1. No category

6degrees
°
News,Views and Reviews from the
International Dynamic Positioning Operators Association
News,Views and Reviews from the International Dynamic Positioning Operators Asso-
Issue5:
Issue12: Summer2012
IDPOA On Tour
GLOBAL CONFERENCES
Incident Reports
ONLINE SURVEY
The Right Track
SEATIME REDUCTION
Branching Out
GLOBAL & LOCAL
Going Green
THE FUTURE
New World Order
Love & Hate
NEW CERTIFICATION
WHAT WE FEEL
WELCOME
Welcome once again to another issue
of the IDPOA e-journal, 6degrees.
The past couple of months have seen
the DP conference circuit start up,
with the annual events in London and
Singapore.
IDPOA was represented at both, and as
you can read inside there was much of
interest discussed at both events.
The European DP Conference held in
London by Riveira Maritime Media, has
really become a landmark even on the
conference calendar – and this year
they delivered another excellent event.
There has been a tendency in the past for the conferences to become a
little preoccupied with the kit over people, but we are pleased to note that
once again the focus has shifted onto the DPOs. Their training, certification
and the implications if the human side of the DP equation are not given the
attention they need and deserve.
That is not to say it was all good news – indeed, as people become the
biggest challenge, then the Status Quo surrounding them is at risk. There
could well be benefits to the enforced evolution, but there will also be some
casualties (both physical and metaphorical) along the way.
The biggest issue under discussion was the move from a compliance
culture to one of true competence! It may not look much on paper, but it is
truly a massive leap. It is a change that the industry may struggle with for a
while.
It may struggle, for many reasons – and high on the list of threats is that
of certification fraud! Sadly the Nautical Institute (NI) had to deliver some
bad news about the state of the industry, and of the problems they are
experiencing, as DPOs, Masters and even some companies look to take
short cuts and liberties.
IN THIS
ISSUE
Inside this issue we explore the latest
conference goings on across Asia and
Europe, and feedback the views of industry.
One of the areas constantly under debate
is the issue of incident reporting – and as
IMCA has spoken extensively on the topic
“Learning the Lesson: DP Incident reporting”
there is still a real concern that the industry
does not seem to learn lessons from the
failure incidents.
We are pleased to support Tron Resnes,
as he studies this in more depth, and so we
ask you to take a few moments out to assist
him by answering an online survey.
A major focus at the conferences was the
need for an ever evolving professional
focus for DPOs – we take this matter
extremely seriously, and have been looking
for answers on how to best engage and
promote professionalism. As you will see
inside, this is our new global vision, and we
look forward to being there for you at sea,
and at home.
Inside the last issue we looked at Sea Time
Reduction courses, and this time round
Captain Sandhu takes an alternative view of
whether we are “on track”.
There is news on the latest legal
developments, some development of new
technology and our new series “LOVE &
HATE” – where DPOs tell us what they love
and hate about working with DP.
Speaking for the NI, Regina Bindao ran through a number of damning case
studies – DPOs who have never been to sea, DPOs who have never been
on a particular vessel, and of Masters who are willing to sign logbooks
when they should be logging the culprits.
We also take a look at the developments of
a completely new DP certification scheme
from DNV. While rumours of the demise of
the NI scheme may be premature, these
guys mean business and the ideas and clout
to really shake things up.
Not everyone agrees on the scale of fraudulent activity, or of where the
blame should sit – but this is a serious issue and one which if allowed to
continue unchecked could damage the reputation of the NI, the DP training
scheme and of DPOs. We would encourage members to share your
thoughts on the matter. Email [email protected] and we will treat any
of your views anonymously.
We also have features on the latest
technology, and jobs. We hope you enjoy
6degrees
To find out more, to join or upgrade your membership visit www.dpoperators.org
IDPOA On The Circuit
The highlight of European conference was the unveiling of
a training capsule on DP by Videotel in conjunctions with
C-MAR. The capsule is very interactive and has a bank of
questions at every stage of the programme which can help
the training assess his or her learning performance. The
capsule is a very good training aid for the basic DP course.
The Global Conference Season in Full Swing
Two DP conferences were in quick succession
recently, the European DP conference was held
in London on 24th – 25th May and the Asia DP
conference in Singapore on 27th – 28th Jun 2012.
Both deliberated on issues concerning DP industry
and the technological advancements being made in
the field.
The conferences were well attended by most of the
players of the DP industry. The Asia DP conference
had a good mix of people this year attending the
conference and was much better organised than
the launch event. This augurs well for its future on
the conference calendar.
days is too short and should be increased to 60 days, the
idea that was supported by Capt. KS Sandhu on the premise
that not much can be seen or learnt by a prospective DPO in
30 days especially when ‘On-DP’ time may be very minimal.
He also expressed serious concern regarding the concept of
‘Sea Time Reduction’ courses which aims to substitute half
of actual sea time required for DP certification.
Though he agreed that such simulation courses are good for
refresher training they should not become escape route for
actual sea time.
IDPOA was represented in both the conferences.
Steven Jones, Executive Director IDPOA attended
the European conference, whereas Capt. Mark
Bragg, a senior Fellow of IDPOA attended the Asia
conference.
Regina Bindao, accreditation & service manager Nautical
Institute attended both the conferences where she made
the presentation on ‘NI DP Certification, Frauds and Urgent
Action’. She supported her observations by giving few cases
wherein some DPOs had obtaining NI certificate without
doing the NI programme and faking the sea time. The issue
of fraud is serious and there are real concerns that this is
eroding the credibility of the NI certificate and affecting the
work culture onboard DP vessels.
On the issue of competence she floated the idea of
independent practical assessment and sought the views of
the delegates through a questionnaire. Regina stated her
avowed aim was to “shake up the DP industry” – while this
caused some raised eyebrows, it is clear that changes are
needed.
DPO competency and training related issues were
discussed by other speakers also. Capt. KS Sandhu,
associate member of IDPOA as a panellist member at
London conference brought out that the industry seriously
needs to look for solutions to the problem of non availability
of sea time. At Singapore he presented a paper “DPO’s
Competence Concerns; Reasons and Way Ahead” he
emphasised the need for good instructors and good training.
He brought out that if the attitude of a person opting for DP
career is right and if he turns out to be an incompetent DPO
after going through DP training scheme then it is the failure
of the DP industry as a whole and not of the DPO.
He emphasised that good training at the DP centres followed
by on-the-job-training and proper mentoring by the master on
board is the key to making competent DPOs. In his paper he
even articulated the idea of ‘Floating DP Centre’ which can
help overcome the sea time problem, however farfetched it
may look to be at this point of time!
At the European Conference Capt. Jim Simpson of Lowestoft
College recommended that the familiarization time of 30
In the technical section of the conferences the problem
of “scintillation” which is going to affect DGPS position
reference systems this year and in 2013 mainly in equatorial
and polar regions formed the topic of presentation.
Combination of INS with DGPS was seen as one of the
available solutions to overcome the problem. There was
an interesting paper on ‘Use of DC as Electric Power
Distribution Media in DP Vessels’ presented by Mr. Alf
Kare Adnanes of Wartsila. The presentation described
the fundamentals of the concept of the on board DC grid,
its comparison to the AC distribution system and the
opportunity to enhance the energy efficiency and reduce fuel
consumption while avoiding to compromise on availability of
the station keeping ability of DP vessels.
At the London conference Capt. Ian Giddings, Technical
Advisor, IMCA spoke on the topic ‘Learning the Lesson:
DP Incident reporting’. He expressed the concern that we
don’t seem to learn lessons from the failure incidents. He
emphasised the need for reporting the incident and reporting
them accurately. This will help IMCA in analysing them
correctly and making the whole exercise more meaningful.
As you will see in this issue of 6degrees, there is currently an
ongoing study of DP reporting , and your views are sought
through an online survey.
From operation’s point of view Capt. Matti Westerlund of
Arctia Offshore gave a very informative insight of challenges
of DP operation in ice. While Dr Jim Millan of National
Research Council, Canada presented a paper on how
current model testing has been conducted at the NRC’s ice
tank.
Both conferences addressed and debated the
issues concerning the DP industry, it is to be seen
now how much of the recommendations and ideas
articulated at these conferences will be acted upon
by the industry!!
HAVE
YOUR SAY...
IMCA has spoken extensively on the topic “Learning the Lesson: DP Incident reporting”.
Yet despite their concerns, and the concerted efforts of Ian Giddings, their Technical
Advisor there is real concern that the industry does not seem to learn lessons from the
failure incidents.
There is a need for reporting the incident and reporting them accurately. This will help
IMCA to analyse reports, and for analysing them correctly and making the whole exercise
more meaningful and useful.
IDPOA
RepComm:
Hi Gianna here, I am secretary
to the IDPOA RepComm.
Thank you for all your
feedback for the NI DPTEG if you would like to receive a
copy of the minutes from the
May meeting please email me
for details.
This issiue we offer you a
different way to get your
voice heard - a good friend
of IDPOA is studying for his
Masters degree and needs
your help and input. So now
if your chance to share your
views on incident reporting.
The survey is live now, and
results will be expected in the
Fall,
Please lend a hand, and once
again, make yourself heard.
Any membership issues you
may have or things you would
like to let IDPOA know, just
drop me a line.
[email protected]
Sharing ‘near misses’ with others raises awareness of some of the inherent perils and
problems association with DP, and with a “Just Culture” of caring and sharing information,
this will ensure timely dissemination of lessons learned without undue censure to the
individuals concerned.
It is very worrying if IMCA can’t get the information it needs from its own membership, but
it seems this paints a picture of how serious the issue of non-reporting is. The companies
feel that admitting problems is likely to bring a black mark against their name, and their
appears to be a fear that charterers will punish hit them in the pocket if they admit any
problems.
So we have a dilemma, and it is a serious one. We are not reporting, so we are not learning lessons and we unable to improve as a consequence. The tools exist in the toolbox, but
we don’t seem to be using them.
Tron Resnes, is concerned about this issue, and as part of his MSc work at Cranfield University UK, he is looking to explore the problems of reporting or not. Below is a link to a
online DP incident survey questionnaire.
The survey is completely anonymous, and the answers
you provide cannot be traced to
individuals, shipping companies or
vessels.
Your contribution to this survey is
important and to optimise the quality of
the survey, it is important that as many
as possible take part in the survey.
http://www.esurveyspro.
com/s/199146/DP
Branching Out
Goi n g
Tr u l y
G lobal
IDPOA – as the name suggests is a truly international organisation – we
have over 4000 members across over 30 countries…but sometimes we all
appear be more citizens of the internet than our actual home nations.
as well as earnings and to social interact in one
roof wherein a one ‘stop-stop-shop’ to process
documents. A family time is valuable time for a
seaman but don’t forget these men at sea had been
away living independently keeping his patience and
high degree of tolerance needed to re-orient his self
on a relative yet familiar environment and company
of people from time to time to take a break from
chaos of family problems that he’ll took in-charge for
a month or two, so before he joined much needed
‘therapy’ kind of seminars for him to evaluate,
motivate and boost up morale.
In order to really make the global presence felt, we have long harboured
ambitions to get a real footprint across the international DP hotspots.
Across the world we have Ambassadors for the DP profession and for
IDPOA, and we are moving closer to finding ways of using their influence
to best effect – which is good for us, them and more importantly for you.
And so on to the rest of the members aspiring to become
an ‘On-Call DPO’ must be professionally motivated to
sustain the chain of calls for offshore or ashore duties and
responsibilities with corresponding compensation. There the
relevancy of redundancy on DPO’s vocabulary becomes
reality by ‘Dual Tasking’ as OOW-DPO Offshore, DPO-OnCall –Educator Ashore.
So whether you are in Australia, Canada, India, Europe, the Philippines,
Middle East or Brazil we look forward to making sure that your local
network is engaged and working well, and that on the international stage
you are represented and have a platform to get your views heard.
In this issue, one of our global Ambassadors, Jun Montilla, currently
serving on the “CSV REM FORZA” with Abojeb Philippines has written
of his vision for promoting the profession of DPO within his national
maritime community:
Importance of professionalism and developing the local
Philippine group, to share knowledge - but also how
important it is to ensure that they are linked through
IDPOA to the global picture.
agencies are there to call for a job, on contractual basis there
was no security of tenure that they may have the rotation to
plan his future but always and often times employed onboard
as reliever to supply the demand.
Professionalism is not inborn but practiced and was honed
by practicing proper attitudes while keeping oneself at par of
relevant knowledge and information, acquired or ‘spoon-feed’,
better if it was there before an interest drives him to stand
above the rest to keep abreast on the fast pace development
in his field that he wanted to excel while maintaining his feet
firmly grounded.
The tanker experienced one would hardly be able to crossed
unto offshore for their trainings withheld them of going to
for they are sponsored and so dependent on the crewing
managers where he could be line-up. Trainings becomes
necessity to make ones’ marketability but not all ever willing
to spent from their own pockets for family’s welfare was their
priority. Adding the social outlets he may needed on what he
misses while onboard was taking much of his savings, now in
a hurry to board a vessel?
Professionalism is not alone the degree that you’ve achieved
in university but the dedication that constantly anchored with
virtues on having a legacy to administer to the next generation
on seafaring world where it can be use as your vehicle to
channel your charity and advocacy at the same time exploring
the potential as a future profession for a living.
Filipino seafarers was honed on skills yet unbalanced when it
comes to dedication on his/her profession for he/she has two
worlds to serve as seafarer at sea and a responsible man/
woman at home with his/her family. These play the ‘tug-o-war’
of interest that is hindrance to one’s interest. Besides that no
dedicated institution ever there to guide them on their field
to motivate and upgrade to level up his potential. Manning
What a Filipino seafarer’s needed is an institution to provide
them the much needed Information drive to remind them the
choice that they have chosen and not to be dictated by his
required trainings for the class of vessel he may employed
according to the crewing managers (which most are not
seafarers but there only to pool and dispatch crew). Poor
seafarer spent most of his vacation time on his national and
class trainings so neglected his professional development.
What they needed is an Institution-cum HUB center in which
exclusively for Maritime Personnel only wherein they can
freely appreciated his profession, a place to value learning
Numbers of Filipino Officers who enrolled on DP trainings
are sponsored by an agency and requiring them to served
his ‘Memorandum of Agreement’ on number of years while
serving on his vessel in order to gain his much needed
sea-time experience and cannot be hired by other offshore
agency unless he pay the agreed amount on his trainings.
By forming a group of Filipino DPO’s under the IDPOA
umbrella organization will enhance their marketability
and recognition. Will encourage others to invest on their
own trainings and through the ‘DPOP GROUP’ ( Dynamic
Positioning Operators of the Philippines) will find ways
to assist them on DP and other offshore trainings, will
recommend and endorse to local agencies and foreign
principals through the assistance and cooperation of IDPOA
as the mother of all DPO group of organization.
Will Assess and regularly conduct in-house trainings relevant
to different disciplines they may engage. Members will
conduct and participate in any in-house trainings, CBT or
Instructors course before and finally become a ‘DPO ON
CALL’ once an agreement reached with certain offshore
company for certain candidate member, priority are those
company who engaged them on their familiarization
and advance scheme. In this case we can assure to the
employers that the standard of knowledge and skills are par
above than those of an independent or free lancers DPO’s.
Under the IDPOA will work independently to promote
professionalism in the seafaring world by constantly
attending IDPOA Meetings and Convention to represent our
views and development to other members of the IDPOA.
And through the international effort Filipino DPO’s are
not constantly be the subject of ‘less regarded as third
world professionals’ caused by some government and
unscrupulous individuals and agencies that derailed the
reputations of the majority hardworking Filipino seafarer.
I wish the Filipino Group to be a breakthrough to the
international market through the recognition of IDPOA and to
have each member the same supplement level of proficiency
under one syllabus of STCW and IMO that we may changed
the courage of our constituents to be a part and meet your
members vis-à-vis on international meetings as you and me
enjoyed on our respective respect of disciplines under one
roof. And someday will be your host for a future convention
or meetings.
With due respect and appreciations.
Jun Montilla
CSV REM FORZA
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 find 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 find online and is open to all. Here
we give you a flavour of current vacancies, find more DP jobs at www.dpoperators.org
CHIEF OFFICER / SDPO – DP2 VESSEL
A leading provider of subsea construction services
globally requires a Chief Officer / SDPO to join
them immediately onboard one of their DP2
Subsea construction vessels operating in the
Persian Gulf. The vessel is currently engaged in
Seismic Survey work for a leading operator. This is
an excellent opportunity to join a leading firm on a
permanent contract. As Chief Officer / SDPO you
will oversee all DP Operations onboard.
2 x UK MASTERS & 2 x CHIEF ENGINEERS
WRS's client are expecting delivery of a New Multi
Purpose vessel within 2 weeks. The vessel is expected
to sail, and candidates required to join onboard at the end
of July / Early August.
All candidates must be holding UK COC/CEC
Documentation. The Vessel is operating in DP2, so DP
experience is essential.
http://goo.gl/OO233
http://goo.gl/3USsY
IMMEDIATE VACANCY FOR DPO
2nd OFFICER
6 months or more DSV DP2 experience and a
valid OPITO approved BOSIET required.
AUSTRALIAN OPPORTUNITY
FOR DPO 2nd OFFICER
A leader in the offshore supply sector is looking to hire
and develop a Second Officer DPO for their offshore
vessels.
http://goo.gl/VqY0H
STCW II/1 certificate as watchkeeping officer unlimited
and Unlimited Dynamic Positioning certificate required.
DP MARINE CONSULTANT - USA
This is a great opportunity to build a career in one of
the forerunners in the industry. Successful candidates
will expect to gain more teachnical and practical
skills. Trainings will also be provided. The location for
operations will be in Australia with a 5 week rotation.
A world class organisation offering specialist
expertise to the offshore service industry have
a requirement for a Master Mariner with a
background on DP Vessels to work as Dynamic
Position Surveyor in Houston.
http://goo.gl/QOr2k
http://goo.gl/0PaSu
If you have DP positions to fill...
Email us to find out more about promotional
opportunities: [email protected]
PLEASE REMEMBER:
- If you want to apply for a role advertised on our website please follow the links
to the relevant recruiter website on the advert
- Please do not send applications to IDPOA as unfortunately we cannot forward
these on to employers or respond to individual applications.
ON THE RIGHT TRACK?
Capt. KS Sandhu, a Fellow of IDPOA, and MD of KulSan DP Consultants
shares his thoughts on Seatime Reduction.
Change is part of life and evolution a
natural process of progression for any
system that is put in place to achieve
a specific objective. Change can have
positive effect on the system if thought
out and implemented properly or
have negative effect if the converse
is true. For the last fifty years DP has
been evolving in all the spheres, be
it technology, regulations, audits /
inspections, procedures or training.
Before 1984 there was hardly any
established system for training the
DPOs. Generally the ship owners
trained their own DPOs through onthe-job training to meet the manpower
requirements. There were no formal
programmes and training centres to
conduct this training. Once the baton of
DP training was taken up by Nautical
Institute (UK), the present pattern of
DPO training scheme evolved. It is to
the credit of NI to bring about qualitative
standardisation in DP training all over
the world which meets the requirement
of oil and gas industry. IMCA, training
institutes and industry too played an
important role of a catalyst in this
evolution.
Where are we today? There are more
than 60 accredited DP training centres
worldwide which are implementing
the NI programme for class room
theory and practical simulation DP
training and about 14,000 DPOs
(may be more) have been certified
so far. The present training scheme
which evolved over the years has
stood the test of time and NI has been
constantly making efforts to improve the
scheme. I believe, the present training
programme if implemented diligently
by competent people is capable of
producing competent DPOs. So why is
DPO’s competence in question today?
There are several reasons for this, Eg.
Improper training during ‘Basic’ and
‘Advance’ courses, lack of experienced
instructors, insufficient or non
operational equipment, non availability
of training aids, insufficient mentoring
of Jr DPOs onboard, non availability DP
sea time (‘On DP’ exposure), personal
ability and attitude of some DPOs
etc. etc. These aspects have been
discussed in my earlier articles; I would
therefore confine myself to examining
the impact of the changes ‘STCW 2010
Manila Amendment’ and ‘Reduction of
Sea Time’ courses are likely to have on
the DP training?
STCW 2010 Manila Amendment
Before 01 Jan 2012 any person could
do DP ‘Basic’ course and follow the rest
of the programme to qualify as DPO.
The Manila Amendment has changed
this. Henceforth persons with marine
background ‘deck’ and ‘engine room’
can enter the DP training scheme. What
is going to be the effect of this? Firstly,
less number of enrolments may take
place in DP courses due to the new
eligibility criteria and secondly people
who enter the DP programme would
have overall better knowledge of ship
and ship handling aspects.
To overcome the effect of less people
coming to DP, we need to make this
specialised profession more attractive.
It’s not the money but other aspects
like availability of sea time, continuity of
jobs on board, working conditions etc.
Manpower will flow if vacancies exist
and terms and conditions are good.
Making mariners only eligible for the DP
programme should have a positive fall
out on the quality of fresh DPOs since
they would be able to understand and
imbibe the subject of DP better. To what
degree will this be an advantage one
can’t say but it should have a positive
effect.
The other effect this amendment can
have is through the option provided to
the flag states to have their own DP
training programme. In other words the
NI scheme need not be followed by
such states if they choose to exercise
this option. Many apprehensions stem
from this provision, like there will be no
standardisation in the DP training, what
will happen to the aspect of recognition
of such flag states DP certificates and
therefore the employability of such
DPOs outside that state’s waters?
These flag states may lay down different
training standards and requirements of
sea time for DPOs. I am not suggesting
that training will necessarily get diluted
but there will be no standardisation left.
Many established norms will crumble
which may have adverse effect on a
well established training system. If
the quality of training and the format
of DP programme are substandard, it
would have adverse effect on DPO’s
competence.
DP Sea Time Reduction
Nautical Institute in its STR requirement
document of March 2011(Revision 3)
has stipulated the following courses for
qualifying for reduction of sea time:
• Intensive DP simulator training
• Shuttle tanker offshore loading
• DP competence, assurance and
Practice training (DPCAP)
on board a DP ship in actual operational
environment? I
The Nautical institute recognises but
does not accredit the shuttle tanker
offshore loading or DPCAP training.
Third parties approve these courses. The
maximum allowable reduction in DP time
that may be achieved in attending any
combination of the above courses is 12
weeks of the required DP watch keeping
time albeit with some conditions. It gives
an advantage of clocking 50% of watch
keeping sea time to a prospective DPO
through these simulation courses.
have my doubts! Operating DP vessel
on a simulator screen is very different
than handling it in actual operational
environment at sea. Will the trainee
shiver in his/her pants when in a
dangerous situation during an exercise
on a simulator, close to a platform/
rig? Soldiers are made in the battlefield
not on the simulators! Skiing is learnt
by getting on the water, no amount of
simulation training can replace this.
Question is “If the ship owners can give
12 weeks of sea time to a prospective
DPO why can’t they give 24?
In one of the recent DP seminar,
results of a survey carried out among
trainees on demand of various DP
training courses were presented. The
survey showed that large numbers of
prospective DPOs are in favour of STR
courses. Why do they prefer these
courses vis-a-vis the ‘actual’ sea time?
Answer is simple, to overcome the
problem of ‘hard-to-get’ sea time and
to qualify for DP certificate asap. Is
this a willing choice or a compulsion?
What are the likely effects of exercising
this option on the competence of the
DPOs? Is this a desirable solution
to the problem of sea time? Survey
carried out by Mikael Lundgren a Master
Mariner student/Trainee DPO at Kalmar
Maritime Academy, Sweden in Feb 2012
has come out with interesting views
on ‘fast tracking’ or ‘need for speed’
aspect of DP Certification. There were
mixed responses like “I do not think
it is the best way taking a shortcut to
the DP certificate. Neither do I think
it is necessary” and “There is a need
for speed due to exponential growth in
the industry. But the emphasis should
be on getting competent DPOs into
the workplace not just certified DPOs”.
Many felt that simulator courses can be a
valuable tool but cannot replace handson experience.
I too believe that “no training is useless”!
Every training enhances the knowledge/
skill of a person; the degree may vary
from individual to individual. No doubt
that the STR courses will improve the
skills of prospective DPOs but the
question is will they provide equivalent
gain of an actual DP sea time? Will the
experience gained on simulator be same
as a person would gain from sea time
Prospective DPOs would naturally prefer
simulator course over the actual sea time
due to scarce availability of sea time but
DP training fraternity needs to seriously
consider its effect on the competence of
DPOs. Introduction of such courses have
stemmed primarily from the demands of
the industry and not driven by training
quality considerations. Have the views
of the Masters at sea been taken on
this aspect? Should their opinion not
matter? It is common knowledge that it
takes many months/even years, after
completing DP training programme with
‘actual’ sea time for a Jr DPO to start
performing effectively on the bridge. It
can therefore be inferred that the DPOs
who do ‘virtual’ sea time will lack in
experience compared to the ones who
do ‘actual’ sea time. The feel of the ship
in actual working environment is very
important to build confidence of a DPO.
The STR courses may be a good option
for the drill ships/rigs or shuttle tankers
due to the very nature of their operations
but may not work well for the other DP
vessels like MSVs, DSVs, pipe/cable
layers etc who make extensive use of
DP during their day to day operations.
What if the sea time becomes even
more ‘hard-to-get’? Will we then design
another ‘Super Intensive’ simulation
course by which some more sea time
reduction could be allowed? I hope not!
Therefore instead of resorting to STR
courses why can’t the DP companies
even now be more accommodating in
giving ‘actual’ sea time to DPOs which
will be more valuable. After all it will
mean more competent DPOs and a
win-win situation for all. Industry should
consider having a training DPO on
board as an ‘investment’ in manpower
and not ‘expenditure’.
Conclusion
DP training programme has evolved over
the years with an aim of imparting good
knowledge and skill to DPOs to carryout
DP operations safely and efficiently.
From time to time changes were made to
improve the programme and overcome
the manpower problems faced by the
industry. Changes are normally made to
make the training better but in case of
STR courses the predominant reason
is to ‘fast tracking’ the DP certification.
On board sea experience is much more
valuable than the simulation training and
vice versa is not true. After all, before
the simulator training came, people were
getting trained only by means of on-thejob. Healthy balance therefore needs to
be maintained between the demands
of industry and the need of training.
Actually the balance must always tilt in
favour of training. Relying too much on
‘virtual’ training will only produce ‘virtual’
DPOs. The industry must appreciate this
and help out the prospective DPOs with
all important ‘actual’ sea time? After all
they are going to reap the benefit of well
trained DPOs once they get certified.
Manila Amendment should have a
positive impact by restricting the eligibility
for entering the DP training scheme but
the option provided to flag states to have
their own DP training programme may
dilute the established standards. The
flag states could do well by continuing
to follow the existing Nautical institute
DP training scheme. The existing
scheme can continued to be refined and
improved. If number of flag states opt
for having their own DP training scheme
then it would be prudent to have a
forum which could ensure that minimum
standards of training are maintained
across the board. Whatever decisions
we make, must be in the interest of
good wholesome training and overall
development of the most important
component of DP, THE DPO, the man
behind the panel!
New World Order?
As the DP regulatory landscape shifts, evolves and changes,
there is an obvious and not surprising knock on effect being
felt across DP certification. Could it spell the end for the
Nautical Institute DP Operators certification scheme?
While the NI scheme has served us so well for so long, it
seems that rapid changes could leave the existing scheme
facing new pressures and alternatives. In the future it looks
likely that flag States will push forward their own certification.
As the STCW Manila amendments take root, it seems that
even though DP only made it into the guidance within Part B,
there is a juggernaut of change coming our way.
Some have voiced concerns about such change, they fear
a “patch work quilt of different standards”, but with the NI
scheme battling inner politics, fraud issues and the turmoil of
uncertainty, then it perhaps unsurprising that the industry is
pressing ahead regardless.
First out of the blocks is DNV’s new “ground breaking” DPO
certification concept, which has now been recognised by the
Norwegian Maritime Authority (NMA). For a number of years
the Norwegians issued their own DP certificates, then they
changed tack and decided to let the NI take the strain. Finally
it seems they want to embrace the opportunity which DNV has
brought to raise the bar, and they are now onboard with the
DNV Approved DP Test Centre certificate.
On June 6th 2012 this concept received the following
evaluation from the Norwegian maritime Directorate: “The
Norwegian Maritime Authority (NMA) considers the DNV
concept, as stated in mentioned standards, to be equivalent
to international recognized standard. Therefore the NMA
requirement is fulfilled when a person holds a valid DNV DPcertificate”.
The new STCW guidelines and industry standards are at the
vanguard of enhanced quality for DP Operator (DPO) training,
and DNV SeaSkill™ has long been looking to break into this
market. Over the years developed applicable competence
standards to cover DP (Dynamic Positioning) and other areas
and is currently certifying management systems, DP courses
and simulators on an individual basis.
In order to develop and implement a new system, a pilot
project together with the recognized Ship Modelling and
Simulation Centre AS (SMSC) in Trondheim was established.
As a result, a new standard, “Test Centre for Certification of
Personnel” was developed.
This new standard covers the area of obtaining a DNV
Approved DP Test Centre certificate that permits the approved
test centre to issue DPO certificates. SMSC achieved the Test
Centre Certification in February this year. This will lead to a
new and flexible way of achieving a DP Operator Certificate
containing a high quality and faster throughput than the
existing schemes.
So it could be farewell to the NI scheme,
and hello to the future of innovation,
technology and advancement which the
new DNV scheme has finally opened up.
For more information Email: [email protected]
Visit: www.seaskill.com
Calls for
Change
As we are no doubt all aware, there are a myriad potential
Legal Issues associated with Vessels Employing Dynamic
Positioning Systems”, and these have now been highlighted
by the US Coastguard. In light of the ongoing work of the
USCG we have been made aware of some potentially
serious implications of the findings relating to the loss of the
“Deepwater Horizon”.
The USCG Report of Investigation, included in its content
Appendix I, a memorandum with the subject line, “Potential
Legal Issues Associated with Vessels Employing Dynamic
Positioning Systems.”
The document outlines many of the gaps in dynamic
positioning regulation that were uncovered during the USCG
Deepwater Horizon investigation, and this is likely to drive a
number of changes in the years ahead. As DP systems are
not mandatory pieces of equipment, they regulations and
regime surrounding them had for decades been rather
ad-hoc and piecemeal. Regulations were industry led, and so there was minimal interference. Now, however, it seems that
a disaster (even though non-DP related), could be the catalyst for change. The Status Quo appears to be about to end – the
relationship between owners and charterers, with the NI sat as a convenient and acceptable partner is about to be severely tested,
and change appears to be imminent.
As we all know, the Deepwater tragedy was in no way related to the DP system or capabilities and, but when regulators want to
break into a sector they simply wait for an excuse (or reason) and then go for it. We had similar in India, the Bombay High disaster
was in no-way DP related (in fact DP could have prevented it), but that did not stop the Directorate General of Shipping setting
their sights firmly on DP. They wanted to force DP training and certification into STCW – they wished for Part A, but managed to
push it eventually into Part B.
The loss of the Deepwater Horizon occurred at a pivotal moment and the USCG believes that DP regulations now need to be
updated, and the future is laid out in an appendix to the main investigation report. At the back of an almost 300 page report, the
memorandum promises to shake up portions of the Gulf of Mexico DP sector.
There have been criticisms in the past of the GoM view of DP, and if the proposed changes outlined as the definitions of
“underway,” “on location,” “self-propelled,” etc., are being considered and reconsidered, then the changes could be significant.
The memorandum can be accessed via
the US Coast Guard website at:
http://goo.gl/niSE0
IDPOA has started a new initiative – as
we look to recognise and learn more
about the things DPOs really love
about their roles, jobs and careers,
while also looking at what they hate.
In LOVE HATE – we will try and find
ways of accentuating the positive, and
perhaps mitigating the negative.
We have asked our members to provide
us with an insight into what is good, and also
the dark side of life as a DPO. From shift patterns,
leave disappointments, tiredness, good food, fattening
food, too many cakes and grumpy Senior DPOs,
we have learned a lot more about life at the desk.
W E LOVE...
The Seapath DGPS system – yes, DPOs seriously LOVE
this piece of kit. The two fixed baseline GPS antennas give
precise heading and are also used as redundant GPS position
and velocity sources.
Speaking of his secret passion, one member stated, a case
where there was a dropout of two other DPS 200 due to
interference from a installation antenna, however the robust
Seapath system used the IMU (Inertial Measurements Unit) to
provide position, velocity and heading measurements where
the other systems could not. Even in the case of missing data
from one GPS receiver, then the other (remaining) receiver will
provide position and velocity. DPO Brian Murphy said, “This
reference system provides highly accurate, real time heading,
attitude and position information and for sure is one of the
things I love about DP”.
Others voiced their thoughts too as we asked for feedback –
one said, I LOVE that the Mathematical Model is the BRAIN
of the System, but that the DPO is the HEART. Wherein
the Mathematical Model has Kalman Filter to predicts Past,
Present and Future to allocate Thrusters, it is still the Human
instinct which is key and which prevails in appreciating what is
safe and best for the system in executing tasks.
WE LOVE DP because gaining an understanding of the DP
System, “LEVELS-UP” expertise – being a DPO is about
taking your career to another level. No longer a “mere” Officer
on Watch a DPO with skill, knowledge and having learned
some hard lessons at the desk becomes a true EXPERT. It
is not the technical skills of the Astronauts that makes them
famous, but the understanding and attitude of their expertise
lead them to operate their machines and eventually step
unto the Moon, making that leap breaks the possibilities from
impossibilities…having all the skills of traditional navigators,
and resourcefulness of old school mariners, but the ability and
knowledge which comes with DP experience makes DPOs
special. What is not to love about that?
WE LOVE DP because of the efficiencies which it brings to
work such as offshore construction and other subsea tasks.
Keeping a position using propellers and thrusters where a
conventional ship can’t makes the world a different place, and
for that WE LOVE DP.
WE HATE...
DPOs HATE - the integration of ECDIS into the DP
system. This is often used in the latest system architecture
which allows the ECDIS to interface with a DP system, for
example in terms of sharing waypoints of a planned route.
However should the ECDIS suffer certain types of error, then
these errors can and have been transferred to the DP system
and in turn can see this as a possible reference system
timeout or failure. The resulting alerts can indicate that there is
a framing error in the DP and give a position dropout warning.
Our DPO said, “Bridge integration is a good thing but too much
I don’t like and so ECDIS into the DP system is something I
HATE”
WE HATE DP for taking up too much time, attention, focus
and alertness. For the DPO to be the Heart of the machine
means that in order to safely execute and makes decisions the
DPO has to be a disciplined expert – over a 12 hrs watch that
can take its toll.
WE HATE DP for being a pretty lonely existence. Sat at
the desk for hours in control, constantly monitoring system
is a lonesome place to be. The machine is the constant
companion, but it challenges your knowledge, and to fair isn’t
that easy to get along with at times.
So what do you LOVE OR HATE?
Send us your thoughts:
[email protected]
The best responses may be lucky
enough to bag themselves some of
our DP appreciation stickers!!!
DP Lift boat Operations like all DP Operations are of course
quite unique, firstly the vessel has three 335 foot legs with huge
pads that land on the mud. The pads are 45’ by 30’ by 6’ and
whilst constantly submerged as they are lowered to the seabed
they will be subject to possibly differing subsea currents all of
which the DP will have to learn. This will be compounded by the
fact that the 335 foot legs which were included in the windage,
will as they are submerged become subject to real current
forces which will vary as the legs “jacked down” into the water.,
the DP has to learn this also.
Lifting
Higher
IDPOA Fellow Colin Soanes, supported by
Joseph Orgeron Ph.D. Chief Technology
Officer, Montco Offshore Inc, has kindly
volunteered to tell us more about another
unusual and challenging DP project he was
recently involved in.
Like most people I have sadly had way too many
interesting experiences. However I was recently
involved in what was for me an interesting AND
pleasant experience involving a Dynamic Positioned
(DP), Lift-boat (L/B); it was a real learning experience.
I am in no way offering this as an Expert opinion
of L/B operations, more of a “this was REALLY
interesting” view.
The L/B (Lift Boat) Robert is a Class1 DP jack
up that will be used in the de-construction of
decommissioned offshore oil platforms in the Gulf
of Mexico. The work involved, generating the trials
program for Class 1 DP; witnessing the DP trials and
providing a DP consultation service.
Lift Boat Vessel
The L/B Robert is a 335 foot class vessel that can work into a
maximum water depth of 280 feet. The vessel is fitted with the
following equipment:
DP: Kongsberg DP 1 each cPos cJoy`
DGPS 1 eachDPS 110, DPS122
Sensors 1 MRU, 2 wind sensors, 2 Navigat X Mk 1 gyro
UPS 1 off
Diesel Electric Thrusters:
Steering 2 off Steerprop SP 25D
Bow thrusters 1 off Berg 400kw tunnel
Power generation:
Main power generation 2 off Cat 3516C @ 2350Kw each
Aux power generation 2 of Cat C32 @1000Kw each Supplied
through a split bus
Cranes 1 500t crane 1 60t crane 1 25t crane 10t crane
For full specs visit: http://www.Montco.com/Robert.php
Personnel
This was for me one interesting parts of the trials process. It
was very apparent that all members of the bridge crew had a
vast experience of and were most comfortable with manual
control of the vessel. Over several days’ observation, it was
evident that driving the vessel was a pleasure, made all the
more interesting by the discovery that their new toy would
literally spin on the spot due to the large horizontal separation
of the 2 aft azimuthing Steer prop thrusters. The expression
“kid in a candy store” springs to mind. It was my opinion that
this was a great advantage when coming into DP Operations
and there is a lesson for many DP Operators to be learned.
Another instance where I was pleased to learn was watching
the skill that was required to break the vessel out of the “mud”.
This will be covered later in “normal” Liftboat operations. It is
enough to say at present that this is a science that requires a
great deal of skill, knowledge of your vessels capabilities and
detailed information on the nature of the seabed (worth it’s
“weight in gold” for sure).
Normal DP Operations as Opposed Lift Boat
Operations
Firstly in a “normal” DP vessel the shape of the vessel does not
change drastically. While it is true that draft may change this
can normally be allowed for with a manual or automatic draft
input. For the majority of operations the days of a fixed “DP
draft” are over.
Also the external forces acting on the vessels due to
operations can often be measured and input to the vessel by
the use of a sensor or sensors measuring forces acting on the
vessel. As we all know failure to input these forces correctly
can lead to large “DP Current” forces.
Lastly on “normal” DP vessels, DP is the main method of
controlling the vessel. The vessel will arrive on location under
its own propulsion, carry out the appropriate DP trials and then
conduct Operations with the vessel in DP mode and the DP
control station constantly manned by qualified DPOs.
Tuning the DP
Tuning the DP varies from vessel to vessel; it is the plan here to
comment only on the aspects of L/B vessels and operations that
make this tuning unique.
This thankfully offset by the fact that whilst the vessel is setting
up, no operations involving cranes can be carried due to the
stability requirements and the requirements of the Operations
manual. Lastly the majority of the operations will not be carried
out in DP; the DP will purely be a means to an end.
A brief outline of an operation
1. Arrive on location and carry out DP trials in a safe location at
“transit draft”
2. Make an approach to the worksite, whilst ballasting to a
working draft and lowering the legs
3. Keep a safe distance from the worksite until item 2 is
complete.
4. Continue approach and carry out a ROV survey
5. Move into location (guided by Survey team).
6. “Tag” bottom and “jack” vessel up.
n this instance the vessel will arrive on location under its own
“steam”. Carry out the appropriate trials, ballast to a working
condition, move (slowly) into location under DP control whilst
“jacking down” in preparation to “tag” bottom.
The tuning of the DP needs to allow for:
1. The differing mass of the vessel at transit and working drafts.
2. The effects on the DP of lowering the legs from an air borne
to a waterborne environment.
The L/B will be positioned at the working location in DP. An
ROV will be used for seabed surveys and then as soon as the
legs “tag” bottom and the L/B is jacked clear, DP operations will
be over. During the decommissioning process the DP operation
will normally be measured in a matter of hours not days, weeks
or months.
Item 1 was easily achieved by carrying out 2 tuning operations,
one with the vessel at working draft and one at transit draft.
Normal Lift Barge Operations
It is immediately apparent knowledge of the nature of the
seabed is vitally important. while we were unlucky enough to
get stuck in the mud, it was very interesting to watch a skilled
captain “break” us out.
When I first saw the Captain operating the legs using individual
joysticks, my first question was “wouldn’t it be easier to have a
single control to operate all the legs?” To which the answer was
“yes then we use the single up and down buttons”.
Thankfully it was then explained to me in small words that when
the vessel is stuck, the method is to jack down one corner of the
L/B until it is nearly submerged and let the force of buoyancy do
the work for you.
Also you need to be aware that:
1. Patience is the name of the game.
2. Decks will probably be partially flooded due to wave action.
3. Closing of watertight doors as per the stability book is vital.
4. It is most likely that one leg will break free at a time.
Tagging bottom requires knowledge of the seabed, the
company data base of historical pad penetrations and
subsequent liberation times is no doubt a very valued and used
asset.
Suffice it to say that lack of knowledge of the seabed could
result in any of the following:
1. Getting stuck in the mud.
2. Damage to the leg motors.
3. Damage to the legs.
4. Loss of the vessel.
Item 2 was more of a challenge, in that it is difficult to tune the
DP to differing current effects on the legs when these effects
can vary so much. In the end, after the tuning had been carried
out loaded draft the legs were jacked own until they were just
clear of the seabed and then the response of the vessel to DP
commands were assessed.
In the conditions experienced the vessel responded acceptably
to DP commands. So it was decided that a third tuning with the
legs down was not required. However comments were added:
1. Allowing the DP sufficient time to settle was paramount.
2. Assessing that the DP foot print was acceptable must be
carried out prior to final approach.
3. The DP Operator could be used to improve the performance
of a vessel that was too sluggish or too responsive.
FAQ
Q. How do you provide water to the fire and general service
pumps when the vessel is jacked up?
A. You have submersible pumps attached to hoses on reels
that can be lowered into the water to supply the vessel while
elevated.
Q. Do the legs affect the performance of the DGPS?
A. Yes they do and the effect is greater the closer the leg to the
antennae.
Q. What is the quickest way to de-ballast?
A. Tag bottom, jack the L/B up and open the dump valves.
Q. Are there any special requirements when the L/B is
jacking up for the first time?
A. Yes, Personnel are outside the accommodation just in case.
Q. Will the vessel be stable at all times as it jacks up?
A. Not necessarily, depending on the nature of the seabed the
L/B may slip causing the DP to fight. The DP operator must be
ready to go to manual at any time.
Written, C. Soanes,
Edited, Joseph Orgeron Ph.D. Chief Technology Officer, Montco Offshore Inc.
Recruitment
Matters
Vessel owners, managers and crewing agencies
are constantly challenged in finding personnel with
specific operational and project experience. This
combined with stringent certification requirements
has made it crucial to target the right personnel as
effective as possible.
One significant problem for today’s on-line recruitment
industry is that current online solutions are feeling an
increased duty to target a mass market. Current internet
based recruitment services feel compelled to target an array
of disciplines operating both onshore and offshore in the Oil,
Gas and Renewables sectors. In many cases, current job sites
connect a company to applicants more efficiently than ads in
printed publications. However, they still struggle with many of
the difficulties and inefficiencies that international recruitment
can present.
DPOWork.com is a dedicated service aimed at the recruitment
of personnel operating in the international DPO market.
With the current demand for DPOs being extremely high,
there is a high demand for this niche recruitment solution.
DPO Work is now open for employers and job seekers to sign up
and the company is proud to announce dpowork.com, which along
with all of our other sites are completely free to use DPOWork.com
The Recruitment Project (TRP) is the beginning of a brand
new era for recruitment. We set out to revolutionise this
industry by introducing a new, more efficient recruitment
solution to the market place. The Recruitment Project is the
very first company to offer a discipline specific and niche
recruitment solution for the offshore industry. We have reengineered recruitment to become less costly and more
efficient for employers by providing a recruitment tool solely
aimed at niche disciplines.
Each project brings design professionals and recruitment
experts together to offer a unique, professional and efficient
recruitment solution for both employers and job seekers alike.
Every website which TRP offers is dedicated to one niche area
of the offshore industry to ensure the recruitment process is
simple, streamlined and effective. Disciplines covered include
Inspection, Diving, Renewables and DPO personnel.
The American DPO market is one of the largest
offshore markets of its kind and Americandpo.com
sets out to reinvent recruitment within this industry.
By creating an industry-specific, nationality-specific solution,
Americandpo.com offers an effective, streamlined solution
for employers and employees alike:
Americandpo.com
To view a full list of recruitment solutions offered by TRP please visit:
www.therecruitmentproject.com
Going
Green
The concept of “green DP” has been around for a while,
but only now are we about to see a true hybrid energy
system installed on board an offshore supply vessel.
The “Viking Lady” is really set to drive environmental progress
into the future. The vessel will be fitted with an impressive
battery pack for energy storage. When the new system is
complete, the operation of the engine will be more smooth and
cost effective giving further emission reductions.
This lady is not like any other offshore supply ship. The threeyear-old LNG-fuelled vessel, owned by Eidesvik Offshore,
was the very first merchant ship to use a fuel cell as part
of its propulsion system. The fuel cell, which generates an
electric output of 330 kW, was installed in the autumn of 2009
and has successfully run for more than 18,500 hours. Based
on this, the Viking Lady is already one of the world’s most
environmentally friendly ships.
Now another first step is to be taken to reduce its emissions
even more. Once the battery pack is in place, the ship will
operate using a hybrid system similar to that which has been
installed in hybrid cars for a number of years. However, the
potential emission reductions are higher and the return on
investment period is shorter for ships than it is for cars.
DNV is heading this research project, which is called
FellowSHIP. Its partners are Eidesvik Offshore, the owner
of the ship and Wärtsilä, who provides power solutions for
the marine market. In this, the next project phase, an energy
storage capability is to be introduced to the energy system.
This allows the benefits of a true hybrid energy system to be
explored.
The primary potential benefits of the hybrid energy system
for a ship like the Viking Lady are a 20-30% reduction in fuel
consumption and CO2 emissions through smoother and more
efficient operation of the engines and fuel cell. The reductions
of other exhaust components are even higher.
The whole shipping industry is currently facing record-high fuel
costs. Based on these actual costs, the return on investment
period for the hybrid system is estimated to be less than two
years.
Bjørn-Johan Vartdal, DNV’s project manager says: “We know
that the hybrid system will reduce the energy consumption.
When operating, for example, on dynamic positioning, there
will be a major fuel saving potential. When in harbour, too,
the ship should be able to operate on the fuel cell and its
battery power alone, which will reduce emissions significantly.
For environmentally sensitive areas, this will be an essential
benefit. Additional benefits are related to reductions in
machinery maintenance costs and in noise and vibrations.”
A comprehensive measurement program will be carried out
to verify the savings potential. The hybrid system will also be
modelled in detail. Calibrated and verified process models will
facilitate simulation and optimization of future hybrid systems.
The new DNV class rules for battery-powered ships have
been developed in parallel to this. These are the first class
rules developed in order for batteries to be used as part
of a vessel’s propulsion energy – both as hybrid solutions
and for “pure” battery-driven vessels. The project is due for
completion in 2013.
“Milestone for maritime
environmental project”
“FellowSHIP: Fuel Cells on the
brink of commercialisation”
“Shipping could by 2030 cut
emissions by 30%, at zero cost”
Fanbeam Laser
Technology as
a DP Reference
Many years have passed since 1987 when the first
Fanbeam was used in what is now the DP industry
as a relative position reference system. And
whilst not much may have appeared to change,
the Fanbeam from laser technology pioneer,
Measurement Devices Ltd has gone through
much evolution and enhancement, resulting in the
Fanbeam 5, the latest iteration of the best known
laser brand in the industry.
Back in the late 1980’s when MDL was known as the
“survey system innovators”, the company founder and
owner, Steve Ball, took the opportunity to visit a customer
in the USA who was renting an MDL GOLF laser system.
This product consisted of a tripod mounted laser rangefinder coupled with a horizontal angle encoder and needed
an operator to point the laser at a designated point and
fire to measure the offset. This was being used to calibrate
and track seismic survey sources in the water behind
a geophysical seismic exploration vessel to aid with
positioning and enhance the survey data.
This triggered Steve's idea to automate the process
and remove the need to have an operator performing
such a mundane task. The first step was to motorise the
horizontal movement, and the second step was to optically
“fan” the laser in the vertical plane to ensure that it hit
the designated point (floating on the water behind the
vessel). By tuning the laser to only measure a range to an
active (retro-reflective) target, the system was then able
to autonomously track multiple items moving relative to
the laser. Thus was born the “Fanbeam” and by the early
1990’s this then became a standard system on the global
seismic exploration fleets of operators such as CGG,
Western Geophysical, Digicon, and GECO.
Having saturated this very niche market, it seemed that
perhaps the Fanbeam would be a short lived product.
Thankfully, the Fanbeam started to find use on dynamically
positioned vessels that were working close to offshore
platforms. By the mid 1990’s DP was the biggest growth
application for MDL’s Fanbeam technology and the product
went through two iterations which improved the laser
performance and positioned the product for use specifically
as a DP reference sensor. The Fanbeam then took off and
became a standard feature of DP systems on everything
from semi-submersible floatels to the smallest DP crew
boats in the Gulf of Mexico. By the time MDL introduced
the Fanbeam 4.2 in 2002 there were hundreds of systems
in operation and now MDL can boast an installed end user
base of well over 1500 DP vessels globally.
It has only been in the last ten years or so that any other
technology has entered the market for surface based
relative DP reference systems. Prior to this, the only
options were Artemis, Fanbeam, Taut Wire or relative GPS
systems such as DARPS. The Fanbeam concept pioneered
the use of simple range/bearing based technology that did
not require a significant installation on the platform. This
led to significant uptake as the system benefits from being
simple to operate, long range (2000m to a prism cluster),
relatively cost effective and quick to mobilise (many vessels
take equipment on and off regularly as projects dictate).
Whilst the Fanbeam retains all of these advantages, MDL
have continued to make improvements to the product,
significantly enhancing tracking performance and reducing
the need for operator input. Since its introduction in 2010,
many end users such as Gulf, DOF, Farstad, Sealion,
Technip, Olympic, and Solstad have expressed their
satisfaction with Fanbeam 5 systems. Today, Fanbeam
end users benefit from the expanding MDL partner network
which provides ready access to the latest Fanbeam
technology and service for all of the existing fleet of
equipment.
Changing
Fast
According to Michael C Ford, vice President of Commercial
Operations for L-3 Dynamic Positioning and control
Systems, the world of DP is changing fast.
Ford claims a growing reliance on technology, and the focus
on offshore safety means that DP capabilities are no longer
optional. Any business looking to work in the offshore domain is
going to have to view DP capabilities as a necessity, not a “nice
to have”.
The requirement for DP on offshore tonnage is growing in
leaps and bounds; directly re-lated to the global offshore drilling
boom.For every rig out there, 7 to 8 OSV’s and 2 con-struction
vessels are needed to service that operation. In the next few
years, it will involve at least $200 million USD in DP investment.
As a minimum, the industry is now demanding DP1 capabilities
and for anything carrying drilling mud, fuel and supplies, then
DP class 2 is the minimum standard. Even the rare workboats
which are built without DP, then they are designed so that
subsequent retrofit-ting is an easy proposition.
Ford stressed the huge growth in the need for DP will soon take
shape in places such as Brazil. The Brazilian market will be
looking to have at 30 rigs alone in the next few years. Multiply
that times the necessary number of support vessels, and that
translates into a ro-bust market.
According to Ford, L-3 has recently refocused its attention
towards servicing the workboat – major boat operators, large
drilling contractors, etc. – because of burgeoning needs.
In the global offshore industry, the huge reliance in DP in
offshore operations because of the efficiency it offers for boat
operators is obvious. Ten years ago, every other boat might
have DP; now almost nothing gets built now without at least the
built-in possibility of refit-ting later.
In the interim, according to L-3, the hardware hasn’t changed
a lot. The same cannot be said for the operating software has
changed. L-3, for example, just did a complete upgrade of their
user interface.
The goal is to provide uniformity across all systems – Radar,
charts, DP, etc. – so that the operator gains the level of comfort
with all components.
Ford
explains, “It’s
very much
an integrated
control
system. As
the vessels
get bigger
and harder to
handle, the
DP makes
that easier.”
It is also thought that the various propulsion systems in
common use today come ready to be interfaced with DP control
systems. That wasn’t always the case. Today, for instance
L-3 DP controls interface with virtually any propulsion system
imaginable, and L-3 liaises with manufacturers to ensure
that this occurs as smoothly as possible. Among the propulsion technologies that L-3 commonly interface with are Berg,
Schottel, Waterjet, Thrust-master, Voith Schneider and many
others. Ford insists, “Almost anything out there can be DP’d.
One of our strengths is our flexibility in dealing with different
varieties of propulsion systems.”
Training is always an important consideration with the operation
of any complex marine equipment. Dynamic Positioning is no
exception to the rule. As DP skills and certifications come under
increasing scrutiny, coupled with the renewed focus on offshore
safety, DP training also finds itself under the hot spotlight. And
although there are private certifications in play and IMO and
the STCW developers are talking about it, nothing has yet
been formalised in terms of a global standard. L3, like other DP
players, maintains a robust in-house training presence.
L-3’s Ford explains, “Fundamentally, DP is the same on any
console, but there are nuances to each operator’s equipment.
We operate three schools (Houston, Singapore, and Brazil) and
partner with third party schools, as well.” Training, he says, is a
key part of their service package.
SHIP to SURE
HOME OR AWAY :THE LATEST TECHNOLOGY YOU JUST CAN’T SAIL WITHOUT
Google Nexus7
Do we still get excited about tablets? We reckon
so given the fuss surrounding the latest new kid
on the block
The Nexus7 from Google is going to smaller,
cheaper and mainlining all the content you have
squirelled away into Google Play. What do you
mean you haven’t? Ipad killer? Time will tell.
Lytro Digital Camera
It may look like a fat lip stick - but the Lytro is
the future of cameras. It takes everything in, and
then you adjust the focus AFTERWARDS.
So the you never have to worry about what you
are snapping at. Which seems like it could kind of
take the artistry out of photography. Guess that
could be good or bad depending on the results.
Never make Granny blurred again...
50 Shades of Grey
It’s a book - but don’t worry, its a mucky one.
Yes, you head off to sea with this downloaded
onto your Kindle, and when you return home
your partner will thrill at the new leash on life it
will give you.
The story revolves around a silly girl and a nasty
man. Man spanks girl, they fall in love...etc, etc.
It may not seem much, but as been its billed as a
kind of female FMEA. Don’t miss out.
What's On Guide
Rio Oil & Gas - Expo & Conference
17-20 Septemeber 2012
www.ibp.org.br
www.ogassetsecurity.com
The Dynamic Positioning (DP) Committee of the
Marine Technology Society Annual Conference
October 9-10, 2012, Houston, USA
http://www.dynamic-positioning.com/next_conference.html
www.osea-asia.com
To promote your events in 6degrees
Toor
promote
your events in 6degrees or on www.dpoperators.org
on www.dpoperators.org
emailus
usfor
formore
moredetails
details - [email protected]
Issue 11 is distributed
email
Spring 2012
- [email protected]
Issue 13 is distributed Fall 2012