Photo Of The T/V King's Pointer by Lewis Evans

What is a Maritime Academy without a training ship?

In June 1946 a German crew of volunteers boarded the tall ship Horst Wessel in Bremerhaven Germany sailing her to the new assignment as the USCGC Eagle, a training ship for the United States Coast Guard Academy in New London, Connecticut. The cost to maintain, crew and outfit her each year is significant despite her technology, canvas raised on wooden masts, being outdated. But the US Coast Guard has successfully funded the vessel for a simple reason… a training ship, regardless of whether she is powered by sail, steam or engine, is essential to the development of mariners.

And the United States Coast Guard takes great pride in the vessel. The US Coast Guard Commandant, Admiral Papp, was formerly in Command of the Eagle and continues to praise the vessel for her ability to strip away technology and teach the fundamentals of seamanship and leadership. It’s a hat he continues to wear to this day.

Animated debates have erupted in the gCaptain Forum since news broke of the US Maritime Administration’s (MARAD) reassignment of top leadership at the US Merchant Marine Academy.  In the fallout, some even questioned the present-day need for such an institution.  The debate quickly became one sided however when gCaptain broke the news when GMATS, a self-funded professional training organization located at King’s Point, was handed a 6 month notice by MARAD to shut down their operations. Mariners have made it clear that training, done the right way, is essential for this nation’s future.

Today’s news strikes another blow to the Academy.

MARAD is relieving the USMMA of their training ship, the T/V King’s Pointer, and pushing forward with plans to transfer the vessel to Galveston Texas, home of Texas A&M.

Sources within Kings Point report that a closed-door meeting was called on December 9th, 2011, where staff was notified of MARAD’s order. Our source tells us, “but as with everything that (the Dec 9th meeting) is sensitive, it was not a secret (except maybe to the people who will benefit from this)”. Another source close to the matter told gCaptain that the move by MARAD is “shocking and unexpected”.

To counter the arguments, MARAD released a statement today that points to continued investment in Kings Point facilities and moving to secure the long term sustainability of the Academy. In an email to gCaptain, Kim Riddle, Acting Director of Public Affairs for MARAD, sent the following comments:

As part of their ongoing program review, the United States Merchant Marine Academy’s leadership has been evaluating its many resource requirements. As part of that review, the Academy has determined that its current training ship, the TV KINGS POINTER (224’ long, built in 1983), no longer meets its training needs in a cost effective manner. Consequently, the Academy will return the ship to the Maritime Administration’s National Defense Reserve Fleet (NDRF) later this month.

This decision also accounts for the upcoming reconstruction of Mallory Pier, the Academy’s main ship docking facility. The Mallory Pier project has been in the planning stages for several years, and work is now scheduled to begin in early 2012. The project will take 12 to 18 months, during which time there will be no docking facilities available to tie up vessels as large as the TV KINGS POINTER.

USMMA midshipmen obtain the sea time needed for their USCG license aboard commercial merchant ships and use training craft for basic familiarization, shiphandling and seamanship instruction. USMMA is in dialog with Maritime Administration Ship Operations officials to identify another training platform to fulfill its current and future training requirements. Until a new vessel is acquired, USMMA will use existing vessels such as the TV LIBERATOR (102’ long) for midshipman training.
Separately, the Maritime Administration is considering refurbishing the TV KINGS POINTER and making her available to the Texas Maritime Academy at Galveston for its own training needs.

These are, however, long term plans. What’s clear is that new training ship will not be found in time to train the cadets currently enrolled at the Academy and the TV LIBERATOR, less than half the size of the King’s Pointer, which many argue was itself not large enough to be an effective training platform, is not a reasonable solution for the short term.  The result… the quality of education today’s cadets receive will suffer.

Transas Group said this week that it has developed a unique anti-piracy simulation training program to help schools provide students with relevant techniques to avoid attacks and hijackings.  The goal  of the simulator is to help trainees understand what effect their maneuvers have on approaching pirates and practice identifying approaching or nearby targets, evasion techniques, communication, making contact and engaging.

The unique anti-piracy package consists of a mothership, a smaller mothership and four fastboats with different speeds and all made to look like typical ‘pirate’ vessels, ie badly maintained and rusty. Alternatively, the fastboats have four different states that can be changed during the exercise from ‘fisherman’ to ‘agressive pirate’.

During the exercise, trainees learn how to detect a pirate vessel using ECDIS, radar plotting, AIS information, visual sightings (by fuel barrels on deck, weapons, type and number of crewmembers etc.) and by comparison of data with known behavioural patterns of pirates. The program teaches proper evasion techniques including avoidance of potentially hostile vessels or keeping out of range of known weapons using course and speed changes.  Preparations, best angle of approach and practicing of best course and speed decisions are also taught for closing and engaging pirates.

“Anti-Piracy training is all about early reconnaissance and recognition and then about initiating the countermeasures and best management practice at earliest, said Ralf Lehnert, Transas Marine Simulation Business Unit Director.  “That’s why we put a lot of efforts in making those typical piracy attack vessels visually very close to reality and also provide realistic manoeuvring characteristics.”

The Anti-Piracy solution is already in use by the US Merchant Marine Academy, Malaysia International Shipping Company and Akademi Laut Malaysia.

K-Pos DP Simulator Basic Trainers. Image: Kongsberg

American Maritime Officers’ (AMO) union training facility, the STAR Center, has announced it will be expanding it’s simulation training capabilities to include Dynamic Positioning training, furthering the maritime union’s sphere of influence within the Gulf of Mexico drilling industry.

STAR Center has teamed up with Kongsberg Maritime Simulation to acquire a dual-redundant Advanced K-Pos DP trainer, in addition to six Basic K-Pos trainers.

Phil Shullo, Director of Training for the AMO Safety & Education Plan and Managing Director at STAR Center, said, “We view this important addition to our suite of high-value simulation training services to be of strategic importance to ensuring American Maritime Officers members are prepared to operate the most technologically advanced vessels in support of AMO contracted companies.”

Meanwhile Brian Long, Director of STAR Center Dania Beach, praised their choice to go with Kongsberg systems, as the company “dominates the industry in the Gulf of Mexico”.

In addition to the Basic and Advanced DP systems, STAR Center will also receive four DP Models, three of which will be twinned with three Polaris “ownship” models for use on STAR’s existing Full Mission bridge. DP models to be delivered include a supply vessel, a semi-submersible, a tanker and a drill ship.

AMO’s move into the Gulf has not come without harsh criticism from current Gulf workers for fear of driving down wages.

In May, AMO announced a partnership with PRONAV Offshore Services LLC, seeking to fill vacancies for senior officers looking to sail aboard drill ships.

Maritime academy trainees should receive thorough grounding in bunker management before going to sea

By Chee Khin David Wong, DNV Petroleum Services – Via DNV

Singapore – Crew competence is failing to keep pace with the development in ship operations, even as advancement in technology and design is giving rise to progressively sophisticated vessels with greater efficiency and environmental-friendly features.

DNV believes this is an important cause of the reverse trend in ship safety today.

Among the areas of improvement, effective bunker management as a basic requirement for safe vessel operations is particularly lacking attention, says DNV Petroleum Services (DNVPS) regional manager Bill Stamatopoulos.
“We see a major problem with young seafarers working on a big ship and not knowing enough about fuel quality, bunkering procedures or proper fuel handling. Very few of them have seen how contaminated bunkers can cause the ship engine to break down suddenly and threaten the safety of everyone onboard, especially in rough weather conditions.”

Besides safety considerations, Mr Stamatopoulos says shipboard personnel must manage strict fuel regulations as well as the economic imperative of ensuring the right quality and quantity of fuel is received, given today’s high bunker prices.

IFO 380, the most common heavy fuel grade used by commercial vessels, averages US$650 per tonne, compared to less than US$500 per tonne in 2010.

Current fuel regulations include MARPOL Annex VI, with a global fuel sulphur cap of 4.50% and a 1.00% limit in the Baltic Sea and North Sea Emission Control Areas (ECAs).

From Jan 1, 2012, the global sulphur cap will be reduced to 3.50%.

The North American ECA will also enter into force on Aug 1 next year, with the likelihood of raising demand for the more expensive low sulphur fuel products. This in turn will add to the fuel expenses of shipping companies trading in the ECAs.

In addition to MARPOL Annex VI, the EU Directive 2005/33/EC requires ships in the EU community ports and inland waterways to use fuel with a sulphur content not exceeding 0.1%.

“It’s vitally important for the ship crew to know how to get the most out of their fuel – safely and without contravening the applicable fuel regulations,” says Mr Stamatopoulos, adding that “training and competence development in bunker management must start in school, not on the vessel.”

Upon entering the industry, shipboard personnel should undergo regular competence assessment and continual training to keep abreast of changes in the operating environment.

“Most important of all, their employers – the shipping companies – must invest in a strong safety culture,” Mr. Stamatopoulos says.

Committed to sharing its knowledge and expertise in marine fuel, DNVPS has been providing pro bono training to maritime academies in Greece, Norway, Russia and Singapore.

Mr Stamatopoulos and his team this year have conducted courses for graduating students from the Merchant Marine Academy of Makedonias in Thessaloniki and the Merchant Marine Academy of Aspropyrgos in Athens.

Source: DNV

gCaptain was critical of many recommendations provided to the offshore industry in the US Coast Guard’s recent Deepwater Horizon Investigation report. Upon first review, our intention was to give alternative options and a more thorough analysis of each point of criticism but we were soon overwhelmed by the sheer number of items we did not agree with. With this in mind we have started looking more closely at each point and developing ideas to help the industry move forward.

Of all the opportunities for safety improvement offshore, gCaptain believes that emergency preparedness is the low-hanging fruit but, in this area, we found the CG’s recommendations to be vague. The following is the CG’s comment on emergency training along with our rebuttal:

“Emergency Preparedness: Transocean failed to require that systems and personnel emphasize maximum emergency preparedness.   As discussed above, Transocean allowed the DEEPWATER HORIZON crew to inhibit or bypass gas alarms and automatic shutdown systems, and it did not require robust emergency drills.”

gCaptain agrees with the fact that Transocean emergency drills could likely have been much more robust in nature, but they did drill every Sunday and performed these drills as required.  Recommendations may include working with the USCG and the US Navy to come up with a new damage control training program and new system of evaluating the effectiveness of weekly drills.  The gas alarm is a totally separate issue, and should not be included in this finding.  Again, see our article: Critical Alarms – Are they being monitored, inhibited or both?

Our recommendation for the industry to “include working with the USCG and the US Navy” is based on our own experience comparing the emergency drills conducted aboard Navy vessels with those aboard offshore rigs. The difference is striking with naval units conducting intense all encompassing evolutions and offshore rigs shoe horning drills into one hour time blocks (frequently shorter) on Sunday mornings.  And yes, we certainly understand the need and opportunity for Navy ships to drill with more intensity than rigs but this does not mean we can’t follow the Navy’s lead.

In the short-term, it’s critically important that offshore rigs begin to take emergency preparation and drills with the same attitude and range as naval units. Drills don’t need to happen everyday offshore but when they do happen, drilling operations need to be shut down and the drills conducted with 100% participation of those involved with real emergencies. This means that client representatives (BP, Chevron, etc) aboard the rig, shoreside personnel (BP & Transocean emergency response teams) and third-party responders (Salvers, CG, standby vessels, medivac dispatchers, etc) all need to participate in weekly drills. This is the only way drills can be conducted with the level of realism needed to provide the highest level of training and it’s the only way for rig workers to feel the high priority each company places on safety operations.

While this is certainly the result most hope, for we have to walk a long path of development before reaching this goal. For this reason the industry needs to look at two aspects of Navy operations to help shape the future; technology and training.

Originating from regulations imposed by North Sea authorities after the Piper Alpha disaster, Major Emergency Management (MEM) class, is an industry standout in providing crews with real-world simulations of disaster scenarios and one-on-one instruction to help crews learn disaster management.  All Transocean Rig Managers, Offshore Installation Managers, and Captains are required to go through this training.  In fact, as a Performance Rig Manager trainee, gCaptain’s Rob Almeida went through this program last summer.

“As a former Integrated Training Team Leader on a Navy warship, I was quite impressed by the training.  The scenarios and timelines were realistic and the instructors at the Petrofac facility were top notch.  They really knew how to create a stressful, and meaningful training environment for the students.”

This was excellent training for the rig’s senior management, but what about the rest of the crew?  How can we take this to the next level?

At the Offshore Technology Conference last week, gCaptain met with L-3 Communications, a leading provider of emergency response technology to the US Navy.  For 25 years L-3′s MAPPS division has provided integrated monitoring and control of all the ship’s platform machinery with special emphasis on fire/smoke/flood detection and damage control.  gCaptain is particularly interested in two leading products from MAPPS; I2BMS and OBTS.

I2BMS is an Interactive Incident Board Management Station which can allow both ship-board and shoreside personnel to view command and control information in realtime as well as solve some of the issues experienced by the Deepwater Horizon team like accountability of personnel. They tell us:

Our current state-of-the-art battle damage control system (BDCS) allows operators to plot damage on the ship’s general arrangement plan (GAP). It offers unrivalled ease of navigation, using familiar Windows® style navigation methods of pan, tilt, zoom and selection with “rubber band.” The real power of the BDCS is its unique ability to use layering to declutter pages. There is only one GAP page in isometric view and one in 2-D view, and all the information necessary to get the status of the ship is available on that one page. The key to easy navigation is that the information is presented in layers. As the operator drills down or zooms into the page, more and more information becomes available (see figures 1 – 3). As always, the complete integration of the BDCS with the integrated platform management system reduces operator workload and improves damage control efficiency by the direct interaction of the systems. On flood detection, automatic sequences can quickly and easily isolate compartments. In an NBC [nuclear, biological, chemical] event, positive citadel pressure can quickly and easily be achieved with automatic sequences. Similarly, a fire can be readily identified and prevented from spreading by automatically isolating the ventilation system and closing automatic fire doors.

While the level of functionality of our BDCS is unrivalled, and the ease of navigation completely unique, our research and development team is always seeking ways to further improve the system and help the ship’s crew be the most effective.

The other service is L-3′s OBTS training solutions which, like Transocean’s Aberdeen MEM center, provides real-life simulation training to first responders. But, unlike Aberdeen, the company also provides dedicated instructors with the highest level of military damage control experience. Most promising, and in line with the offshore community’s “can do” attitude, is L-3′s understanding that training does not end with a course certificate. As the company states “MAPPS OBTS trains crew members aboard their vessels, using the same Integrated Platform Management System (IPMS) control consoles and interface that they use in the day-to-day operation of their ships.” They tell us:

The OBTS provides operational training similar to that of a full-scope simulator. By using the same IPMS Human Machine Interface (HMI), control sequences and other control and monitoring software functions as are used on the operational IPMS, the MAPPS concept is to train an individual or a team at his usual IPMS station using a real-time simulated environment without affecting the simultaneous IPMS control and monitoring functions of the real plant. OBTS provides a realistic training environment. Whereas in traditional training an instructor would have to abort a scenario that might endanger machinery and personnel, using an OBTS simulation allows the instructor to push the training envelope further. OBTS allows for the full range of remedial action / emergency response, and the more realistic stress that normally comes with them. Performing the training scenario in full allows the trainee to be confronted with pages and interfaces he would rarely use during regular operations. It allows the trainee to go beyond the catastrophic failure point to bring about practical, real-time and realistic feedback to his actions, as opposed to the theoretical responses associated with the conventional approach.

In short, the OBTS is essentially a “flight simulator” for vessel operators and damage control personnel, with the added bonus of instructors that monitor each training objective.

Real or near real-time feedback of specific actions is needed in our industry.  Realistic training exercises are certainly the first step and need to be augmented with the latest simulation and command/control technology, but the path forward most certainly includes a program that can provide feedback and a method to evaluate training objectives.

Fast Rescue Boat training is one of the most enjoyable classes mariners need to take. Open ocean and fast boats combine with great locations like San Diego and Fort Lauderdale make FRB training a highlight of STCW certification. But all this may end with Kongsberg’s introduction of the Rigid Hull Inflatable Boat (RHIB) Simulator. The company tells us:

Konsgberg Maritime is shipping in its Rigid Hull Inflatable Boat (RHIB) Simulator for the inaugural Nor-Shipping Campus, a new event introduced to engage students, the media, politicians and the general public with the maritime industry. As the company’s fastest boat simulator, the spectacle is expected to attract a lot of attention, especially as Kongsberg Maritime is allowing visitors to try it out for themselves.

The inclusion of the Kongsberg Maritime RHIB simulator at the Nor-Shipping Campus will provide young people, training institutions, shipowners and others a glimpse into the world of high technology maritime training systems. It
simulates faithfully the movement of a small, fast military boat using cutting-edge graphics, high-fidelity sound and six degrees of movement thanks to its full hydraulic motion.

“It’s certainly one of our most eye-catching simulators and we’re pretty sure that the people visiting the Nor-Shipping campus will agree when they see it and indeed get behind the wheel,” comments Marketing Coordinator Anne Voith, Kongsberg Maritime Simulation and Training. “We hope that the noise, vibration, action and high-fidelity visuals persuade students and others to come over and talk with us, so we can explain just how exciting and rewarding a career in the maritime technology industry can be.”

If the new simulators become popular you’ll miss out on the sunny beaches and fast boats but, at least, you’ll still have fun.

Pierre Besse, Vice-President Research and Development for Bureau Veritas says, “We will initially have four people working full time on the Rio university development group, so we can marry up the modelling strengths and structure experience of Bureau Veritas with the academic and practical expertise in the offshore sector in Brazil. We expect to see real useable tools and new software and technical developments to help get the next generation of floaters and deep water subsea systems on stream quickly and safely. The Ocean Basin at COPPE/UFRJ is equipped with sophisticated multi-directional wave generators and the deepest model basin in the world and we can use those to develop safe and clean technologies to promote deepwater offshore energy exploitation. The projects will be mainly linked to the development of technology for the exploration and production of the recently discovered pre-salt fields in ultra-deep waters in the offshore Santos Basin in Brazil.”

Segen Farid Stefen,  Director of Technology and Innovation of COPPE/UFRJ, says, “The co-operation agreement is a natural step which reflects the maturity of BV’s presence in Brazil and its willingness to join forces with the academic community to develop technology to the benefit of the industry and the country. The first development project is already under way, tackling some important aspects in the evaluation of DP (Dynamic Positioning systems) for oil shuttle tankers, in connection with off-loading operations offshore.”

Bureau Veritas currently works jointly with Shanghai Jiao Tong University, Tianjin University, Dalian University of Technology and Harbin Engineering University in China, ICOFFSHORE (Hanoi) and VIMARU (Haiphong) in Vietnam, the University of Technology of Malaysia, the National University of Singapore, Pusan National University and Seoul National University in Korea, the University of Western Australia, National Taiwan university and National Kaohsiung Marine University, Universidade Federal do Rio de Janeiro in Brazil, the State Maritime Technology University (St Petersburg) in Russia and in France, Ecole Centrale de Nantes, Ecole Centrale de Marseille, ENSTA Paritech and ENSTA Bretagne.

“Working with universities is a win-win situation,” says Besse. “The universities can engage with the real technological problems facing society and we can tap into high-level academic groups, sharing ideas and expertise and also broadening our cultural outlook so that we can think and approach problems in a truly global way. The results so far are impressive. For example, working jointly with Harbin University, we have produced a fully coupled analysis of deep water floating systems, which helps develop TLP/Spars/FLNG projects by delivering the latest in hydrodynamic modelling. With St Petersburg we have developed IceSTAR, an impressive tool for modelling the response of structures to ice, and we have a lot more cutting-edge developments in the pipeline.”

Besse says, “We see academic co-operation as much more than linking our name with a university and providing scholarships, although we do that. We work in a large number of joint industry projects with other companies and institutes, and we believe that wide sharing of knowledge promotes faster and safer development. Setting up active departments within universities and bringing academics into our R&D teams is an extension of that collaborative approach.”

Ten jobs have already been created at the centre with a further ten expected over the next 12 months.

The centre offers a range of offshore survival, maritime, medical and crisis management training courses, including helicopter underwater escape training.

Kongsberg Maritime’s simulation division and Vestfold University College has signed a framework agreement to further explore activities and projects of joint interest within research and development of maritime simulators from an innovation and human factor perspective. The agreement which was signed 22nd December 2010 comprises extensive R&D project plans and the use of an Interactive Simulator Laboratory (SIMSAM lab) at Vestfold University College, which will serve as a R&D facility.

The agreement will include several R&D projects involving maritime simulators in different aspects. The on-going project, called SIMAR – Simulation of Demanding Maritime Operations, with the aim of improving simulation training by enhancing focus on human factors is the first project to be established. Both Kongsberg Maritime and Vestfold University College are major players in the SIMAR-project, in addition to the University in Oslo, Norway and Chalmers University of Technology in Sweden. Other R&D projects under consideration are communication and team training for best practice in maritime simulation and environmental/fuel efficient surveys for Green Ship training.

Kongsberg Maritime will deliver an Offshore Vessel Simulator configured as a navigation bridge, which will be used as a test facility for the R&D projects at Vestfold University College. This simulator will be one of the major components in the planned SIMSAM laboratory, which will also be equipped with additional functions to facilitate various interaction scenarios to stimulate innovation. The SIMSAM lab will be a part of the University’s new Oslofjord Research and Innovation Park and a focus area for the entire maritime cluster in the Oslofjord area south of Norway.

The new University Park will also be equipped with a Seismic Vessel Simulator, which will be developed and delivered by Kongsberg Maritime. Norway based company, Petroleum Geo-Services (PGS), will be the exclusive owner of this module that will serve as a training facility for the company, while the University will host it and contribute pedagogical services.

“The new simulator will be configured as a work deck offering students crew training with the purpose of increasing efficiency and safety in demanding seismic vessel operations. We believe we can take advantage of Kongsberg Maritime’s broad simulator experience and in addition benefit from being a partner in an extensive simulator training environment,” explains Einar Nielsen, VP Projects, PGS.

There will also be an opportunity to connect the different simulators at the University’s Research, Innovation and Industry Center, for team training and extended R&D projects.

“This is a significant extension of the SIMAR project, which we launched together with KONGSBERG and Chalmers University of Technology in Sweden last summer,” adds Marius Imset, Institute Leader at the Faculty of Technology and Maritime Science at the University College in Vestfold. “The new state-of-the-art simulators for the R&D facility will form the centrepiece of our activity as we look at various ways of improving maritime training in cooperation with suppliers and actors in the maritime Industry, like for instance PGS. Our end goal is making maritime operations across all sectors safer, more efficient and more environmentally friendly.”

“Kongsberg Maritime see many interesting areas where the need for research is evident and where focused R&D at the University could become fields of shared interest. Examples are interactive innovation process, Man-Machine Interface (MMI), Human Factors, user interface design, information ergonomics/graphics and new communication technology. The cooperation between the University, PGS and us is considered as a win-win situation for all,” concludes Terje Heierstad, Product & Technology Manager, Kongsberg Maritime, Simulation & Training.

Photo: Kongsberg Maritime Offshore Vessel Simulator (c) Kongsberg

Any of these are great reasons for getting into the technically challenging & exciting field of Dynamic Positioning.

So where do I begin?

The first thing you are going to need is a dynamic positioning class. The DP training scheme has been conceived by the Nautical Institute in London & is the generally accepted path to certification worldwide.  It is based on the completion of a number of components & on the participation of many different people, namely:

• The prospective DPO
• The Ships Master
• The duty DPO’s on the vessel you train on
• The Training Centre Instructors

DP Basic Induction Course

The first component to be completed is the Induction Course.  This program is intended for persons already holding a marine license, but with little or no DP experience.  Depending on where the course is taken, the duration will be between 4 to 5 days.

The topics that will be covered give an overview of DP operation & will include:

• Principles of DP
• Elements of the DP system
• Practical operation of the system
• Position Reference Systems, such as Fanbeam
• Environment sensors & ancillary equipment
• Power generation, supply & propulsion systems
• DP Operations

This program is offered at numerous training centers world wide.  A list of Nautical Institute accredited centers can be found HERE.

C-Mar operates 6 centers around the globe, with their most recent being opened in Mumbai.

Bibby Ship Management also has training centres around the globe & offers DP training.

30 Days Sea Time

The next portion to be completed is a MINIMUM of 30 days at sea onboard a DP equipped vessel.  Here you will get a chance to get some hands on experience in an operational environment.

Your NI issued DP logbook has a number of tasks that the potential Operator must complete during this time, which are to be signed off by the Master when he is satisfied they are understood.  Examples of these tasks are:

• Setting the vessel up on DP
• Maneuver vessel in Auto-DP mode
• Control vessel movement using Joystick Control
• Understanding DP computer system
• Understanding of PRS is use

In many cases, the company that you are currently employed with will send you for the induction course & then have a spot on one of their DP vessels to get the requisite 30 days sea time.  However, with the increasing popularity & use of DP on vessels world wide, many sailors are choosing to fund the training themselves in an effort to get work on a DP vessel.  In this case getting the 30 days required is often one of the most frustrating aspects of the entire training scheme, as employers often will not hire an Operator without experience, but you can’t get the experience unless you get hired!

However there are some resources to assist you in finding that elusive berth.  There is the active Dynamic Positioning Operators group on Facebook, which has an active discussion board & wall where all types of topics of interest are discussed.  It should be noted that you must have at least completed your Induction to be accepted into the group & that employers or recruiters will not be accepted.  This ensures an open forum where sailors can speak freely with no fear of reprisal.

Additionally there is a great new program in the works by the IDPOA to assist budding DPO’s in their quest to find a berth.  Check out their proposed Training Initiative.

Once all the familiarization requirements are met & signed off, then the candidate is ready for the next stage.

DP Advanced Simulator

Once again its back to school!

The Advanced simulator course is again 4 to 5 days in duration.  This time the theory will play a smaller role & the focus will be on practical drills.  This will aid in job planning & risk assessment, with a number of operational problems to be studied.  The following topics will be covered:

• Practical operation of the DP system
• DP Operations
• DP alarms, warnings & emergency procedures

Equipment failures such as loss of thrusters or partial blackouts will help the Operator develop situational awareness & trouble shooting skills.

Final Sea Time Requirement

At this stage you are officially a Junior DPO.  Now the final sea time requirement needs to be completed.

The fastest way to complete your time at this point is to do 6 months on a Class 2 or 3 DP vessel.

If working on a Class 1 vessel, 2 months of experience is only equal to 1 month experience on a Class 2 or 3.  If you are moving between ships & can get 2 months of time on a Class 2 or 3 vessel, then you will require 8 months on a Class 1 to fulfill the requirement, instead of the 4 months required if on Class 2 or 3.

Finally, if you get 6 months of time on a Class 1 vessel followed by a Statement of Suitability form the ships master, you will be issued a LIMITED DP certificate.  The full certificate will not be issued until you serve an additional 3 months, where the 2 for 1 for Class 1 time is still in place.  2 of those months however MUST be served on a Class 2 or 3 vessel.

Statement of Suitability

As previously mentioned, the Master must sign off in your book that he feels you are properly trained & ready to stand an unsupervised DP watch.  This is relatively straight forward & as the potential Operator will have between 6 to 10 months experience under their belt at this point, it should hopefully be only a formality.

Getting your Certificate

Now that the logbook is completed it may be submitted to the Nautical Institute for the issue of a certificate.  It should be noted that some companies may first require the logbook to be submitted to the office, where it can be verified that the requirements have actually been completed to their satisfaction.

>As you need to send in the actual logbook it is a good idea to go through & make copies of every page, just in case it gets lost in the mail!

When it is sent back the Award of Certificate page will now be complete & you will have your very own Certificate Number.  There will also be an additional paper certificate.  In order for the certificate to remain valid a minimum of 6 months DP experience must be completed every 5 years.  If this is not completed & you let the certificate lapse, then you will be required to start over from the beginning.

The Future

These days the number of certified DPO’s & accredited training centres have increased exponentially since the training scheme was first put into place over 20 years ago.  For a look at how the training scheme is being re-examined, take a look at The Future of DP Training.