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How to increase the safety during anchor handling operations?
Kongsberg Maritime’s new Anchor Handling Concept
Thor Hukkelås
Principal Engineer Marine Operations
Business Development, Kongsberg Maritime AS
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The presentation
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Short presentation of Kongsberg Maritime
Demanding Offshore Marine Operations
Situation Awareness & Decision Support
KM’s new Anchor Handling concept
Summing Up
4-Nov-12
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One third of the world is covered by land.
The rest is covered by KONGSBERG Maritime.
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Kongsberg Maritime AS
One of four divisions in the Kongsberg Group ASA
Dynamic positioning
systems
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/4/
4-Nov-12
KONGSBERG PROPRIETARY – See Statement of Proprietary Information
Navigation systems
Operating revenues:
EBITA:
Number of employees:
KM Serviceable ships:
Monitoring &
control systems
MNOK 6 600
MNOK 990
4000
15.000
Hydroacoustics
Solutions from deep sea to outer space
Extreme Performance for Extreme Conditions
/5/
4-Nov-12
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Demanding Offshore Marine Operations ‐ SIMOPS
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How to increase the SAFETY level?
By Operation Tailoring, Task‐Oriented Design & Human Factors
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Operation Tailoring & Task‐Oriented Design
Specialising in Offshore Marine Operations means that products and services, i.e. functionality of supply as a total, are tailored to the customer’s business needs directly, thus enabling and supporting the tasks the vessels are hired for.
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Why this focus on Human Factors?
• Questions:
• How to support good decision making?
• How to maintain “human‐in‐the‐loop”?
• Answers:
• By having well designed control and automation systems
• By having good Decision Support Systems
• By having optimum Situation Awareness
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What is Situation Awareness (SA)?
• Basically, SA is being aware of what is happening around you and understanding what that information means to you now and in the future.
• The formal definition of SA breaks down into three separate levels:
• Level 1 – perception of the elements in the environment
• Level 2 – comprehension of the current situation, and
• Level 3 – projection of future status
Source: Designing for Situation Awareness. An Approach to
User-Centered Design. Endsley, Bolte, Jones.
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“Human‐in‐the‐loop” and Decision Support
Human Machine Interface
Decision Support
Situation Awareness
/ 11 /
4-Nov-12
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Anchor Handling Concept
Winch control, deck equipment ctrl, CCTV in #2
Dual K‐Master on aft bridge
On‐line stability analysis & monitoring
AH Situation Plot
System for estimation of distance AHV – Rig (SIMOPS)
Improved DP capability during Anchor Handling
System for estimation of vertical‐ and horizontal anchor chain forces
Deck Equipment control from K‐Master
/ 12 /
4-Nov-12
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SIMOPS‐AIS + Unified Communication Solution
Twin K‐Masters: Basic AH Configuration
/ 13 /
4-Nov-12
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K‐Master
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Page 14
More than a chair – a family of products adaptable to vessel type and vessel operation
04/11/2012
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WORLD CLASS - through people, technology and dedication.
Anchor Handling Challenges.
/ 15 /
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Q#1 : How to calculate and visualise the stability margin in real‐time?
• On‐line calculation and monitoring of stability margin is only possible if one has an estimate or measurement of the external forces acting upon the vessel
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Q#2 : How to improve DP and manoeuvre ctrl capabilities (heading & sway ctlr)?
• The DP needs to know the very big external forces from anchor line or chain to minimize deviation from wanted heading and track‐line.
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Solution to both problems:
• Develop a system that gives a sufficiently accurate estimate/measurement of the horizontal and vertical forces acting on the vessel from the anchor line or chain in addition to the attack point for these forces.
4-Nov-12
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Basic Forces and Motion
Degrees of freedom (controllable)
• Surge
• Sway
• Yaw
Environmental Forces
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Wind Waves Current
Other external forces
Thruster Forces
• Tunnel thrusters
• Azimuth Thrusters
• Propulsion/ Rudders
Dynamic Positioning and the Force balance:
Thruster forces
External forces
Wind
Waves
Current
Other external forces
Estimation of external forces
Horizontal View
Horizontal angle
Attack point
Vertical angle
Vertical View
/ 18 /
4-Nov-12
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Estimation of external forces
MRU
roll, pitch, heave
location of sensors
x,y,z,t of cable
Sensor
Sensor filtering & fusion
Sensor
Tension, t
Init conditions
Force
measurements
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Line/chain
parameters
Catenary calculation
Predicted force
measurements
Stability calculation
AH & Rig position,
speed & heading
Force vector
estimates to
consumers
/ 19 /
4-Nov-12
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DP System
DP Main Control Loop
Wind
Current
Wind feed‐forward
Wanted heading or position
Controller
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Other external forces from e.g. chains, anchors etc
Windsensor
Thruster forces
Setpoints
Wanted forces
Deviation
Waves
Measurements
Thrust allocation
Rudders/ thrusters
Vessel
Sensors /Refsys
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Innovation signal
K
Feedback
Wind measurements
Corrected /filtered state vector (”Aposteriori”)
Mathematical Model
Predicted state vector (”Apriori”)
Correction
/ 20 /
04/11/2012
WORLD CLASS – through people, technology and dedication
How to support optimum Situation Awareness?
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Visualisation of own ship state & surface picture
• Presentation of own ship state, including stability margin via the AH Situation Awareness Plots
• Presentation of the surface situation via the SIMOPS module •
Increased use of datalinks
• Increased use of datalinks instead of voice communication for information exchange between all participating vessels and between vessel and rig
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How to support optimum Situation Awareness?
‐ Anchor Handling Situation Awareness Plots
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How to support optimum Situation Awareness?
‐ Anchor Handling Situation Awareness Plots
KONGSBERG PROPRIETARY – See Statement of Proprietary Information
SIMOPS – Visualization & Communication
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Consistent real time visualization onboard all SIMOPS capable vessels •
Robust and reliable communication between SIMOPS capable vessels via Broadband Radio. AIS is used on‐board none‐SIMOPS capable vessels / 24 /
4-Nov-12
KONGSBERG PROPRIETARY – See Statement of Proprietary Information
How can the presented concept increase the safety level ?
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By offering a unified HMI for many subsystems via K‐Master.
By supporting optimum Situation Awareness though AH and SIMOPS Situation Plots.
By supplying Decision Support tools, e.g. on‐line calculation and visualisation of the stability margin.
By having a DP and manoeuvre control system with functionality especially tailored to the operation.
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Thank you for your attention.
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