6degrees Issue16 Summer 2013

8/9/2019 6degrees Issue16 Summer 2013

1/19

News, Views and Reviews from the Interna-

tional Dynamic Positioning Operators Asso-

Issue5:

News, Views and Reviews from the

rnational Dynamic Positioning Operators Association

6degrees°

Issue16: Summer2013

What is DP Anyway?TIME FOR CHANGE

Evolution in DPNI SCHEME REVIEW

Which Way Now?NI or DNV or BOTH

Talking TrainingCHALLENGES AHEAD

Putting People FirstFIXING THE DP ILLS

Cyber SecurityNEW THREATS

Award WinnersONLINE TRAINING


2/19

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The Dynamic Positioning Centre [email protected] | www.c-mar.com | +44 (0) 207 407 3131

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3/19

We recently joined a lively and contentious

panel debate as part of the European DP

Conference in London.

The discussion centred on the

development of the new DNV training and

certication scheme, and also the recentreview of the Nautical Institute version.

Each organisation took its turn to outline

the advantages and benets it brought –the NI as the established, tried and tested

route, DNV as the new alternative.

While there are positives within eachit was left to IDPOA and a number

of frustrated audience members to

inject a degree of wishful thinking intoproceedings...that of a combined and unied scheme, which can harness the

best of each, while minimising the problem areas.

Each scheme naturally has its pros and cons, it benets and downfalls, but from

the research IDPOA has conducted, and the feedback from members it seemsclear that neither is really hitting the mark. Nor is it likely too in isolation.

IDPOA has been pleased to be involved in the recent review of the NI scheme,

but from the very rst moment we outlined a desire for a DP training scheme

with the capability to provide sufcient supply of trained, certied and competentDPOs - one which adequately reects the challenges of gaining DP time on

particular vessel types.

We also stressed the need for a respected, recognised and accepted

certication scheme. Built on a system using a blended approach ofexaminations and formalised shipboard training, also online, class room and

simulator training and assessment.

At the moment we are not in a position to have these wishes fullled – there are

concerns about the newly reviewed NI scheme, but also there are very strong

concerns and doubts about the DNV system, which can see a certied DPO

produced in around 4 weeks, without having served on a DP vessel. This hashad many alarm bells ringing across the industry.

With the debate we have seen that the pressure has slowly built on the NI and

DNV to sit down and nd common ground. It could be that are inching closer tobest possible solution – that of an independently reviewed scheme which sees

stakeholders playing a role in the process, but not the lead.

While there are still concerns over the difculties of trainee DPOs accessingnecessary, while we do not have a system of competency assessment which

is felt to deliver then the splintering of DP training and certication will drive us

further from the fostering of industry integration, acceptance and support which

is the key foundation for any scheme.

All the best,

Steven JonesExecutive Director

To nd out more, to join or upgrade your membership visit www.dpoperators.org

WELCOMETO 6degrees, THE E-JOURNAL FROM IDPOA IN THIS ISSUE

In this issue of 6degrees we focus

our attentions on a range of issues - but

training and certication are never far

from our thoughts.

The European DP Conference was once

again the talking shop as the great and

the good of DP gathered once again inLondon.

This time around there was even more

to debate than usual. The NI and DNVschemes both feature inside this issue

and we look at the pros and cons of

each.

The NI has been pushing hard on its

scheme review - and we look at the

changes they are seeking to implement,and we also explain some of the barriers

to progress which we see as major

stumbling blocks.

Its not all training and certication though- we look at some practical issues too.

Namely cyber security and DP, and

we ask perhaps the most fundamentalquestion of all...just what is DP?

You may think (we hope) that you know

the answer - but with the rise and rise ofsystems which utilise mooring systems

inconjunction with thrusters we ask is it

time for the denition of DP to evolve to

meet the market and the realities in theeld?

As ever we hope you nd some of the

debate of interest - you can of course joinin - whether on Facebook, Linkedin or

through the IDPOA website.

6degrees would not be complete withoutyet another big thank you to IDPOA

fellow Narcisco Montilla for allowing usto use his pictures for the front cover and

within 6degrees.

If you have any articles or images you

would like to submit please email us

[email protected]


4/19

Talking Training

IDPOA has long been a supporter of the European DP

Conference held annually in London. In fact the event

shares an anniversary with the association, and we are

now both moving into our fth year.

As part of our proud supporting role we were invited

this year to take part in an industry expert panel ontraining and certication – a bone of much contention

across the industry.

In addressing the conference we began by providing a

little context surrounding the problems, but so too our

involvement. We reminded the audience that IDPOA is

a professional body which constitutes of over 5, 000

individuals from across the DP sector. A group which is

made up of a unique spread of people, from those with

an initial rst interest in DP looking to make their rst

steps, through trainees, the most experienced DPOs

around – as well as lecturers, managers, surveyors,

engineers, ETOs and superintendents.

In short, IDPOA has the holistic view from the human

element perspective, but while this is vitally important,

it is essential that we never lose sight of the fact that

DP is actually just a form of enabling technology. This

means that we are constantly aiming at a moving target

when it comes to the administration, such as training

and certication, which underpins it.

Trying to stay one step ahead of technology is verydicult – the size and speed of change can be

incredibly swift, and that is a huge challenges. We

would not apply the same means of learning today as

we did when BBC micro-computers rst crawled into

British classrooms of the early 80’s – but in the world

of DP we have been trying to apply the same means of

developing and assessing people for over 30 years.

Finally this has led to evolution and renement of the

process, the systems and schemes in place, and this

Conference has seen us arrive at a new juncture in

DP. Change has arrived in the form of a review of theNautical Institute scheme and a newcomer from DNV.

With presentations from both parties w heard much

about the various proposals, the means of delivery,

assessment, training and ultimately production of DPOs

–but from the feedback from IDPOA members there is

real concern.

Rather than embracing these changes there are serious

questions as to whether we are delivering the safety,quality and competence which is so important. Are

we driving positive change or just tinkering around

the edges? For instance, does changing the system to

allow shuttle tanker personnel to get seatime make a

better system overall? Or does a certicate granted to

a trainee who has never been on a DP vessel make a

better system? These are the questions which many are

asking, and we are still not any clearer on.

It remains uncertain as to the benets which are

proposed through these new schemes. All we can be

sure about is the uncertainty, division and perhaps

likely confusion as we enter a new age of competing

certication.

This cannot be good for the industry over all, and is

a real concern to many individual DPOs, trainees and

to those who are unsure about how to break into the

sector and to pursue a career.

We even hear of concerns within training centres –

and we could well be further dividing the industry. The

requirements to meet one training scheme requirevastly greater investment than those who will be

accredited to deliver the other…so what will happen?

Will we end up with a two tier DP schooling system

which will lead to greater problems and uncertainty?

The threat is real, and needs addressing. There are

changes being rolled out which do not necessarily

look like delivering the competent people the industry

needs. The changes we are seeing appear to be focused

on training schemes remaining viable for embattled

shipowners as they juggle the demands of clients. The

systems may make it easier to deliver certied DPOs,but that is not the end of the problem…and so may not

be the correct solution.


5/19

Talking Training

The very best DPOs are those who are immersed in

the machine, the technology and their role controlling,

monitoring and staying one step ahead of the system.

This is a mind-set which cannot be easily learned or

absorbed, it takes time, dedication and the skill and

input of the senior DPOs who are able pass on the

necessary knowledge.

There are real concerns that we are at a point in which

the original training system is losing its way, and a

new approach is distrusted and seen as a way of fast

tracking to circumvent the need for time at the desk to

learn and hone the skills which make the best DPOs,

and which ignore simply churn out disconnected,

disinterested button pushers.

It is still not too late to take the time to for all

stakeholders to work together, not to nd shortcuts,

but to nd the means to bring people into the system

and then through it in a way which delivers robust

reassurances that they are competent, and have

learned the techniques, expertise and knowledge

which will serve them through their career, and which

will reward their employers and the wider industry

with a safer, skilled and more productive professional

workforce.

Today, it is far from clear that we are heading in

the right direction, and that is both depressing andconcerning in equal measure. We are still faced with

problems of getting people the seatime they need

to succeed and we are fanning the ames of a fraud

epidemic in the interim, while we are still uncertain of

the quality of the people we are producing from the

schemes in place.

The Nautical Institute and DNV agreed at the

conference, albeit under intense pressure from the

various stakeholders present, to sit down and nd

a way to potentially develop a unied, one-scheme

approach to DP training and certication.

It is not known whether this will, or indeed can happen

– but we will continue to try and compel all parties to

work towards a DP training scheme with the capability

to provide sucient supply of trained, certied and

competent DPOs - one which adequately reects the

challenges of gaining DP time on particular vessel

types.

A scheme which is respected, recognised and accepted

by industry, which is built on a system using a blended

approach of examinations and formalised shipboard

training, also online, class room and simulator training

and assessment.

As an industry we need to develop people, careers

and drive recruitment and retention – all while driving

leaps forward in capability and safety. Having to do this

under dierent umbrellas of competing training and

certication schemes seems like a recipe for disaster.

The NI and DNV may be already well into their

respective passages as they develop what they believe

to be the right solutions. Sometimes though things

change and you have to alter course – let’s hope they

are willing and able to take the right actions for the

betterment of all.


6/19

what is DP

Anyway While the future uses of DP technology are up for

discussion, and as the industry begins to wring its

hand at the thought of nding new ships and new

people – one interesting question was posed at the

European DP Conference.

Captain Ian Smith asked just what really does and

should constitute DP? It seems are increasingly

unsure as the rules state one thing, but common

sense and changing trends are beginning to

suggest something else altogether.

So let’s go back to basics - The denition of

DP is laid down within IMO MSC Circular 645 -

and this states that a “Dynamically positioned

vessel (DP Vessel) means a unit or vessel which

automatically maintains its position (xed location

or predetermined track) exclusively by of thruster

force”.

A slightly expanded explanation is given by

Capt. D. Bray FNI – in the Nautical Institute “DP

Operator’s Handbook”. Bray states that Dynamic

Positioning (DP) is a vessel capability provided via

an integration of a variety of individual systems

and functions.

A computer control system automatically maintains

a vessel’s position and heading by using herown propellers and thrusters. Position reference

sensors, combined with wind sensors, motion

sensors and gyro compasses, provide information

to the computer pertaining to the vessel’s position

and the magnitude and direction of environmental

forces aecting its position.

The computer program contains a mathematical

model of the vessel that includes information

pertaining to the wind and current drag of the

vessel and the location of the thrusters. This

knowledge, combined with the sensor information,allows the computer to calculate the required

steering angle and thruster output for each

thruster. This allows operations at sea where

mooring or anchoring is not feasible due to deep

water, congestion on the sea bottom (pipelines,

templates) or other problems.

Dynamic positioning may either be absolute in

that the position is locked to a xed point over the

bottom, or relative to a moving object like another

ship or an underwater vehicle.

Whether a narrow or widened view is taken, it

seems obvious that thrusters are the key to DP.

But, is this right – and should such a ridged view

be taken?

There are dierent systems which do indeed use

forms of mooring to “assist” position keeping, and

so we see that a number of issues emerge. The

operations vary from being moored with thruster

assist to being on DP with mooring assist.

There are some monohulls that are moored and

the ‘DP’ basically controls heading into the net

weather and the position is down to the mooring.

But equally on a moored semi then the thrusters

could be being used to limit oscillation and also to

reduce tensions. We are perhaps in a world of “DP

with external forces”.

Some vessels use moorings with heading control

and damping for surge and sway, and it is the

assertion of some experts that in some cases the

likes of POSMOOR operations require a skill set

more advanced than that of “exclusively” thrusting

DP.

Smith ultimately concludes that the IMO denition

of DP is “outdated” and should be amended to

encompass present and future developments in

the DP world. The word “exclusively” should bedropped.


7/19

Awards have been coming thick and fast formaritime training provider Videotel MarineInternational which has received six honours

in the past few months. Of special note isthe Award of Distinction, which it won for its ‘Dynamic Positioning Basic Training Course’ inthe International Academy of the Visual Arts’annual Communicator Awards.

The DP course won the award for creativeexcellence in the eld of InteractiveMultimedia. The course, developed inconjunction with C-MAR’s the DynamicPositioning Centre covers all areas of DP,including system architecture and basicprinciples, together with modes of operation,operational procedures and risk considerations.It contains mixed media in the form of text,images, animations, video and audio and oersa stimulating and exible approach to training.

In addition, over the last few monthsVideotel has achieved a Golden Reel awardfrom the Media Communications AssociationInternational (MCA-I) Media Festival for itstraining lm ‘Hydrodynamics and Interaction’;

a Gold Remi award for ‘Hydrodynamicsand Interaction’ at the WorldFest-Houstoninternational lm festival; a Silver Remi fromWorldFest for ‘The Mariner’s Role In CollectingEvidence’; an Intermedia Globe Gold awardfrom the The World Media Festival for ‘Piracy& Armed Robbery, edition 3’; and an HonoursAward from Questar for ‘Avoid the Bite –Malaria Prevention for Seafarers’.

Nigel Cleave, CEO of Videotel, said: “Theseawards clearly demonstrate the eectiveness

of Videotel’s products as a training medium,especially the dynamic use of animation andonboard lming. Realistic demonstrations,

as seen in our training materials, are ableto engage the viewer more emotively andgraphically illustrate good and bad practices in

a way the trainee can clearly assimilate.

“We are delighted to receive these awards.We have a highly qualied and experiencedteam of professional animators, multi-mediadevelopers and lm-makers at Videotel,producing accessible training lms ofexceptional quality and it is gratifying to seethe international lm industry recognising thisexpertise.”

Videotel Adds

DP Accolade toPortfolio of Awards


8/19

The European DP Conference stressed once again, if it

were needed, that people are the key when it comes

to the industry. The supply of DPOs is the one part of

the chain which cannot be manufactured, and that is a

concern for all.

The future direction of the DP industry is set to seethe rapid development of a host of new vessels

coming online. The demands are only going to

increase as the use of DP is growing. This has been

further pushed by a ight to quality and capability , as

the fallout of “Deepwater Horizon” leads the change.

There are a host of interesting challenges ahead and

it is a fascinating time to be within the DP community

– however, the dilution of skills is becoming a real

concern. As the pool of experienced DPOs diminishes

the familiar concerns of recruitment and retention

come to the fore.

These are being viewed with great concern across

all parts of the shipping industry – but with the huge

potential growth of DP, it is our own sector which is

most susceptible to failure. The fact that it is ever

harder to nd, and then keep good quality DPOs is

having a huge impact and there are related safety

fallouts to be considered.

The present and worsening shortage of “skilled DPOs”,

is reaching a critical mass, and urgent action is

needed. As with all looming crises, there are distinct

stages for those aected. At rst we usually have

denial, something we have long past in shipping, this

is then usually followed by the next stage, the “nger

pointing”.

Rather uniquely there is little external criticism of the

DP sector. Indeed where insurers have scolded other

sectors of the industry, they are seemingly silent on

the issue of DP. Where they have berated the industryfor creating a lack of skills which is likely to lead to

an ever increasing spiral of accidents and claims, it

seems DP is out of sight and mind.

The fact that not a single lawyer or insurer was at

the DP Conference probably tells you all you need to

know about the apathy being shown. This is, in some

ways, a benet as there is room to nd solutions, but

equally it means that there is not enough pressure

being applied to owners to x the issues.

Time and time again, the wider DP community turnsto IMCA for guidance and insight. That is ne, they

are the experts – but lest we forget that they (quite

rightly) are bound by a need to represent the view of

their members…the shipowners.

We are left in a weird vacuum, where the only people

talking are the owners and everyone simply laps it

up because there is no other credible voice. The do

indeed know what they are talking about, but it is the

agenda set by owners. It is the mantra of commercial

gain – and driven by a pursuit primarily of prot. We

need another counter point, an independent expert

repository of DP excellence and insight.

finding the key to DP Excellence


9/19

What we can perhaps all agree on is that a shortage

of good quality people inevitably leads to accidents.

While the DP sector has an incredible safety record

by comparison to the mainstream, the problems of

recruitment and retention will catch up with us one day.

We are seeing that groundings and collisions are on

the rise, and it seems shipping is feeling the pain of

poor quality manning, and that agony will inevitably be

passed onto the rest of the industry. With partial losses

also up dramatically, the pattern of dwindling supply of

quality personnel is having a visible and vivid eect on

safety, and experts believe that shipping is quite simply

overwhelmed by inexperience.

The problems could actually be worse than we realise

– in fact vast swathes of the supposed “DP Experience”

we do have logged across the sector is not actually on

DP and not actually experience. There is a reliance on

hours and days logged – but no-one truly knows how

much is real or simply ogged.

This is a worrying, and a major problem is developing,

but perhaps we need to look deeper and ask why there

is a shortage, and what can be done about it? The

verdict of most senior DPOs is simple – that companies

have simply failed to bring trainees into the system.

With most new builds being DP equipped there are

simply not enough suitably trained people to operateDP vessels. According to IDPOA’s member feedback,

regardless of the training schemes, ship owners are

responsible for the lack of properly trained and certied

DPO’s.

There is repeated criticism that owners are reluctant

to provide training and space on board for junior

DPO’s. So, it is seen that the root cause of the industry

manning malaise is the lack of commitment of many

ship owners to train their people.

Owners all want DPO’s but too many do not support anytraining needs let alone spend money on training DPO’s.

Fuelled by a paranoia that trained DPO will join another

company once they are fully certied, the industry is

seemingly trapped in a dreadful nose dive.

Companies are so concerned about providing DPOs for

competitors that they stop training their own – which in

turn drives a rise in poaching, this is a real case of an

industry cutting its nose to spite its face. This is not a

problem which can be xed by refusing to train people

– in fact that will only ever exacerbate the problem.

It is never too late to start over, and the DP industry

needs to shake itself from its slumbers and do just

that. It needs bold and brave leadership to recognise

that in training new DPOs, yes some may be lost to

the competition – but equally many may stay on if

the employment on oer is attractive. This is about

retention management, keeping people happy and

wanting to remain a part of the company.

In essence it would seem that we need an overhaul of

not just the standards and the systems in place, but of

the attitudes too. With the right steps to ensure positive

retention, then training standards can be enhanced and

this will drive improvements in safety.

The message therefore seems simple – we need to

train more DPOs – and we need a system of doing so

which doesn’t allow people to become trapped part way

through as they can’t get seatime – and equally we do

not want to see a means of being churned through a

system in a month without any onboard experience.

The tangible returns of investment in new DP tonnage

may be easy to calculate, but if this is not matched

by investment in people then the gap between an

expanding DP eet and a vanishing workforce may

never be fully reconciled. As we stand today and look

across this gap in recruitment and retention it is in

danger of becoming a yawning chasm and that is an

concern which needs to be voiced by all.


10/19

One issue which has become increasingly important

in the world of DP, and which will continue to gain

prominence is that of cyber security.

With manufacturers taking control of DP vessels

remotely, and with cheap Chinese made Global

Navigation Satellite System (GNSS) jammers able

to cause chaos, it seems that the more sophisticated

the vessel, the more vulnerable it could be to outside

interference.

This is a serious issue, and one which could be likely

to be on the agenda for governments, companies and

DPOs alike. The United States is set to launch a new

Government Accountability Oce (GAO) study on

cyber-security in the maritime domain. Based upon

a request from the U.S. Congress, GAO has started to

identify the extent to which: (1) cyber-security threats

are an active concern within the maritime environment;

(2) whether current laws and regulations recognize and

address such cyber-security threats; and (3) what steps

U.S. federal and non-federal stakeholders have taken to

identify and mitigate maritime-related cyber threats.

With GE, now a chief player in the DP market – as

well as a major US military contractor, we can perhapsto see this issue given greater prominence. There

are increasing concerns that criminals, pirates and

ominously, terrorists may catch on.

Jammers transmit a low-power signal that creates

signal noise and fools a GPS receiver into thinking the

satellites are not available. They can be used to confuse

systems, which could have devastating consequences.

But the real threat is the unknown, and some experts

fear terrorists could use high-powered jammers

to disrupt GPS reception on vessels or in military

operations.

The devices pose serious societal risks, and they’re

unquestionably illegal to buy and use in the United

States. The FCC is bullish about pursuing anyone

who buys a GPS jammer and will prosecute and jail

anyone who uses one. Yet they’re easily bought online,

and their proponents say they should stay that way.

GPS jammers can be bought for as little as $50 from

numerous online sources, though thankfully these are

low powered and would be unlikely to be able to impact

vessels o the coast.

However, according to research, “the GNSS system has

the equivalence of a 40w light bulb at 10,000 miles

distance - so a 1w jammer could block GNSS over widearea”.

Cyber Security

CYBER SECURITY AND DP


11/19

Concern over the impact of jamming the GNSS is

growing. David Last, an Emeritus Professor of Bangor

University in the U.K. and a well-known authority

on criminal use of GPS jammers has said, “GPS is

so embedded in the transportation, manufacturing

industries and economies of our societies that the risk is

high”.

The US Air Force -- tasked with deploying and

maintaining GPS satellites -- acknowledges that GPS

systems are vulnerable, since they are widely available

for public use.

“GPS design has incorporated measures to ensure signal

availability to users in a war ghter environment,” said

Andy Roake, chief of current operations at US Air Force

Space Command Public Aairs. “An element of signal

availability is jam resistance, and that has been a key

focus in the development of the satellite constellation,

the ground segment, and military user equipment.

“It is an important part of what we’ve done with our

GPS constellation, and we continually work to improve

jam-resistant capability. However, we cannot discuss

technical elements of how we achieve this due to the

sensitivity of revealing capabilities to any potential

adversary.”

Technology to automatically counter the threat of GPS

jamming has been successfully demonstrated in recent

trials. A prototype resilient PNT (positioning, navigation

and timing) system has used an alternative technologyto transmit mission-critical data in the event of GPS

loss or failure. The trials were successfully completed

between 28th February and 1st March 2013.

The prototype system was integrated into the bridge

of the vessel and monitored the performance of

independent PNT sources in order to provide the

‘best’ available. As such, when GPS was deliberately

jammed, the system switched automatically to provide

Enhanced Loran (eLoran) derived PNT information to the

connected bridge systems, allowing them to maintain

operation and enabling the mariner to continue tonavigate safely and eciently.

While government agencies are naturally hesitant

to discuss how they detect or dissuade jamming

equipment, or how next-gen GPS satellites will be

improved to make jamming more dicult.

GPS security issues are not solely related to

technological protection – there have been instances

such as the grounding of the cruise ship “ROYAL

MAJESTY” which should be a warning to all navigators of

the dangers of relying on one source of information.

The ship went aground whilst on a cruise with over

1,000 passengers onboard. The GPS had reverted to

Dead Reckoning (DR) Mode after an antenna cable had

parted and was thus not giving an accurate x. In spite

of being in coastal waters, the watch ocers placed

over-reliance on the information given to them by the

automated features of the integrated bridge system.

While this was not deemed to be a suspicious or

malicious act it highlights that a terrorist could be so

minded to induce deliberate sabotage by simply cutting

a wire. Navigation is susceptible, and so DP operations

are too.

While jamming or deliberate tampering may pose

some degree of threat for DP vessels, more concerning

are the elements of remote system access, and thepotential vulnerability to viruses which such contact can

bring.

As an example of what is currently available, the

Marine Technologies (MT) “Remote Access and

Monitoring (RAM)” system provides MT customers with

telephone support, remote monitoring, troubleshooting,

diagnostics and technical service management, while

giving factory-trained technicians complete onboard

system access.

The RAM system is designed to support MT’s dynamicpositioning (DP) systems, thruster control systems,

integrated bridge systems, vessel automation systems

and C-Comm™ vessel communications systems. The

system gives technicians and engineers the ability to

monitor a vessel’s critical onboard systems anywhere in

the world.

An MT system can raise an automatic vessel alerts to

the MT Support Center. If a vessel alarm is activated,

the Support Center will receive an e-mail, open a

trouble ticket, access the vessel, correct the problem,

and then submit a full report via e-mail to the customer.

The company states that, “No customer interaction

is needed” – which is perhaps rather frightening and

sinister. While MT naturally stresses the security

safeguards and elements they have in place, it is not

hard to see how such access and control could pose

concerns and it seems that cyber-security is an issue

which will become ever more centre stage as system

sophistication increases and the threats posed become

heightened.

CYBER SECURITY AND DP


12/19

Much of the recent talk has been focused on the “NI

versus DNV” DP training schemes. What has perhaps

been lost in this, has been the review which the NI has

conducted through the rst quarter of 2013.

According to Regina Bindao, the Director of

Accreditation at the NI - there were numerous drivers

for a review of the scheme. These include:

• The growth and complexity of the DP Market

• The needs of dierent ship types and systems

• The technical developments shaping the market

• Potential new certication schemes - from agStates and commercial bodies too

• There was also a need to perform a gap analysis on

the training content.

All in all, there was felt to be a clear need for a review,

and so this was put to the DP community - which

was seen as consisting of the NI, DP Training centres,

IMCA, IDPOA, OCIMF, ICS and IADC.

Over the course of many teleconference calls, the

schemes needs were assessed and debated. Through

a breakneck review, the NI set about ensuring that

industry input was listened to and acted on.

Ultimately, perhaps predicatably, it proved dicult

to reconcile the views and needs of some of the

stakeholders in the Scheme and the nal outcome was

inevitably a compromise based on best t.

The results, covering a new Shuttle Tanker Scheme and

a revised general Oshore Sector Scheme, have been

communicated to the industry through conferencesand other means since April 2013 and have generally

received a positive reaction. However, during the past

few weeks, some representative bodies, and one in

particular, have disagreed with parts of the revised

Scheme or required clarication of certain aspects. This

situation clearly impacts on the whole DP industry and

creates uncertainty.

As a result, the NI has been working hard to resolve

these issues and provide the clarication required so as

to be able to give clear guidance to the DP industry as

quickly as possible. When nal agreement is reached

with the industry stakeholders, the NI will provide a full

and detailed document to the industry.

The NI knows and understands the need to provide

enough time to companies and other organisations

to communicate the changes to their people,

especially the trainee DPOs. Therefore, the NI will

assess the need to extend the time to implement

the new schemes and the revalidation of the DP

certicates (currently set as 1st January 2014)

and will communicate this through Institute and

industry representative bodies. We would like to

count on understanding and your collaboration to

promulgate this notication so as to manage industry’s

expectations.

The key proposed changes:

T R A I N I N G E V O L U T I O N


13/19

IDPOA Issues raised:

• Scheme Timeframe - The

proposal to reduce the scheme from

a 5 year to 4 year timeframe is seen

as undermining the process.

Cutting the available time tocomplete the training, combined

with the proposed move to increase

pre-simulator training from 30 days

to 60 days is a “double whammy”

which could have a hugely damaging

eect on recruitment.

• Seatime – there is already

a real and on-going problem with

trainees gaining 30 days to attend

the simulator course, increasing

the time to 60 days will exacerbatethe situation. There has seemingly

been no eort to nd solutions to

this problem and as such we cannot

support this proposal.

• Verifcation – Concern was

expressed regarding the proposal

that the vessel will verify the task

book entries and the “passive” time.

It was felt that this was in essence a

“cheat’s charter”, open to abuse.

• DP certifcates – There are

potential issues with streamlining

from LIMITED and UNLIMITED

certicates to a general training

certicate for Oshore Industry. The

proposal does not detail what will

happen to past certicates.

• Revalidation – Is a cause

for concern, and we do not believe

the risks have been adequately

explored. We have recommended an

independent review of this issue and

the potential eects on individual

DPOs, and also employers.

• DPO Competence - The

proposed changes to the scheme

appear to focus on structure

and process, rather than end

deliverables. Without a route map

to competence it seems the proposal

is simply a re-jigging of the original

with some arbitrary gures changed.

• Manual Handling – While

the required DP tasks allude to

various aspects of manual control

it was not felt there is sucient

emphasis on demonstrating

competence in this regard. It was

felt that some form of wording

reecting the importance of thisaspect of operations should be

included – along the lines of,

“Demonstrate competence in

manoeuvring the vessel using

manual controls jointly and

individually.”

• Shuttle Tankers – It was

our assertion the move to have a

separate and distinct approach for

one sector potentially weakens and

undermines the training process. Byaccepting that the scheme is “not

t for purpose” for one vessel type

then we are seemingly calling into

question the whole process across

the board.

• Vessel Specifc

Certifcates - We support the

concept of the NI certicate as being

a “license to continue learning” – the

basic building block of a thru life DP-

centered career.

Once a DPO has the NI certicate,

then we believe they can focus on

vessel specic operations and forge

a career within their chosen eld. By

introducing a range of certicates

we are potentially limiting the

movement of DPO between trades,

which may ultimately undermine the

recruitment and retention of DPOs.

• Guidelines – There was

concern that too much emphasis

is placed on IMCA M117, and it

was felt that the scheme should

include the development of a formal

shipboard competency assessment

process using 117 as guidance to

the minimum areas to be addressed.

• Shipboard Assessor

– It was felt that the proposal

should formalise the concept of a

“shipboard DP assessor”. With a

heightened emphasis on passive DP

time, it was felt important that those

conducting the training elements

within this are recognised and

developed.

Members wished to see a more

formalised “Senior DPO” roledeveloped, with scope for mentoring

and overall responsibility

• Passive Tasks – There is

no detail as to who the “passive”

tasks are recorded by. Given that

this time may be open to abuse it

was recommended that these should

be logged as a form of journal on

a daily basis. There were concerns

that the Master will not be able

to recall active versus passive DPtime as a lump gure when a DPO

is paying o. Breaking it down will

assist in highlighting potential fraud

or misreporting.

• DP Lecturers – There was

concern about the potential dumbing

down of DP training, based on the

requirement for DP lecturers to have

only 1 years DP experience and

perhaps as little as 2 weeks teacher

training. It was felt that where aproposed lecturer has limited DP

experience, they should be required

to have a more advanced teaching

qualication.

There is also the point that DP

lecturers could soon have achieved

their DP certicate through the DNV

scheme – and so we do not believe

this is adequately addressed within

the review.

In summary - With regret, IDPOA

did not deem the review to be

complete or the ndings acceptable.

The current changes have made

a system which may deliver more

DPOs, but we question whether it

will make them better DPOs.

We have pressed for an independent

review of the scheme and ultimately

the deliverables of the framework.

Training EVOLUTION


14/19

After exclusively administering DP-Training for the last

30 years the Nautical Institute now has a competitor.

Launched last year, Det Norske Veritas with its

subsidiary SeaSkill™ together with the Norwegian

based Marine Simulation Centre SMSC have developed

their own independent training scheme for DP

operators, which has already received governmental

recognition.

At many points the new system diers signicantly

from the already established one. Here Philip

Berberich provides us with an independent assessment

of the DP training schemes on oer. Additionally,

the US Coastguard together with the US Flag State

authorities are said to be about to step into the eld

of DP training and certication too. This will further

fuel the diversication and uncertainty, leaving DPOs

with questions of when, how long and where is my

respective ticket valid?

Competence v. Training

A major industry concern is the uctuating level of

competence among newly certied and existing DPOs.

One of the principles the NI system is based upon

training via “tick of tasks”, two short shore-based

courses and predetermined times on board. Typically,

this means that a prospective DPO would be mainly

trained by sailing on a particular vessel for apredetermined time with the senior sta on board

mentoring him/her.

This has denite advantages regarding practical

experience but depends on the senior operators’ skills

and willingness to teach. Not to mention competence

assurance being highly subjective without having a

dened competence catalogue.

The DNV system approaches DPO training the other

way around. It has a predetermined competence

catalogue (DNV standard No. 3.322) to be thoroughlytested in a one day theoretical and practical (simulator)

examination.

Structured suchlike; the goal (being competent

enough to pass the exam) is clearly set while the way

to achieve the appropriate level is exible. This top

down approach also allows a streamlined certication/

recertication process, traceable assessments and

the assurance that all DPOs have the same level of

competence regardless of country and/or operator they

are employed.

Examination

To ensure DPOs achieve a uniform standard it

is essential to have an independent and global

assessment system.

After its review the NI scheme will include a nal

assessment upon completion of seatime. It will be

executed by the Master of the trainee’s last vessel - at

the end of the mandatory seatime.

This arrangement raises concerns over whether the

assessment is independent and varies to the standards,

of Masters/SDPOs. Decisions will be subjective and thus

TrDPOs’ level of competency will dier. Not to mention

the vulnerability to fraud.

Within the DNV scheme, assessment is realised via

a specic test schedule that includes theoretical and

practical, simulator examination. This involves a greater

cost to training centre for additional sta and technicalfacilities. As the assessments are part of the centre

accreditation process; all assessments are likely to have

the same standard worldwide.

Revalidation

Despite the need to ensure qualied DPOs maintain

their currency; the revalidation process should be free

of uncertainty and administrational eort.

The revalidation process within the DNV scheme is

straightforward; the DPO has to demonstrate that heis as competent as he was when tacking the initial

assessment. Therefore, he has to redo the complete

nal examination mentioned above.

What course should be steered?

Which Way Now? DP Training Divided


15/19

The certicates issued by DNV approved training

centres remain valid for a period of ve years. If

they have done real DP related work, they should

be able to pass the assessment without problems. If

not, the lapsed DPO will repeat the training from a

predetermined point. This streamlines the certication

process signicantly. While critics question whether this

could be an opportunity for training centres to increase

their income.

The NI revalidation is based on time spent in a certain

position; it cannot be guaranteed that the DPO is

still suciently competent to full his duties. The NI

scheme now requires revalidation for every ticket older

than ve years.

Gaining Experience

Within the NI scheme a majority of hands on training

comes whilst on the ship. With its on-going review the

NI is no longer looking at valid sea time as “engaged insignicant DP operations” but purely “desk time only”.

This strict approach in conjunction with transferring

important activities like mobilisation, power

management, etc. to the task book or even omit them,

may open the door to more fraud (TrDPOs having

problems collecting the seatime within the timeframe),

more bureaucracy, and more “pushbutton operators”.

There are also issues of whether the task was executed

satisfactorily, a highly subjective and contentious issue

- which seems much emphasis on the experience of the

countersigning SDPO, which may be insucient.

The DNV scheme has a dierent approach to hands on

training and practical experience. On board time can

be substituted by intensive simulator training.

There have been concerns that the DNV system

provides not enough “real life” experience if the student

is choosing to substitute seatime with the simulator

course. However, as the DNV system focuses on the

deliverables, a prospective DPO is gaining of experience

and competence is perhaps secondary at this point.

Highly sophisticated simulators are able to confront

trainees with nearly all the tricky situations one can

face on board. If this approach was adapted by the

NI system it would mean that a TDPO would not have

to gain a specic amount of seatime, but stay until he

reaches the required level of competency - as assessed

by training experts and professionals - the DP lecturers.

Costs

The nancial aspects remain key, excessive costs for

training can be a barrier. Expenses associated with theNI scheme are for the induction and simulator course

and perhaps for carrying the prospective DPO as an

additional ocer until they gain the full certicate.

While the DNV scheme involves higher costs for the

TrDPO to be trained. This mainly results from the

extensive use of simulators and the assessment system

used. Additional costs arise if the trainee is either sent

on board or if the vessel operator chooses to send the

trainee on a simulator course.

As the DNV system is fairly new with actually only

one training centre conducting DNV courses (thoughthey claim to have 30 centres signed up) it is hard to

estimate whether or not vessel operators and DPOs are

willing to the pay higher prices involved with having

DNV training.

However, the costs are likely to drop as soon as more

centres enter the market and it does stop TrDPOs

spending their own money on the NI scheme, only to

nd themselves unable to gain seatime.

Bureaucracy

The DP sector demands training without excessive

administrative hurdles and with a certain amount of

exibility. In an attempt to reduce bureaucracy the

NI has recently introduced an online system. The

prospective DPO has to send in all documents needed

via the NI webpage. However, to counteract fraud the

original documents still have to be sent in.

This procedure, together with new regulations

regarding active and passive seatime suggest a greater

administrative eort, leaving some DPOs and vessel

operators waiting for three weeks or much longer

before receiving their new or revalidated tickets.

Contrary to the centralised NI approach, the DNV

scheme leaves the certication to the training centre

conducting the nal assessment. This represents a

more streamlined approach, as the DPOs have to meet

a certain level of competency and not timeframes.

Switching Streams

There is also a “one for all” approach for revalidation,

meaning that it is the same for everyone (active DPOs,

trainers, consultants, etc.). This is achieved through

the competence based system already mentioned

above and additionally reduces bureaucracy.

Since all DNV centres are working according the same

standards, changing between the centres within the

DNV scheme seems to be easy and trouble free.

Changing from NI to DNV is possible, but from DNV to

NI is not allowed. This should to be considered when

choosing either route. Issues accepting the other side’scerticates also possibly increases in bureaucracy,

resulting in hurdles hard to conquer if one has to

change between the systems.

Which Way Now?


16/19

NICosts arise for coursesand are eventuallycarried by theshipowner for out ofhaving the TDPO onboard the vessel as an

additional ocer.

Costs

DNV Courses are moreexpensive due tothe fact that morepersonnel anda higher gradedsimulator has to be

used. Additional costsapply for examinationand if the TDPOchooses to substitutethe on board coursewith the additionalsimulator course.

Future developmentWith the USCG likely to develop their

own training scheme there will be atleast three DP training schemes eachproviding a DP certicate/licence.Looking at the commercial and countryspecic interests it is likely that wemay have even four, ve or moreadditional schemes. This will furtherdrive the already on-going “when /where / how long” concerns many in theindustry have as no proper certicatesof equivalent competency (CEC)arrangements have been made. If this

is not done the hurdles for interchangeof personnel and therefore knowledgethroughout the industry would increase.

Consequently, the result will be anintegration of DP training into part A

of STCW, passing the responsibility fortraining to the ag States. As they arelikely not to have sucient manpower,outsourcing the DP certication to thirdparties e.g. Industry bodies, ClassSocieties, etc. could be a solution.

Having more than one scheme - thecompetition will hopefully motivatethe players in the market to keep theirquality on a high and the costs on a lowlevel. However, the additional costs

involved in gaining DNV accreditation(simulator personnel, etc.) couldpreclude training establishments fromeven considering the scheme.

What makes the difference?The two DP schemes dier signicantly, the following shows the key dierences:

NITraining is taskspecic. A givenamount of tasks(theoretical andpractical) haves to becompleted and signedby a senior DPO. Thisis accompanied bytwo training centrecourses. Specied sea-time is a requirement.

DNV Training is based ongaining a level ofcompetence allowing theprospective DPO to fullthe requirements to passthe end exam. Seatimeis not a must have,although the trainee islikely to fail in the nalexam if she/he has notthe relevant amount ofexperience.

Training

Assessment Assurance

NILevel measurementvia “ticking o” theappropriate task.Assessment uponcompleting thescheme by master

of respective vessel.No predeterminedassessment. Worstcase: no independentand measurableassessment andpossibly subject tofraud.

DNV Level measurementvia predetermined andmeasurable theoreticaland practicalexamination at theend of the scheme.

The assessment has tobe independent fromtraining, hence therehas to be a separateexaminer to conductthe nal assessment.

Training centre

NITraining centre hasto comply with the NIsimulator and trainingcentre certicationrequirements. Onetrainer per coursewith a minimum ofone year experienceon board a DP vesseland with a one weektuition course.

DNV DNV class A simulatorwith statement ofDP compliance plusassessment softwarethat allows tracingof trainees inputs/actions includedinto the simulatoris required. Needsthree trainers toconduct training.

Which Way Now?


17/19

DP JOBS BOARD At IDPOA we work hard to bring you the latest DP job opportunites from across the world. We actively engage directly with

employers and careers agencies to nd permanent vacancies and contract roles at all levels on the DP career ladder.

You can use your membership of IDPOA in order to access and apply for all the jobs we advertise, upload CV’s and give recruiters

direct access to their careers information in the jobs section of the IDPOA website.

We are working hard to become the only industry jobs board worth visiting. So keep watching as the jobs grow and grow.

The ‘Get a Job’ lisitng in our careers section brings you the latest vacancies we nd online and is open to all. Here we give you aavour of current vacancies, nd more DP jobs at www.dpoperators.org

If you have DP positions to ll... Email us to nd out more about promotional opportunities: [email protected]

JOB APPLICATION WARNING

- If you want to apply for a role advertised on our website please followthe links to the relevant recruiter website on the advert

- Please do not send applications to IDPOA as unfortunately wecannot forward these on to employers or respond to individual applications.

Positions CURREntLY ADVERtisED

onLinE WitH tHE FoLLoWinG

CoMPAniEs

http://www.dpoperators.org/careers/


18/19

SHIP to SURE HOME OR AWAY : THE LATEST TECHNOLOGY YOU JUST CAN’T SAIL WITHOUT

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19/19

What's On Guide

To promote your events in 6degrees or on www.dpoperators.orgemail [email protected] for more details
http://www.safan.com/conferences/dpac13/dpadelprom.htmhttp://www.offshore-europe.co.uk/http://www.rivieramm.com/events/asian-dynamic-positioning-conference-2013-58/event-home-784http://www.cdmc.org.cn/dap/

6degrees Issue16 Summer 2013

Documents

Transcript of 6degrees Issue16 Summer 2013