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Transcript of 6degrees Issue16 Summer 2013
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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
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Videotel Marine [email protected] | www.videotel.com | +44 (0) 207 299 1800
The Dynamic Positioning Centre [email protected] | www.c-mar.com | +44 (0) 207 407 3131
raining Products & Services forMO, ISM & STCW Standards
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Dynamic Positioning
Basic Training Course
eveloped by Videotel in conjunction with C-MAR’s The Dynamic Positioning Centre, this introductoryevel course covers all areas of DP including:
DP System Architecture | Basic Principles of DP | DP Modes of Operation
Operational Procedures | Risk Considerations As well as potential DP operators, this courseis intended for shore-based management,consultant and technical personnel who need anunderstanding of DP. Whether choosing self-studyonboard, onshore or online, the course allows for
a flexible and stimulating approach to DP training.
BLENDED LEARNING… MANAGED RESULTS
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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
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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.
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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.
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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.
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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
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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
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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.
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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
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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
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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
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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
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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
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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?
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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?
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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/
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SHIP to SURE HOME OR AWAY : THE LATEST TECHNOLOGY YOU JUST CAN’T SAIL WITHOUT
TIMELAPSE APPS
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The TimeLapse Available for iOS; $2.99 in the App
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Welcome to a new generation of games and
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one place. Welcome to the all-in-one, Xbox One.
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What's On Guide
To promote your events in 6degrees or on www.dpoperators.orgemail [email protected] for more details
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