gangway Analog/current
Central Alarm System Net/serial
CyberSea Serial

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 SECTION 6
SPECIAL APPLICATIONS
 KonssLers K:PAE DP

Introduction
In addition to the standard operational modes and functions,
various tailored functions are available to optimise vessel
operation for a wide range of applications and vessels.
The following applications are described in this section:
. Olfshore loading
. Cable laying
. Pipe laying
. Trenching
. Dredging
. Drilling.
Kongsberg Maritime AS also supplies tailored functions for
many other special application areas.

Offshore Loading
When loading oil offshore, it is possible to reduce the
thruster/propeller force required to retain the vessel's position
relative to the offshore loading buoy, by utilising the stabilising
effect of the environmental forces acting on the vessel's hull. In
order to achieve this reduction, the vessel's bow must always
face the environmental forces. The system therefore includes
special Weather Vaning operation modes which cause the vessel
to always point towards the environmental forces.
l(eather Vaning causes the vessel to act like a weather vane. The
vessel is allowed to rotate with the wind, current and waves
around a fixed point called the terminal point. Neither the
heading nor the position of the vessel is fixed. The heading of
the vessel is controlled to point towards the terminal point,
while the position is controlled to follow a circle, called the
setpoint circle, around the terminal point. Weather Vaning is
illustrated in the following diagram.

This kind of weather vaning requires a minimum sideways

holding force, and the available thruster capacity on the vessel is

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Konosberq K-Pos DP

used for maintaining the correct distance and heading towards

the terminal point.
The vessel's position is not controlled in the athwartships
direction. The vessel's motions are only damped.
The terminal point, the setpoint circle and the maximum and
minimum distances that the vessel may move from the terminal
point are defined by the operator. The distance from the terminal
point is monitored and an alarm is given if one of these limits is
exceeded.
Depending on the type of offshore loading operation, the
following functions may also be available:
. Terminal Point Selection
Displays a Terminal Point Definitions menu containing
fixed locations where the vessel can perforn weather
vaning. Each definition consists of specific data for each
terminal point, such as coordinates, default setpoint radius
and alarm limits.
. Setpoint Circle Radius
Enables the operator to change the setpoint circle with
predefined maximum and minimum limits.
, Approach to Weather Vaning Location

Causes the vessel to perform weather vaning while

approaching the terminalpoint. This mode enables the
selection of a Setpoint Circle Radius from 1000 meters and
downwards to normal operational values.
The vessel's position relative to the outer alarm limits will
not be monitored during the Approach to Weather Vaning
Location mode.
. "Drive-Olf" Alert
The following critical alarms will result in a "Drive-Off'
alert displayed as a dialog box on the screen:
- Large speed towards buoy
- Setpoint / feedback errors on the main propellers
- Position Dropout
- Abnormal surge force towards buoy
This is in addition to the normal audible and visible alarm
indications.

. Hawser Tension Compensation

Provides optimum positioning performance. This function

automatically counteracts forces from the tensioning
arrangement by using the tension measurement as input to

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 Konqsberq K-Pos DP

the DP system's mathematical model. Note that this function

requires an interface to the tension measurement system.
. Manual Bias
Reduces the vessel's position deviation caused by the impact
of a series of high waves on the hull in rough weather.
Marutal Blas allows the operator to use the joystick on the
DP console to adjust the thruster/propeller force, and thus
counteract the expected wave force. The function is only
available for some terminal point types (OLS, SAL, SPM,
FLT/FLP).
Depending on the loading concept, different types of Weather
Vaning operation modes will be used.

Single-Point Mooring (SPM)

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

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Loading Buoy without Mooring (OLS)

This type of weather vaning is made around a fixed terminal
point. No mooring arrangement is used. One or more absolute
position-reference systems are needed.

Single Anchor Loading (SAL)

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

///
L
A

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Floating Loading Tower/ Platform

This type of weather vaning is made around the boom-tip of a
Floating Loading Tower/Platform (FLT/FLP). The boom-tip acts
as the terminal point and the position of the terminal point will
therefore vary. These variations will also be affected by the
mooring arrangement for the FLT/FLP. The station-keeping may
be performed with or without tension in the mooring hawser. If
the vessel has sufficient thruster capacity, it is generally
advisable to have zero tension in the mooring hawser.
The best performance is obtained if both the vessel's position
relative to the FLT/FLP boom-tip and the vessel's geographic
position are measured. The actual platform position of the
FLT/FLP will then be monitored against the nominal platform
position.

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

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Konoshero K-Pos DP

,.j,,
"':''o'
"

*-. .,u.,
--<;;5'"'''''

During Tandem Loading the terminal point will move due to the
FSU/FPSO movement. Special Tandem LoadingJimction may
also be incorporated to increase the safety during Tandem
Loading. In addition, reduced fuel consumption and reduced
wear and tear on the thrusters will be achieved.
Special Tandem Loading functions:
. conlrol to counteract the effects of
Tandem position
FSU/FPSO surge and fishtail movements.
. Tandem heading control to follow FSU/FPSO heading
changes.

These functions require a combination of absolute and relative

position-reference systems as well as access to/communication
with the gyro of the FSU/FPSO.

Submerged Turret Loading

For Submerged Turret Loading (STL) the weather vaning is
performed in three phases:
. Approaching the Submerged Turret. In this phase the DP
control system is in Approach to l,l/eather Vaning Location
mode.
. Connecting (and Disconnecting) the Submerged Turret. In
this phase the DP control system is in Connect and
Disconnect mode.
. Loading while connected to the Submerged Turret. In this
phase the DP control system is in Loading mode.

In all phases the weather vaning is made around the turret.

In the loading phase, the forces from the mooring arrangement

Axis
are taken into consideration. The operator can also use the
Control and the Mean Offset functionality:
. Axis Control. Allows the operator to select automatic or
manualposition control, or only vessel-motion damping, in
surge, sway and yaw axes. By selecting vessel-motion

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 Konqsberg K-Pos DP

damping alone, the vessel speed can be damped without

using thruster force to maintain position.
. Mean Offset.The vesselwill be kept at the operator specified
mean distance from the base position using only surge thrust
in the positive direction. If automatic position control in the
surge axis is selected, the Mean Offset functionality is not
available. However, it can be combined with damping
control in the surge axis.
One or more absolute position-reference systems are needed. An
HPR system may be used to provide the position of the vessel
relative to the base position. The additional HPR transponder
located on the turret (STL buoy) allows the system to monitor
the position and depth of the turret while it is not connected.
Submerged Turret Loading during the connecting phase is
illustrated in the following diagram:

\-
5
U

Cable Laying
Power and communication cables are transported on reels and
are laid either over the stern of the vessel as the vessel moves
forward, or over the side of the vessel as it moves sideways.

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To ensure that the cables are not damaged as they are laid,
various tension systems are used. A tension system is designed
to control the tension between the cable that is already laid and
the cable that is waiting to be laid. The Cable Tension
Monitoring and Cable Tension Compensation functions,
described here, have therefore been designed especially for
cable-laying operations.
Fully-automatic cable laying is performed in Auto Track
(low-speed) mode or Auto Track (high-speed) mode depending
on the preferred speed. The following functions, together with
the Auto Track mode for controlling the vessel's tnovements,
improve safety and performance when laying cables:
. Cable Tension Moniloring
Monitors the tension in the cable and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.
. Cable Tension Compensation
This function automatically counteracts forces from the
tensioning arrangement by using the tensionmeasurement as
input to the DP system'smathematical model. Note that this
function requires an interface to the tension measurement
system.
. Ernergency Stop
If the cable tension is above selected limits. automatic stop
of the vessel along track can be activated to avoid further
increase of tension. A digital status signal from the cabie
tensioner system can also be used to activate this function.
This functionality is available in Auto Track (low-speed) and
Auto Track (high-speed) modes. The stop function uses a
special velocity controller in Surge to retard the vessel from
any speed to "zero speed". At "zero speed" the system will
use the normal Stop On Track.
. Touchdown Track Control
When controlling the vessel along a track, the distance from
the vessel to the cable touchdown point can be specified.
During awaypoint tum, the vessel track will be calculated so
that the cable touchdown point will be placed on the intended
track.
. Manual Forward Thnrst
Enables the operator to give a manual demand in the surge
direction either from a lever/potentiometer, or using the
dedicated Alongships Control dialog. This Marutal Forward

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Thntst is an alternative to the computer-calculated or

joystick demand.
. Cable Lalt Per.formance View
Adedicated performance view is available for Cable Laying
operations. The measured alongships forces from cable
tension, joystick demand and thruster forces are shown as
bar graphs in addition to the position, heading and cross track
information normally shown inthe performance area.

Pipe Laying
When laying stiff pipes, the pipes are transported in sections and
are welded together during the pipe-laying operation. The
sections of the pipes are normally welded onboard the vessel
when the vessel is stationary. The vessel then moves forward a
distance of one pipe-length, and a welded section of the pipe is
deployed via a stinger over the stern of the vessel (S-lay
operation), or lowered from a tower (J-lay operation). During
J-laying in very deep waters, a constant speed move may often
be performed.

S-lay operation is illustrated in the following diagram:

When laying flexible pipes, the vessel can normally be moved

with a constant speed.
During the pipe-laying operations, the DP system controls the
vessel's movements and the Pipe Tension Compensation
function (described here) compensates for the pipe tension to
ensure the best performance.
The pipe-laying functions (described here) cover pipe-laying
operations from shallow to deep waters using both S-lay and
J-lay methods.
Pipe-laying is performed in Auto Track (low-speed), Auto Track
(move-up) or Auto Positiort mode depending on the type of
operation.

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ln Auto Track (low-speed) and Auto Track (move-up) modes, the

vessel may be controlled either so that the vessel follows a
defined vessel track or so that the pipe is laid along a defined
pipe track.
ln Auto Position mode. no track has to be inserted into the DP
system.
. One Pipe-Length Ahead
Moves the vessel forward by a distance equal to one
pipe-length. The pipe-length is specified by the operator.
This functionality is available in Auto Position and Auto
Track (move-up) modes.

. Pipe Tension Monitoring

Monitors the tension in the pipe and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.
, Pipe Tension Compensation
This function automatically counteracts forces from the
tensioning affangement.The tensionmeasurement is used as
input to the DP system'smathematical model. Note that this
function requires an interface to the tension measurement
system.
. Ernergency Stop
If the pipe tension is above selected limits, automatic stop of
the vessel along track can be activated to avoid further
increase of tension.Adigital statr-rs signal from the tensioner
system can also be used to activate the function. This
functionality is available in Auto Track (low-speed) and Auto
Track (move-up)modes. The stop function uses a special
velocity controller in Surge to retard the vessel from any
speed to "zero speed". At "zero speed" the system will use
the normal Stop On Track.
. Touchdown Track Control
When controlling the vessel along a track, the distance from
the vessel to the pipe touchdown point can be specified.
During awaypoint turn, the vessel track will be calculated so
that the pipe touchdown point will be located on the intended
track.
. Marutal Forward Thnrst
For continuous laying of flexible pipe, this function enables
the operator to give a manual demand in the surge direction
either from a lever/potentiometer, or using the dedicated

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Alongships Control dialog. This Manual Fomvard Thrust rs

an alternative to the computer-calculated or joystick
demand.

Trenching
Trenches may be dug prior to cable- or pipe-laying operations,
and are used to secure the pipe or cable after installation.
Trenches are dug by a self-driven trencher or by a vessel towing
a plough.

When digging trenches, the DP system uses the Follow Target

mode to follow the trencher's movements, whereas a special
version of the Auto Track (low-speed) mode is used to control
the vessel's movements when using a plough to dig the trenches.

During trenching operations, the Plough Tension Monitoring

and Plough Tension Compensation functions are used to ensure
the best performance.
, Plough Tension Monitoring
Monitors the tension in the plough and gives an alarm if the
tension is higher or lower than the specified maximum or
minimum tension limits. Note that this function requires an
interface to the tension measurement system.
. Plough Tensiort Compensation

This function automatically counteracts forces from the

tensioning arrangement.The tensionmeasurement is used as
input to the DP system'smathematical model. Note that this
function requires an interface to the tension measurement
system.
. Emergency Stop

If the plough winch tension is above selected limits,

automatic stop of the vessel along track can be activated to
avoid further increase of tension.Adigital status signal from
the plough winch can also be used to activate the function.

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This functionality is available in Auto Track (low-speed)

mode. The stop function uses a special velocity controller in
Surge to retard the vessel from any speed to "zero speed". At
"zero speed" the system will use the normal Stop On Track.
, Plough Track Control
When controlling the vessel along a track, the distance from
the vessel to the plough can be specified. During a waypoint
turn, the vessel track will be calculated so the plough will be
positioned on the intended track.
. Marutal Forward Thntst
Enables the operator to give a manual demand in the surge
direction either from a lever/potentiometer, or using the
dedicated Alongships Controldialog. This Marunl Forward
Thntst is an alternative to the computer-calculated or
joystick demand.

Dredging
The main function of dredgers is the removal and transport of
material from the seabed. Specific activities in this field include:
. maintenance dredging work in harbours and waterways
. construction or deepening of harbours, waterways
. extraction of precious metals, minerals, sand and gravel
. build-up of sites, replenishment of beaches, and building of
dams, dykes and artificial islands
. removal of polluted seabed
. digging of trenches for tunnels and pipelines
. land reclamation and improvement of infrastructure.

The DP system's dredging functions measure the dredging

forces and suction-pipe position relative to the vessel, and
automatically compensate for these draghead forces. In addition,
the DP system handles failure in draghead force measurements
and thereby avoids uncontrolled vessel movement and damage
to the dragheads. If a permanent failure occurs in the sensors
monitoring the draghead's position and tension, the operator can

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specify the appropriate draghead data, thus enabling the

dredging operation to continue.
The DP system and the special dredging functions offer:
. Precise coverage ofthe dredging area by accurately
controlling the draghead position along a predefined track at
a predefined speed.
. Handling of rapid changes in the sea current. This is
especially important when dredging from a harbour through
breakwaters to the open sea.
. Accurate and reliable vessel position and speed control
which reduces the risk of damage to the dredging equipment
and simplifies the continuation of the dredging activity after
any intemrptions in the operation.
The special dredging functions are as follows:
. Draghead Position Control
The Draghead Position Control function, in combination
with the Auto Track (low-speed) mode of operation,
automatically controls the vessel's position and heading,
enabling the master draghead to follow a predefined track.
The operator can select one of the dragheads, its pipe inlet
point or no draghead (i.e. centre of gravity of the vessel) as
the master draghead.
The Auto Track (low-speed) mode controls the vessel's
speed and optimum heading for keeping the vessel on track.
The determining factors here are wind, waves, current,
vessel speed and draghead forces.
The Posplot view with track information is extended to show
the position of the dragheads.
Note that this function requires an interface to the dredge
head position sensors.
. Suction-Pipe Ship-Side Limit
In order to avoid damage to the suction pipe or the vessel, the
shortest distance from the vessel to the suction-pipe gimbals,
suction pipe or the lifting wires can be measured. If the
distance is too short, an audible alarm is given, and the
automatic heading control loop will be forced to avoid
further decrease of the distance. When in Auto Track
(lov-speed) mode, this restriction of the heading can lead to
drift off from the preplanned track.

. Vessel Speed Control

When the draghead is on the seabed, it is of vital importance

that the draghead does not move backwards.

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Konosbero K-Pos DP

When enabled, this function prevents the forward speed of

the dragheads from becoming too low. This requirement
overrides any requirement for track keeping or required
speed.
. Draghead Force Compensation

The Draghead Force Compensatior function enables

automatic compensation of the draghead forces acting on the
vessel. One or twodragheadsmay be used, and the resistance
from each draghead will vary depending on the seabed
substance, the trail speed and the deflection angle of the
suction pipes and dragheads.
The dredging force from each draghead must be accurately
measured. The thrusters directly compensate for the forces
and moments from the dragheads. Draghead forces will also
be used to update the mathematical model.

The system is also able to handle draghead-force

measurement failure or total loss of measurements. This
function is imporlant in order to prevent the dragheads from
moving backwards. The system design enables operation,
even with the permanent loss of dredging force
measurements, by using fixed, specified tensions on the
suction pipes.
Note that this function requires an interface to the dredge
force sensors.

Drilling
The Riser Angle Monitoring (RAM) function allows optimal
vessel positioning during drilling operations.

The following functions are provided:

. Monitoring oJ'Flexjoint Sensors
Monitoring of the lower flexjoint angle against defined
limits.

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 Konqsberg K-Pos DP

. Monitoring of Tensioner-Stroke Sensors

Monitoring of the tensioner-stroke sensor values against

upper and lower limits.
. Zero-Angle-Position Advisory Function
The lower flexjoint angle should be kept to a minimum to
reducemechanical wear. The Zero-Angle-Position Advisory
Function uses the riser angle measurements to calculate the
vessel position advice that will bring the lower flexjoint
angle to zero. The Zero-Angle-Position Advisory Function
gives a zero-angle-position for each lower flexjoint angle
sensor, and also a zero-angle-position for the composite
angle.
. Hold Flexjoint Angle Function
The Hold Flexjoint Angle Function (HFA) is a submode of
Auto Position mode and takes an active part in the
positioning of the vessel. In this submode, the system will try
to position the vessel tomaintain the lower flexjoint angle as
it was when the submode was entered. Based on measured
riser angles and estimated static riser angle response to
vessel movements, the function will continuously adjust the
required position to maintain the lower flexjoint angle.
. Emergency Joystick Advisory Ftutction
In Auto Position mode (during position dropout) and in
Joystick mode, the Emergency Joystick Advisorlt Function
provides, on the relative Posplot view, a graphical indication
of the direction in which manual thrust must be applied in
order to move the vessel towards the optimum position
calculated by the Zero-Angle-Pos ition Advisorl, Function.
. Illegal Heading Sector Limits
Enables the operator to specifu an illegal heading sector for
riser configurations which do not permit a full 360_ rotation
about the drilling axis. If the vessel's heading enters this
sector, an alarm message is issued. An instruction to tum
either to port or to starboard is included in the message,
depending on the direction from which the heading entered
the illegal sector. When these limits are enabled, the illegal
heading sector is also displayed on the Posplot view.
. Posplot View Extensiort
Enables the operator to make some drilling features visible
on the Posplot view. This includes the BOP position at the
manually-configured BOP position coordinates, the
calculated zero-angle-positions for each individual riser
inclinometer and the zero-angle-position for the composite

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Konosbero K-Pos DP

angle. The hold flexjoint angle symbol and the illegal

heading sector are also shown.
. Riser View
The Riser view shows graphical and numerical information
about the riser and BOP inclinations, the riser angles and the
riser angle limits. The tensioner-stroke sensor values are
shown numerically and as bar graphs.

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