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6degrees
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News,Views and Reviews from the
International Dynamic Positioning Operators Association
News,Views and Reviews from the International Dynamic Positioning Operators Asso-
Issue5:
Issue19: Spring 2014
MLC Viewpoint
Simulating DP
Revised Standard
AGENCY ISSUES
TECHNO TOOLS
NI ISSUES REBOOT
Counting Time
Ready for Anything
New DP Scheme
DP CONUNDRUM
REALITY TRAINING
OSVDPA LAUNCH
WELCOME
TO 6degrees, THE E-JOURNAL FROM IDPOA
Across many cultural aspects of our lives the
notion of a single leading entity shines bright .
The Lord of the Rings focused on one ring, Bob
Marley fixated on one love, and for Highlander…
well there most definitely could be only one. So
what does this have to do with DP you may ask?
Well, we find ourselves at a juncture. The past
18 months have seen the world of DP move
from one DP training and certification scheme,
through to two when DNV stepped forward,
and now as OSVDPA launches their scheme we
have three separate and distinct training schemes. Where will it stop? 4, 5
or maybe 6 schemes? One for each vessel type? It seems perhaps it is time
to consider the future and work together to consolidate and find a unifed
solution.
The current landscape makes things complicated, and for many individuals
they no longer know which way to turn, or which courses to attend.
Also there are employers who are in the dark - they are unsure of the
ramifications of revised or completely new schemes. At IDPOA we have
taken a view that progress is good – we have long worked within the
Nautical Institute’s DP TEG, we have provided feedback to DNV on their
scheme and have been in useful and constructive dialogue with Offshore
Service Vessel Dynamic Positioning Authority (OSVDPA) too.
This has not been because we believe that 3 schemes is better than 1. It is
because we need to ensure that the best wins out, and eventually becomes
the de-facto, recognised and industry-wide supported scheme.
We want to bring together the best elements of these schemes – but in
an independently controlled, managed and operated system. We believe
there is a strong and clear need for the old to evolve and give way to a
new approach. One which learns lessons from the NI approach, recognises
the challenges of gaining sea-time like DNV, and which recognises the
operational realities of specific sectors like OSVDPA.
This is a monumental challenge- but the potential problems with having
three separate systems are deeply concerning. We think the role of DPO,
the title and the knowledge each has should mean the same universally.
In having DPOs out in the field with different certificates, then we are
undermining the position, the people, and when there is an accident, we will
be criticised for having accepted a confused, melange of standards, training
and values.
We respect all the parties around the table, each certification body has its
own unique strengths, each training centre it’s own USP, each owner it’s own
challenges to deal with, and each trade body its own pressures and agenda.
But, 3 into 1 does not go – and so we have to call for rationalisation.
Without such a move, it may well be that self-regulation will have to be
deemed a failure. Indeed this shattering into separate schemes could well be
the catalyst which forces a review at the International Maritime Organization
(IMO) level, as DP is further subsumed into STCW. The diverging interests
suggest that collectively the industry is going to have to work hard to
address the perceived weaknesses before someone else does it for us.
ISSUE
INSIDE
IN THIS
Inside this issue, we explore
some seeming weaknesses of the
Maritime Labour Convention. The
fact that so much is demanded of
manning agents is fine, but does
this let owners off the hook?
We also look at the issue of
simulation in DP training. Both
from the technical perspective,
but so too from the practical
elements.
Are we preparing trainee DPOs
to be sufficiently confident and
robust enough? We ask whether
they are able to respond to the
rigours of life at the sharp end
and explore the ways in which
some DP training centres are
working hard to role play and
makes sure they are.
As the OSVDPA launches its new
DP scheme. We are pleased to
be able to share their thoughts
on the rationale behind the
development, and of their goals.
Another issue of major
importance is that of calculating
DP time - both for certification,
but also for revalidation
purposes.
We explore the DP time
conundrum, and assess the
ways in which time at the desk
or watchkeeping should be
recorded.
As ever we hope you find
6degrees to be informative and
of interest. We are sincerely
grateful to all our contributors,
and always like to hear from
readers. Feel free to comment
on any issue raised by emailing
[email protected]
MAKING
MLC
WORK
Captain C. Marc Bragg speaks
out on the failings within MLC
We are all no doubt now aware of the requirement for
for crewing agencies to comply with the Maritime Labour
Convention (MLC) 2006 compliance, as it was finally
implemented in August of last year.
One specific area of the regulation was introduced to
clarify the standards of all seafarer recruitment and
placement services providing crew to foreign vessels
world wide.
Many of the issues addressed were crew related, such as,
crew repatriation, recouping of crew wages and banking
procedures for crew wages. Unfortunately, while MLC
has great promise, I believe that we are seeing attention
directed more on the “agencies” and not on fully
regulating the companies who try to cut more corners
“through” such agencies.
There are very many examples where a company will
dictate to the Seafarers agency what the conditions will
be and the agency wishing to maintain the lucrative
contract will sadly feel compelled to adjust it’s standards.
Alas once again it is the seafarer who comes out at the
bottom.
It has become quite apparent in some companies that
the management from both Agency and Vessel owners
agree to regulate where it is convenient on the issues
that were supposed to protect the seafarer.
When an Agency applies for seafarer’ “repatriation”
insurance it is to assure that no matter wherever the
seafarer is he/she will be repatriated back to their home
country. The allowable level of insurance by MLC per
seafarer is circa USD$1400.00, I am not sure that would
get many home from some of the more isolated offshore
hotspots...unless by Ox Cart!
Sadly there are all too many instances that need to be
addressed at the root cause. It is quite apparent in some
dealings that I have had personally with vessel owners
that they do not care about the Seafarer or their welfare.
Where possible corners are still being cut, whether this
is communications, Internet access, food quality, or
crew rotation and retention. Bad owners ask the crew for
110% effort, while they look for just the cheapest route.
What can be done better? Well, for a start I believe MLC
2006 implementation should have started with the ship
owners and then regulated the supporting services of
the Crewing agencies. At least this way round we would
have structured a system whereas the ship owners are
primarily responsible and “they” would have to make
sure that the agencies complied to a higher standard.
Unfortunately it seems that the bad ship owner can
dodge or shirk responsibility again. It is great to apply
another regulation to assist in bettering the conditions
of seafarers but until all entities comply and implement
the true aspects of the supporting regulations it will not
achieve it’s intended purpose.
If ships owners concentrated on establishing a core
crew on vessels , maintaining quality standards, and a
reasonable rate of pay, it is a no brainer, they would
have good crew and a benefit to the company.
The supposedly “cost effective” rationale of replacing
crew all of time has a safety issue and comes with cost
issues associated with it too. These actually cost far more
than trying to cut back on what should be done for the
seafarer for even basic conditions.
I have seen requests for Cvs that blatantly state, “3
months on, 1 month off, and One way travel paid for!
And!!! Free room and board while onboard the vessel”,
this was not too long ago either.
These are the standards that have to be eradicated by
requirements of the companies to establish minimum
“acceptable” standards. So I believe that we need to
rethink the New and wonderful MLC 2006 implementation
and start from the real issues affecting all seafarers .
It was once said “Train your employees to be Risk
adverse and then you will be training your company to be
“reward Challenged!”
SIMULATORS
VERSATILE TOOL
FOR TRAINING
Captain KS Sandhu AFNI explores the true
benefits of simulation in DP Training.
Computers have revolutionised all spheres of our lives; they
have changed the way we live, train, learn, work, entertain
etc. With them the very concept of training has undergone a
big change especially practical training where operator skills
are required to be learnt in as realistic manner as possible.
Training simulators are very versatile tools and have become
virtual mediums through which various types of skills can be
learnt. Different industries have adopted simulators to train
their work force for all levels of training from basic to advance
level. Simulators help in learning simple to complicated
evolutions in a safe environment without risking the real
assets.
They are particularly useful for the industries which operate
high value machines / platforms and where on-the-job cost
of training in operational environments is high. DP is one
such field where simulators have become important and
integral tools of training. As a matter of fact the DP systems
themselves are an intelligent simulators modelled on
aerodynamic and hydrodynamic characteristics of the vessel
on which they are fitted.
The DP simulators are a good means to train the operators
and achieve:
• Realistic training about the system and its operations
• Training in safe environment without jeopardizing the
vessel
• Cheaper option of training compared to actual on the job
training on vessel
• Exercising evolutions and breakdowns which may never
be experienced in actual operations by the operator
• Improve learning through real time re-runs and quality
debriefs
Due to the aforesaid advantages DP simulators have become
very meaningful DP training tool from basic to advance
courses. The realistic simulation of actual operations which
they help to achieve makes student’s understanding of the
DP system much simpler and authentic. In basic course the
student can effectively learn basics of system concept, its
operations, procedures and most importantly the behavioural
sensitivities of the DP system. In advance course simulator
helps in learning and practicing various modes of operations
in greater detail and procedural aspects of working in
different environmental conditions. Students get to learn
the capabilities and the limitations of DP system and how
to handle breakdowns. Simulator training on Category ‘A’
simulators which help in conducting even more advance
exercises and evolutions qualify for ‘sea time reduction’ for the
purpose of DP certification.
Despite such good tool of learning we still find that the
simulation training during basic and advance courses do not
ensure a desired standardised learning outcome. Obviously
merely going through the motions of these simulation courses
is not good enough. These courses need to ensure that the
participants gain the requisite standard of knowledge and
competence in operating a DP system, such learning outcome
depends on number of variables.
To start with, lot depends on the capability of the simulator
itself. Simulators being computer based what they are
capable of doing is well described by the famous saying
“garbage in, garbage out”. Simulator can be a good tool of
training only if:
• It’s software is capable of simulating the functions /
scenarios of actual system realistically
• The exercises are well planned to simulate realism
• It is capable of simulating breakdowns and limitations to
exercise realism
• It is able to record and re-run the exercise on real time
basis for a meaningful debrief
Versatile Simulation
The other most important factor is the knowledge and
experience of the instructor on whom will depend the learning
outcome for the trainee. An experienced instructor with good
knowledge of the simulator who knows how to best exploit it
for training would have profound effect on the outcome of the
learning process.
Quality of training exercises through which a student is
put through during the simulator training also has great
contributory effect on the outcome of learning process.
Good and realistic exercises ensure that the student is
made to go through what he / she is likely to experience
in the actual system and operational environment. The
interjection of limitations and breakdowns by the instructor
at the right moment can enhance the learning experience of
the student to a great extent. This is where the experience
of the instructor makes all the difference. All instructors are
not of the same calibre and therefore standardisation of the
exercises can be of great help to have uniform acceptable
learning out come at all DP training centres.
Another important factor is end of course assessment.
What the student imbibes at the end of the course is a good
measure of the learning outcome. This is specially so for the
advance DP course and ‘sea time reduction course’. For this
there has to be a well structured and logical standard end of
course assessment exercises and viva voce which can put
the student through an examination covering all important
and critical aspects set out in the course objectives. DNV
training scheme has this and it is a strong point in its favour.
NI should develop this aspect for the advance and ‘sea time
reduction’ courses to make the scheme more effective and
wholesome.
Simulators can continue to be a great means of learning even
after completion of DP certification. They can be effectively
used for refresher and continuation training from time to time
and also to train DPOs for type training for different type
of DP platforms. Ship owner should invest in DP simulator
onboard their ships as part of DP system fit, this investment
will pay rich dividends in the long run for improving the skills
of DP crew and safety standards onboard.
A word of caution at the end! Simulators must remain a tool
of training and should not replace the requirement of actual
time at sea beyond a certain limit for the purposes of DPO
qualification. Whatever may be the industry’s compulsions
of fast tracking DPO’s training, the present balance of
‘actual sea time’ and ‘sea time reduction’ through simulator
courses should not be disturbed and no further allowances
should be made to reduce actual sea time on DP desk for
DP certification. Standardisation of advance and ‘sea time
reduction’ course exercises and standardised end of course
assessment would go a long way in achieving uniform
standards of DP training with better learning outcome for the
DPOs.
Revised Standards
NI Releases New Changes
The Nautical Institute (NI) has released revised
Accreditation and Certification training standards to the
industry.
From January to March, the NI received stakeholder
comments and feedback, and has worked to reflect
these comments in the new documents.
Access the certification document online.
http://goo.gl/XQtJLx
According to the NI Director of Accreditations Regina Bindao:
The new scheme comes into force on 1st January
2015. Training providers will have about 8 months
to adjust their materials and to comply with the
new requirements. This means that we still need
to use the current training standard to audit
existing accredited centres until end of 2014.
However, the Institute will give flexibility to those
centres who want to put the new requirements in
place and be audited under the new rules during
this year. The Institute will consult the centres
about this option prior to the audit date. In 2015,
all centres will be audited on new standard basis.
This 8 month period is also an opportunity to your
members to understand how the training scheme
for Offshore and Shuttle tanker will work, their
revalidation criteria and conversion routes. We
encourage you to provide as much information as
possible to your members and try to guide them
during the transition period.
The NI staff already received a first training
section about the new scheme and we will provide
more training to them until the end of the year.
They are able to start answering questions to
DPOs and companies, but we will consult DPTEG
on specific questions that may need more
accurate answers.
The NI has already started developing a new
IT database, website and logbook for the new
scheme and we aim to present a draft of those
in the next DPTEG (subject to delivery from
suppliers).
We have also hired new staff and they have
reduced the backlog from 16 to 11 weeks and
still reducing. However, they are working hard to
achieve their target.
There is a lot of working in progress at the
moment at the NI to cover all the aspects of
the new scheme in terms of preparation of
documents, IT systems, training, clearance of
backlog, communication, website, logbook etc.
We are working hard to achieve our goals to have
everything ready on time and to happily continue
to support the industry in their needs.
Once more, The NI wants to thank those who
have provided a huge amount of support and help
to develop these two documents. The NI aims
to continually work in partnership with Industry
stakeholders, to listen and address the industry
needs in order to evolve the DP training standard
and best practices.
new dpo’s
ready for
anything...
One particular area of interest for all working in DP
is how to ensure that newly minted DP Operators
emerge able to deal with the rigours and challenges
of their new role.
In this final sea-time phase the trainees
must build on the foundations of the all too few days
of college time to find their feet and to understand
how each piece of the DP jigsaw fits together.
Now of course, no-one should expect those clutching
a new DPO certificate to have all the answers – that
is what proper equipment familiarisation and ongoing
structured mentoring and training should be all about.
Understanding this process, and the importance of
each phase of learning, training and practice is key
to producing DPOs who are able to not simply gain
a certificate, but are able to appreciate the wider
picture and their role in it. So when they do finally
gain their qualification, they are ready to rise to the
challenges facing them. It is vital that companies
provide proper familiarisation and have plans in place
to assist and support newly qualified staff. But is
there anything else that can be done to improve this
process?
However, it would be right and proper to expect a
certified DPO - regardless of how high the serial
number of their ticket, to be able to work confidently,
efficiently and effectively. Indeed, the last thing
anyone would want is new DPOs turning up on ships
incapable of even setting the DP system up.
The shorebased elements of DP training, regardless
of the scheme being followed, will guide the trainees
through the theory and processes. Then in the
simulator things get a little more action based, and
the planning elements position the DPO at the centre
of an operation.
It all sounds good in theory, but does this approach
really prepare trainees for the realities they will face
when they go up on the Bridge for the first time? As
they face perhaps a new system, ship and team of
colleagues, will they be equipped for the jeopardy and
challenges facing them?
In the best case scenario, a trainee will have been
taught by a good lecturer, and they will slowly
become to understand the theory behind what they
are trying to do, and the capabilities of the system.
Their time following that will likely see them watching
and learning from others – perhaps they may get
to experience the occasional panic, but in the main
just dipping their toe into the DP waters. Then, in
following the current scheme, it’s more training
ashore.
The simulator course will show them not just the
theory and practice, but the importance of the role
of DPO in planning, anticipating and appreciating the
realistic limitations of DP. Once finished in college,
then it’s back to sea to cement the things they have
learned.
The best centres already do so, but is this something
which perhaps the Simulator phase should stress a
little more? Along with the move towards testing,
should trainees be expected to pass through some
form of role-play exercise in which a vexed master
or put upon Senior DPO demands that they, slow the
vessel, get it in position and then set the system up?
Rather than just facing operational scenarios some
training centres do indeed focus on real world
problems, such as awkward colleagues, abrupt
leaders or unexpected situations. This can help to
produce the practically skilled, confident and able
DPOs we need into the future.
If we are not careful much of the course planning
process can be a little too staid, and isolated from the
other pressures a vessel would be under. While it is of
course vital to plan – perhaps there needs to be some
realistic pressure ramped into the process?
We can learn a lot by injecting a little more stress,
drama and tension to really create urgency to better
serve those undergoing training. This develops and
improves the ability of trainees to respond to the
pressures which will face them as fully fledged DPOs
when they emerge onto vessels.
We would like to hear from you about this issue,
email [email protected] to share your views.
What Does
A New
DP Scheme
Mean?
Aaron Smith of the
OSVDPA tells us more
about their new DP
training scheme, and the
rationale behind it.
For the last two years the pages of “6 Degrees”, have
been filled with questions regarding the future of
DPO certification. Will the Scheme Revision provide a
better product? Will NI and DNV merge schemes? And
the biggest question, is the current system of DPO
certification working for the current maritime industry?
mariners without STCW credentials are controlling DP
vessels, and some of those vessels—more than 100
in the Gulf of Mexico alone—do not have classed DP
systems. It is incumbent upon the industry to provide
certification systems to train these mariners in the safe
operation of DP.
As a newly incorporated DPO certification body, the
Offshore Service Vessel Dynamic Positioning Authority
(OSVDPA) doesn’t have all of the answers, but we
believe the facts clearly show the current system is not
working for the offshore service vessel industry and
other option is necessary.
While the OSVDPA was founded to fill these gaps, there
are certain actions the Authority refuses to consider.
The Authority will not create employment restrictions or
divide the DP industry.
Without a doubt, there is much to like in both the
NI and DNV certification schemes. However, these
schemes were not written for the operational tempo of
supply vessels. In and of itself, that fact did not cause
us to start our own certification program. However, the
current systems have proven themselves unwilling to
address our concerns making it exceedingly difficult to
maintain a sufficient supply of well-qualified DPOs.
Specifically, the current system continues to discourage
those without STCW licenses from becoming certified,
blocking off the hawse pipe and preventing some of the
most skilled mariners in the industry from becoming
certified DPOs.
Similarly, mariners aboard vessels with unclassed DP
systems are currently cutoff from receiving training in
the safest way to use DP systems.
These prohibitions do nothing to improve safety. In
fact, they hinder safety and ignore reality. Regardless
of the opinion of DPO certification systems, professional
The OSVDPA’s intention is to create another DPO
certification option for mariners. We understand that
mariners will not choose the OSVDPA if its certificates
lead to dead-ends or restrictions. It would be
counterproductive for our system to create employment
restrictions.
Instead, the OSVDPA seeks a system where certified
DPOs and prospective DPOs can pick the certification
system that works best for them and subsequently
transfer between certification systems and industries,
provided each adheres to the same high standards.
As early as last summer, the Authority initiated
conversations with the NI and DNV about how
reciprocal recognition could be granted.
Since those conversations started, the OSVDPA has
collaborated with the DNV classification society and
industry stakeholders to craft a set of recommended
practices for all DPO certification systems. When this
document is produced, the OSVDPA will ensure our
system meets all practical requirements contained
therein.
What Does A New DP Scheme Mean
Additionally, the OSVDPA will not reduce standards.
The Authority is comprised of some of the safest
vessel operators, the best training centers, and most
respected DP manufacturers. To a person, the Board
of Directors understand that a good safety record is
vital to our industry’s reputation. As such, the OSVDPA
Board refuses any action which will degrade the safety
of our people, our vessels, the environment, or our
customers.
incorporate competency based assessments. Under
our system, prospective DPOs will be assessed at each
stage of their training; failure to pass will mean a
failure to advance.
The OSVDPA is not going to waste our time creating a
system that will not pass muster. The OSVDPA system
will be subject to rigorous review from our customers,
flag states, industry associations, and others. We
welcome this review and understand these partners
will not accept a system which creates short-cuts or
produces less-than-qualified mariners.
Under the OSVDPA system all training and certification
components will all be based on a defined list of
competencies, ensuring prospective DPOs know what
they are expected to learn, training centers know what
they are expected to teach, and employers know what
to expect from our certificate holders. The OSVDPA
believes such a foundation is vital to any certification
program.
Going forward, the OSVDPA will continue to invite
comments and criticism of our system. The Authority’s
primary mission is to improve safety and we’ll work
with anyone who shares this mission. As we move
forward, the Authority will strive to craft a certification
system that applies lessons learned from the existing
DPO certification systems.
Specifically, the OSVDPA certification system will be
based on a combination of sea-time and competency
assessment. The OSVDPA understands that experiential
and observational learning is vital to producing quality
DPOs; thus our system will have a dual layer sea-time
requirement, one layer tracking on-board experience
(traditional sea-time), and the other measuring time
the prospective DPO spent at the controls.
However, experience alone is not proof of proficiency.
For this reason, the OSVDPA certification system will
The capstone of our training system will be a final
assessment ensuring the prospective DPO is competent
not just in DP buttonology but in the real-world
operation of a vessel.
The OSVDPA understand our system is not the answer
to all of the questions surrounding DPO certification.
Just as the other certifications systems do not work
for the offshore service vessel industry, our system
might not be a good fit for other sectors. However, in
the Authority’s opinion, it is high time mariners had a
choice, and the ability to find a system that meets their
needs and industry expectations.
The OSVDPA will be an active member of this industry,
one that listens and responds to the concerns of our
partners. As such, please do not hesitate to contact
me at [email protected] with questions or
concerns.
Thank you for your time, and we look forward to
working with you to improve our industry.
What’s In A Day?
The DP Time Conundrum
By Sean Hogue
The logging of DP sea time is an ongoing conversation.
Some Captains log it one way while others leave the
task to the Senior DPO. Much of what is said on the
subject is based on hear’say and prior experience - but
is not backed up with documentation.
With DP license revalidation looming there has been a
resurgence of discussions online about how to count DP
time. The fact that this discussion is still taking place
means that some clarification is needed.
In years gone by it was simple; once you had your
full ticket you only counted the days on DP. Whether
you logged 6 or 12 hours was irrelevant - only the day
mattered. The issue nowadays is that due to increased
competition many DPO’s are keeping a log of how many
hours of experience they have on a specific type of
vessel or system. These DP specific CV’s are sometimes
required by employers now as well.
This may prove a problem when it comes to
revalidation, as there is still no clarification from the
NI as to how DP hours will be converted to days at the
time of this writing.
So what’s in a day? The consensus in the discussion on
the Dynamic Positioning Operators group on Facebook
is that for a full operational day both the Senior and
the DPO are to log 12 hours. This seems reasonable
as both are on the bridge the whole time with the
off-desk officer handling a variety of tasks, such
as communication with other vessels, working with
reference systems, radar watch, and maintaining the
fire watch.
Another point of view is that the DPO would log 6
hours, or the time physically spent on the desk, while
the Senior would log 12 hours. This due to the fact that
the Senior has the overall responsibility for the watch.
What then of the Master? Generally they will only be on
the desk for meal reliefs and when otherwise required.
But as the Master has overall responsibility for the
entire vessel does this mean they will log 24 hours of
DP time? For the answers to these questions we look
to a number of sources, starting with the Nautical
Institute.
What the Log Books say about DP Time
On page 9 of the Nautical Institute log book the
definition of a DP day is: Any day where DP operations
are undertaken by the vessel. (A minimum of one hour
is accepted). It also stipulates that Days on DP can only
be counted if you were on watch.
Most people remember the part about one hour
minimum but tend to forget that it doesn’t count if you
weren’t on watch when it happened. Much of the log
flogging that the new revalidation is trying to mitigate
can be traced back to this, and to those using the DP
log as their discharge book; counting every day from
sign on until pay off - even when tied up alongside.
IMCA recommendations on DP time
The IMCA logbook also offers guidance, slight as it may
be. Part 7 - DP Watchkeeping Record, has a section
called DP time which states;
• For Watchkeepers, hours/days on watch at the
control desk or in the engine control room while on
DP, between the dates stated.
• For non-watchkeepers, days when the vessel is
working on DP for more than 8 hours.
Both statements seem quite clear but both leave
some room for interpretation. For Watchkeepers it
clearly states at the control desk - so 6 hours for each
watchkeeper. This is how many of the earliest DP
license holders counted their time.
For non-watchkeepers it is a little muddier. Days when
the vessel is working on DP for more than 8 hours. So
what about days when the vessel was on DP for 7.5
hours? No DP time is to be logged? Or when filling up
the log at the end of their trip should the Master tally
the total number of hours then divide by 8? Obviously
this would result in 3 days logged for 24 hours on DP
and should be discounted, but then why should the
Master not be awarded a DP day for less than 8 hours
when watchkeepers can claim a day as long as the
vessel was on DP for a single hour?
Another point to note is that the designations of Senior
and Trainee can be misleading.
What’s In A Day?
As per the NI there is only a Trainee DPO; someone
who is in the process of completing the full license, and
the DPO; someone that has fulfilled all requirements
of the training scheme. The title of Senior is awarded
based on experience but there is largely vessel specific
as there is no required number of hours to fill the role only recommendations.
IMCA M 117 - The Training and Experience of Key
DP Personnel, states the following with regards
to SDPO’s:
The SDPO should have satisfied company requirements
(for example DP hours) and been assessed by the
Master as capable of taking sole charge of a DP watch
and providing supervision to junior and trainee DPOs,
for any DP operation that the particular vessel may
become engaged in.
The latest IMCA recommendation on sea time comes
in the form of M10/13 which deals with the revision of
the Nautical Institute DPO training scheme. It reads as
follows:
Definition of Sea Time
One sea day can be counted if the trainee DPO
is involved with active or passive DP training for
a minimum of two (2) hours per day claimed. A
maximum of 25% sea days can be ‘Passive’ sea days.
• Active – with propulsion under the guidance by a
certified DP Operator.
• Passive – without propulsion under the guidance by
a certified DP Operator.
Much of the confusion stems from the fact that the NI
logbook focuses on DP days and each set of dates is
to be entered separately even though during the same
trip. The IMCA logbook focuses on days/hours and is
recorded like a discharge book with the joining and
leaving dates listed, then the DP time for the entire
trip being recorded. Further to that, the new guidelines
on revalidation from the Institute seem to specifically
reference Trainees. So is it one hour or two for a DP
day? Six hours or twelve for a shift?
Before looking at what time to log it is important to
clarify what NOT to log:
•
Time not on DP, I.e, alongside, at anchor, or any
other time when not engaged in Active or Passive DP
operations.
• Starting from your joining date and ending on your
pay off date unless you choppered in and were
engaged in DP ops the entire time.
• 24 hours in a single day. Besides contravening the
Hours of Rest, this should not be signed off by any
Master as it is detrimental to promoting a positive
DP culture.
When logging time as a trainee there is sufficient
motivation to keep an exact record of hours on the
desk. If you spent the requisite 2 hours on passive DP
then be sure to note it as such.
Once the full certificate is earned then counting hours
is redundant. If you are going to do it for keeping the
record of your DP CV then it should be recorded as per
the logbook’s instructions - hours on the desk.
With regards to logging 12 hours in a day - if the
Institute condoned this it would be clearly stated in the
log book. While both DPO’s are required to maintain
situational awareness at all times, this misconception
stems from those on-board, not from industry. If you
are the Senior and spending all of your “off-desk” time
sitting right next to the DPO overseeing their operation
then by all means log that as well. But unless you are
keeping a very specific log of your hours every day
when you get off watch then this is likely outside of the
scope and is unnecessary if properly logging days.
After all, there is enough to worry about on-board
without accounting for every minute on the desk and
it is unlikely that most DPO’s are logging their time
with that level of precision. And one hour on DP does
not equal 12 hours in the log, it equals one day. This
is a clear case of padding the numbers and does not
accurately reflect the Officers experience.
As for the Master, the requirements are clear; 8 hours
on DP while not standing a watch counts as a day.
Again, licensing requirements specify days, not hours.
While 180 days is not as impressive as 2160 hours it is
a more accurate reflection of the DP time served.
We leave today with a quote by Captain Tom Joseph
from an online discussion: “It does not matter how
many hours you did, once you are DP certified. During
training, of course you must record the hours so as
to satisfy the certification requirements. Thereafter
number of days will be more than enough. In the case
of recording hours, as it is beyond the scope to keep on
tracking the hours on and off the desk. There are better
things to do on board.”
NOTE: Further to the above - The NI has just
released its revised certification scheme. For
Revalidation purposes they will have to deal
with sea-time recorded in the IMCA logbook
which may be recorded in hours.
The NI states: “As a result the hours recorded
in an individual’s logbook will be divided by 2
to get the number of DP days that person has
obtained in the last 5 years.”
This is C-NERGY!
Our Member Companies:
As one of the leading global brands in
supplying reliable human resources
onboard… C-NERGY stands for
convergence of energy.
IMOSTI: The International Maritime & Offshore Safety
Training Institute or IMOSTI is the premiere center for
learning and competence development for the marine and
offshore sectors.
C-NERGY is ready to provide a
steady solution for human resources
requirements from skills development
to manpower staffing to training and
education to deployment.
Compliant with all the foremost quality standards and
regulations in the industry, IMOSTI provides superior training
and education for human resources making the company
the most recognized partner in the maritime and offshore
petroleum industry.
Organized in 2010, C-NERGY
was formulated to offer a wider
range of services to customers. A
collaboration of industry practitioners
coming from sectors of maritime
training & education, manpower
supply, facility and catering
management as well as operations
and maintenances services all agreed
to establish an organization that is
sure to offer business success to its
customers.
Among its trainings provided are:
• DP Advanced Simulator
• DP Basic Induction
• Basic Offshore Safety Induction and Emergency Training
(BOSIET)
• Further Offshore Emergency Training (FOET)
• Helicopter Underwater Emergency Training w/ Emergency
Breathing System (HUET w/ EBS)
• Tropical Basic Offshore Safety Induction and Emergency
Training (TBOSIET)
• Tropical Emergency Breathing System (T-EBS)
• Tropical Further Offshore Emergency Training (TFOET)
• Hydrogen Sulfide Familiarization
• Steel Maintenance (Blasting & Painting)
With collective working principles
and oneness in our business values,
customers are assured with the
highest valued service standards
all across their engagement with
C-NERGY member companies. The
company’s financial position to
deliver customers requirements on
a long term basis are founded by a
steady and sound fiscal program.
C-NERGY Group is capable to being
a total solution provider for technical
manpower requirement. The
Company boasts of vast experience
in providing technical personnel for
merchant ships from cruise ships
to tanker ships to offshore vessels.
Backed up with extensive training
facilities for all maritime related
training programs to offshore safety
courses to highly advanced dynamic
positioning programs, one can never
go wrong with C-NERGY.
Training with IMOSTI will ensure that your workforce will
be able to maximize their ability to contribute positively to
business success while endowing them with characteristic
essential to the improvement of quality of life and
preservation of environment.
COMPASS: Competent Maritime Professional & Sea Staff
(COMPASS) Training Centre, is your most valued partner
in the maritime industry for human resource development
providing educational facility and methodology geared
towards competence development and skills enhancement.
Formed and established by leading practitioners in maritime
training and education the company is set to be recognized
globally for delivering high standard of learning and
competence that result to the excellent performance of all
personnel
COMPASS offers the best facilities a training center could
offer:
• ELECTRONIC CHART DISPLAY AND INFORMATION SYSTEM
(ECDIS)
• ENGINE ROOM SIMULATOR
• FULL MISSION BRIDGE SIMULATOR
• LIQUID CARGO HANDLING SIMULATOR
• 24 SEATING CAPACITY CLASSROOMS
COMPASS is set to be the most competitive and dynamic
training organization with customers worldwide.
C-NERGY INTERNATIONAL CONVENTION & LEISURE CENTRE
C-NERGY is also proud with its newest facility in Silang, Cavite, the C-NERGY International
Convention & Leisure Centre.
The centre provides
a wide range of
technical and safety
related services in an
environment conducive
for technical learning
and mental and
spiritual development
The C-NERGY
International
Convention and Leisure
Centre is full range
maritime and offshore
oil and gas safety
training centre seated
in about 7.5 hectares
of property in the
highlands of Cavite
Among its facilities are
• 250 seater column-free convention & exhibition centre with advanced audio-visual system
• A Catering and Facility Management Academy that provides modern culinary facility and serves
the most exquisite delicacies to guests and delegates
• A 5,000 sqm water lagoon for training of sea survival, helicopter underwater egress training
simulator, lifeboat and life raft manipulation and search and rescue operations
• A firehouse for conducting smoke-diving training, fire fighting, confined space entry as well as
offshore emergency response training
• A 12X12 meter helideck and Bell 206B mock up helicopter behind the three storey firehouse for
helicopter firefighting and rescue operation during crash landings
• A 2-storey building similarly gracing the spacious facility to accommodate 10 training rooms,
lockers for male and female, gymnasium, business centre, offices and lounges
• A 1000sq. industrial barn which hold the training areas for welding, blasting and painting,
machining, electro-mechanical & electro-tech training, automation and instrumentations
• 20 native villas suited for relaxation of the body and mind with utmost privacy and serenity at
hand
The place, is a well-rounded facility, setting C-NERGY on top of the standards in providing the best
training and education for professionals.
C-NERGY is now your trusted one-stop shop partner from maritime training and education, offshore
safety training and technical skill development, offshore manpower and human resources services,
offshore facility management, housekeeping and catering services.
And in the years to come, C-NERGY will continue to be the sustainable business partner that you
will need to succeed in the industry, being the leading global brand in providing services and
business solutions for the maritime and offshore oil and gas industry
Company
News
Nautronix Drive Ahead with Growth
Plans – Duo of Senior Management
Appointments Announced
Through water communication and
positioning technology company, Nautronix,
is pleased to announce the strengthening
of its senior management team. The move
is due to the company’s growth within their
Survey Services division and the significant
opportunities available for their subsea
positioning system, NASNet®.
Sam Hanton, who initially joined Nautronix
in 2008 and has served as Survey Manager
since the division’s inception in 2012, has
been promoted to Director of Survey. His
primary remit is the continued development
and growth of the Survey division to deliver
both Survey and NASNet® projects on a
global basis.
Alan Buchan, who has been with the company
for 10 years as Product Line Manager for
NASNet®, has been promoted to Director
of Survey Projects. His primary role is to
manage the commercial performance of
Survey projects ensuring timely and accurate
reporting of project status.
Mark Patterson, CEO, comments, “We have
experienced a number of years of rapid
growth throughout the company particularly
within the Survey Services division. These
appointments demonstrate our commitment
to this market sector, reflecting the success
we have achieved to date and preparing
the way for our continued expansion in the
future.”
And More Good News...
Nautronix has secured an order from HHI, Korea
to supply a NASNet® DPR (Dynamic Positioning
Reference) System which will be used on the
Bollsta Dolphin drilling rig. NASNet® DPR is the
ultimate position reference system for Dynamic
Positioning; it also has the benefits of the wellknown NASNet® subsea acoustic positioning
system and can be used either within preinstalled field-wide NASNet® arrays, or as a
localised positioning system.
The system provides robust mitigation against
many of the risks associated with both acoustic
and satellite positioning systems, allowing
multiple users to benefit simultaneously from
the same array with no risk of interference.
NASNet® DPR uses cutting edge acoustic
technology combined with a user-friendly
interface to provide high speed position updates
and stable positioning in water depths up to
4000m.
Graeme Murray, Managing Director of Dolphin
Drilling said “We are delighted to be using
a NASNet® DPR system on our new build,
the Bollsta Dolphin. Dolphin Drilling is very
supportive of this new technology and sees
the significant advantages it can give to our
customer. The system will give us fast one way,
multi user acoustic positioning which will give
us real opportunities to expand our subsea
capabilities and redundancy for any loss of GPS
due to scintillation.”
This is what
a missed
opportunity
looks like.
Just think, if you’d
advertised with IDPOA
- your company or
product would have
just reached over
5,000 international
Dynamic Positioning
professionals, and
over 30,000 maritime
industry subscribers.
For the advertising options:
Contact Tony Stein: +44 (0)1892 514508
or email [email protected]
HUMAN
PRICE
OF WEST
AFRICAN
PIRACY
An American who was kidnapped by “crack-smoking”
Nigerian pirates and held hostage for almost three
weeks says he is still haunted by the ordeal five months
later and fears for the security of other captains.
The pirates found a metal grinder and started attacking
the door. In a desperate attempt to keep them at bay,
Thomas grabbed a water hose and began spraying the
tool, electrocuting one of the intruders, he said.
“It’s been hell,” Capt. Wren Thomas, told the media.
“I have major PTSD. “There’s things out there that
happened to me that I don’t even want people to know
about,” he said. “I was a certain man when I went to
Nigeria and when I came back, I’m a totally different
person.”
But they persisted and used a sledgehammer to bash
a hole in the door big enough to stick an AK-47 rifle
barrel through.
Thomas and his engineer, who is also American, were
held captive after the oil supply ship C-Retriever was
attacked off Nigeria’s coast, a notorious piracy hotspot,
on Oct. 23 2013. Fears grew that the pair had been
killed after their vessel was found abandoned in a
Nigerian port.
In interviews, Thomas has spoken about the harrowing
experience — from a premonition he had that his ship
would be attacked, to his feeling that his company
didn’t do enough to help him or his wife, Rhonda.
According to media reports, Thomas had been working
for the firm Edison Chouest for seven years when he
was taken. He claims a series of threats and concerns
about safety — the ship had no guards or security
cameras and logistics were discussed on open channels
— had already made him unsettled.
The night it happened, he told his crew, “Watch out for
pirates,” he said. “I went to bed and laid there waiting
for the knock on the door,” he said.
It came in the middle of the night, his chief officer
reporting that pirates were on board the 222-foot
vessel. They rushed to the bulk tank room and
barricaded themselves behind a steel door with eight
other crew members.
“They started firing rounds in there,” Thomas said.
“I’m like, ‘Look, we either give up now or we get killed
or we get our crew members killed,’” he recalled. “I
started screaming that we were coming out and not to
shoot anymore.”
The captain opened the door and outside stood two
pirates who were none too happy about his waterspraying efforts.
“They wanted to kill me for electrocuting them,”
Thomas said. “I kicked into survival mode really quick.”
He told them he was only trying to put out a fire
and even talked them into letting him retrieve some
medicine before he and his engineer were loaded into a
speed boat and taken to “the bush.”
“It was basically like your Gilligan’s Island hut,” he
said of the pirates’ hideout. Inside were crude beds
fashioned from bamboo with moldy foam rubber mats.
A fire was blazing at all times, making the air stifling
and smoky. They bathed and cooked with filthy swamp
water. They were given a package of ramen noodles to
eat every other day — but only if the captors were in a
good mood.
“They were smoking pot and crack and drinking a lot,”
Thomas said. “It made them real erratic. You know
drugs, alcohol, weapons and anger don’t mix.”
Human
Price of
West African
offshore
shipping
in thePiracy
cross hairs
The 14 pirates at the camp constantly fought and
threatened each other with their guns. “They would
chamber rounds on each other and beat each other.
The tension was always high.”
“When I was driving, I was trying to figure out how I
could do it in my truck. I would get so engrossed in
wanting to kill myself that I would get dizzy. I hated
what I put everyone through.”
“I kicked into survival mode real quick.”
Thomas said there were details he could not discuss:
the full extent of the abuse he suffered while being
held, the amount of the ransom that was eventually
paid, and his current status with Edison Chouest.
One attempt to befriend a kidnapper ended in failure
when the Nigerian lost his temper. “He asked if I
wanted some tea,” Thomas said.
“I told him ‘yes’ then when he got around to it about
an hour later I told him I didn’t want it, since the
caffeine probably wouldn’t be good for me. He went
completely nuts and told me not to ever make him
angry again or I would regret it. He had Satan in his
eyes. I apologized to him and accepted some tea.”
Thomas said he initially thought the negotiations
would result in a quick release. The pirates
demanded $2 million, which he thought was low.
He claims Edison Chouest countered with a $30,000
offer.
He has retained Texas lawyer Brian Beckcom, who
represented the crew of Phillips’ ship, the Maersk
Alabama, as “an advisor,” he said.
“Something more has to be done to protect the men
and women who work off the coast of West Africa
and then to provide for them when they return from
an event like this,” he said.
After seven days, the men were moved to a new
location in the swamp about a half-mile from a
beach. Stop-and-start negotiations continued until
finally it seemed a deal had been struck.
The Americans were taken to town in a covered
boat to meet three Nigerian bagmen who were to
deliver the ransom. Thomas said the trio apparently
skimmed several thousand dollars and were then
beaten until the full amount was surrendered.
At gunpoint, he and the engineer were walked up a
hill and told lie facedown in the dirt next to the three
beaten men.
“Don’t get up until you hear us gone or we’ll shoot
and kill you,” they were told, according to Phillips.
Eventually, the group got in a car and drove to a
hotel, then went to the company offices in Port
Harcourt the next day. The two ex-captives flew to
Lagos, where they were debriefed by the FBI, and
then returned to Louisiana, where they were grilled
by their bosses, he said.
Thomas said the 18-day ordeal left him suicidal
when he was back in the U.S.
“I wanted to end my life. Every time I was alone in
my house, I was trying to figure out which gun I was
going to use,” he told reporters.
Captain Wren Thomas
Source: NBC.com
SHIP to SURE
THE FUTURE TECH YOU WON’T WANT TO SAIL WITHOUT
PS Vita TV
Sony still hasn’t said when the Vita TV will break out
of Japan but we reckon it won’t be too long before
the microconsole begins its Western voyage. And we
can’t wait: between putting our Vita games on the
TV, streaming from the PS4 and potentially dishing up
a roster of TV streaming apps, the Vita TV is a musthave piece of kit for any PlayStationer’s living room.
The trips will fly by...
PANONO
Throw the Panono up in the air and by the time
it lands back in your hands it’ll have captured
an impressive 360 degree photograph. If you
don’t think that’s awesome then you don’t know
awesome.
The ball makes taking panoramic shots as simple
as it should be - just don’t let the dog at it when
you are at home, or the cadet when you are at
sea.
Emperor 1510 Gaming
Environment
Not a gadget as such, more a glimpse at the DP
desks of the future. Luxe gaming chair resembles
something from an implausible Hollywood film about
hackers and includes a Bose 2.1 sound system,
adjustable seat and huge array of connections.
Just add your own PC or console and monitors...or
K:Pos.
13 April -16 April 2014
Annual OSV Forum
Rosewood Hotel, Abu Dhabi, United Arab Emirates
http://goo.gl/dsd3oa
20-21 May 2014
Middle East OSJ
TBC, Dubai, United Arab Emirates
http://goo.gl/3jK68E
22 May -25 May 2014
OSV Brazil
Sheraton Rio Hotel, Rio de Janeiro,Brazil
http://goo.gl/wgpqvZ
28 May -29 May 2014
Sea Asia Offshore Marine Forum
Marina Bay Sands, Singapore
http://goo.gl/spPH00
18 June -19 June 2014
European Dynamic Positioning
What's
On
Guide
Advertise with IDPOA and reach out
to the world of DP.
• Readership over 30,000
• Reach thousands of DPOs
• Over 200,000 hits per month
IDPOA is the place to reach DPOs
- so help your recruitment or
marketing needs while supporting
the world’s first and only dedicated
website and associationfor DPOs.
For the full range of advertising
possibilities, sponsorship packages
on our website, in 6degrees or
e-mail blasts, contact Tony Stein:
Call +44 (0)1892 514508 / email
[email protected]
TBC, London, United Kingdom
http://goo.gl/qEbXpH
23 June -24 June 2014
Dynamic Positioning Asia Conference
Resorts World Sentosa, Convention Centre, Singapore
http://goo.gl/dMJon2
www.dpoperators.org