6degrees

News,Views and Reviews from the

International Dynamic Positioning Operators Association

News,Views and Reviews from the International Dynamic Positioning Operators Asso-

Issue5:
Issue16: Summer2013

What is DP Anyway?
TIME FOR CHANGE

Talking Training

Award Winners

Putting People First

CHALLENGES AHEAD

ONLINE TRAINING

FIXING THE DP ILLS

Cyber Security

Evolution in DP

Which Way Now?

NEW THREATS

NI SCHEME REVIEW

NI or DNV or BOTH

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WELCOME

IN THIS

TO 6degrees, THE E-JOURNAL FROM IDPOA

We recently joined a lively and contentious
panel debate as part of the European DP
Conference in London.
The discussion centred on the
development of the new DNV training and
certification scheme, and also the recent
review of the Nautical Institute version.
Each organisation took its turn to outline
the advantages and benefits it brought
the NI as the established, tried and tested
route, DNV as the new alternative.
While there are positives within each
it was left to IDPOA and a number
of frustrated audience members to
inject a degree of wishful thinking into
proceedings...that of a combined and unified scheme, which can harness the
best of each, while minimising the problem areas.
Each scheme naturally has its pros and cons, it benefits and downfalls, but from
the research IDPOA has conducted, and the feedback from members it seems
clear that neither is really hitting the mark. Nor is it likely too in isolation.
IDPOA has been pleased to be involved in the recent review of the NI scheme,
but from the very first moment we outlined a desire for a DP training scheme
with the capability to provide sufficient supply of trained, certified and competent
DPOs - one which adequately reflects the challenges of gaining DP time on
particular vessel types.
We also stressed the need for a respected, recognised and accepted
certification scheme. Built on a system using a blended approach of
examinations and formalised shipboard training, also online, class room and
simulator training and assessment.
At the moment we are not in a position to have these wishes fulfilled there are
concerns about the newly reviewed NI scheme, but also there are very strong
concerns and doubts about the DNV system, which can see a certified DPO
produced in around 4 weeks, without having served on a DP vessel. This has
had many alarm bells ringing across the industry.
With the debate we have seen that the pressure has slowly built on the NI and
DNV to sit down and find common ground. It could be that are inching closer to
best possible solution that of an independently reviewed scheme which sees
stakeholders playing a role in the process, but not the lead.
While there are still concerns over the difficulties of trainee DPOs accessing
necessary, while we do not have a system of competency assessment which
is felt to deliver then the splintering of DP training and certification will drive us
further from the fostering of industry integration, acceptance and support which
is the key foundation for any scheme.

ISSUE

In this issue of 6degrees we focus

our attentions on a range of issues - but
training and certification are never far
from our thoughts.
The European DP Conference was once
again the talking shop as the great and
the good of DP gathered once again in
London.
This time around there was even more
to debate than usual. The NI and DNV
schemes both feature inside this issue
and we look at the pros and cons of
each.
The NI has been pushing hard on its
scheme review - and we look at the
changes they are seeking to implement,
and we also explain some of the barriers
to progress which we see as major
stumbling blocks.
Its not all training and certification though
- we look at some practical issues too.
Namely cyber security and DP, and
we ask perhaps the most fundamental
question of all...just what is DP?
You may think (we hope) that you know
the answer - but with the rise and rise of
systems which utilise mooring systems
inconjunction with thrusters we ask is it
time for the definition of DP to evolve to
meet the market and the realities in the
field?
As ever we hope you find some of the
debate of interest - you can of course join
in - whether on Facebook, Linkedin or
through the IDPOA website.
6degrees would not be complete without
yet another big thank you to IDPOA
fellow Narcisco Montilla for allowing us
to use his pictures for the front cover and
within 6degrees.
If you have any articles or images you
would like to submit please email us
dpo@dpoperators.org

All the best,

Steven Jones
Executive Director

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

Talking Training
IDPOA has long been a supporter of the European DP
Conference held annually in London. In fact the event
shares an anniversary with the association, and we are
now both moving into our fifth year.

about the various proposals, the means of delivery,

assessment, training and ultimately production of DPOs
but from the feedback from IDPOA members there is
real concern.

As part of our proud supporting role we were invited

this year to take part in an industry expert panel on
training and certification a bone of much contention
across the industry.

Rather than embracing these changes there are serious

questions as to whether we are delivering the safety,
quality and competence which is so important. Are
we driving positive change or just tinkering around
the edges? For instance, does changing the system to
allow shuttle tanker personnel to get seatime make a
better system overall? Or does a certificate granted to
a trainee who has never been on a DP vessel make a
better system? These are the questions which many are
asking, and we are still not any clearer on.

In addressing the conference we began by providing a

little context surrounding the problems, but so too our
involvement. We reminded the audience that IDPOA is
a professional body which constitutes of over 5, 000
individuals from across the DP sector. A group which is
made up of a unique spread of people, from those with
an initial first interest in DP looking to make their first
steps, through trainees, the most experienced DPOs
around as well as lecturers, managers, surveyors,
engineers, ETOs and superintendents.
In short, IDPOA has the holistic view from the human
element perspective, but while this is vitally important,
it is essential that we never lose sight of the fact that
DP is actually just a form of enabling technology. This
means that we are constantly aiming at a moving target
when it comes to the administration, such as training
and certification, which underpins it.
Trying to stay one step ahead of technology is very
difficult the size and speed of change can be
incredibly swift, and that is a huge challenges. We
would not apply the same means of learning today as
we did when BBC micro-computers first crawled into
British classrooms of the early 80s but in the world
of DP we have been trying to apply the same means of
developing and assessing people for over 30 years.
Finally this has led to evolution and refinement of the
process, the systems and schemes in place, and this
Conference has seen us arrive at a new juncture in
DP. Change has arrived in the form of a review of the
Nautical Institute scheme and a newcomer from DNV.
With presentations from both parties w heard much

It remains uncertain as to the benefits which are

proposed through these new schemes. All we can be
sure about is the uncertainty, division and perhaps
likely confusion as we enter a new age of competing
certification.
This cannot be good for the industry over all, and is
a real concern to many individual DPOs, trainees and
to those who are unsure about how to break into the
sector and to pursue a career.
We even hear of concerns within training centres
and we could well be further dividing the industry. The
requirements to meet one training scheme require
vastly greater investment than those who will be
accredited to deliver the otherso what will happen?
Will we end up with a two tier DP schooling system
which will lead to greater problems and uncertainty?
The threat is real, and needs addressing. There are
changes being rolled out which do not necessarily
look like delivering the competent people the industry
needs. The changes we are seeing appear to be focused
on training schemes remaining viable for embattled
shipowners as they juggle the demands of clients. The
systems may make it easier to deliver certified DPOs,
but that is not the end of the problemand so may not
be the correct solution.

Talking Training

The very best DPOs are those who are immersed in

the machine, the technology and their role controlling,
monitoring and staying one step ahead of the system.
This is a mind-set which cannot be easily learned or
absorbed, it takes time, dedication and the skill and
input of the senior DPOs who are able pass on the
necessary knowledge.
There are real concerns that we are at a point in which
the original training system is losing its way, and a
new approach is distrusted and seen as a way of fast
tracking to circumvent the need for time at the desk to
learn and hone the skills which make the best DPOs,
and which ignore simply churn out disconnected,
disinterested button pushers.
It is still not too late to take the time to for all
stakeholders to work together, not to find shortcuts,
but to find the means to bring people into the system
and then through it in a way which delivers robust
reassurances that they are competent, and have
learned the techniques, expertise and knowledge
which will serve them through their career, and which
will reward their employers and the wider industry
with a safer, skilled and more productive professional
workforce.
Today, it is far from clear that we are heading in
the right direction, and that is both depressing and
concerning in equal measure. We are still faced with
problems of getting people the seatime they need
to succeed and we are fanning the flames of a fraud
epidemic in the interim, while we are still uncertain of
the quality of the people we are producing from the
schemes in place.
The Nautical Institute and DNV agreed at the
conference, albeit under intense pressure from the
various stakeholders present, to sit down and find
a way to potentially develop a unified, one-scheme
approach to DP training and certification.
It is not known whether this will, or indeed can happen
but we will continue to try and compel all parties to
work towards a DP training scheme with the capability
to provide sufficient supply of trained, certified and
competent DPOs - one which adequately reflects the

challenges of gaining DP time on particular vessel

types.
A scheme which is respected, recognised and accepted
by industry, which is built on a system using a blended
approach of examinations and formalised shipboard
training, also online, class room and simulator training
and assessment.
As an industry we need to develop people, careers
and drive recruitment and retention all while driving
leaps forward in capability and safety. Having to do this
under different umbrellas of competing training and
certification schemes seems like a recipe for disaster.
The NI and DNV may be already well into their
respective passages as they develop what they believe
to be the right solutions. Sometimes though things
change and you have to alter course lets hope they
are willing and able to take the right actions for the
betterment of all.

what is DP
Anyway

While the future uses of DP technology are up for

discussion, and as the industry begins to wring its
hand at the thought of finding new ships and new
people one interesting question was posed at the
European DP Conference.

steering angle and thruster output for each

thruster. This allows operations at sea where
mooring or anchoring is not feasible due to deep
water, congestion on the sea bottom (pipelines,
templates) or other problems.

Captain Ian Smith asked just what really does and

should constitute DP? It seems are increasingly
unsure as the rules state one thing, but common
sense and changing trends are beginning to
suggest something else altogether.

Dynamic positioning may either be absolute in

that the position is locked to a fixed point over the
bottom, or relative to a moving object like another
ship or an underwater vehicle.

So lets go back to basics - The definition of

DP is laid down within IMO MSC Circular 645 and this states that a Dynamically positioned
vessel (DP Vessel) means a unit or vessel which
automatically maintains its position (fixed location
or predetermined track) exclusively by of thruster
force.
A slightly expanded explanation is given by
Capt. D. Bray FNI in the Nautical Institute DP
Operators Handbook. Bray states that Dynamic
Positioning (DP) is a vessel capability provided via
an integration of a variety of individual systems
and functions.

A computer control system automatically maintains

a vessels position and heading by using her
own propellers and thrusters. Position reference
sensors, combined with wind sensors, motion
sensors and gyro compasses, provide information
to the computer pertaining to the vessels position
and the magnitude and direction of environmental
forces affecting its position.
The computer program contains a mathematical
model of the vessel that includes information
pertaining to the wind and current drag of the
vessel and the location of the thrusters. This
knowledge, combined with the sensor information,
allows the computer to calculate the required

Whether a narrow or widened view is taken, it

seems obvious that thrusters are the key to DP.
But, is this right and should such a ridged view
be taken?
There are different systems which do indeed use
forms of mooring to assist position keeping, and
so we see that a number of issues emerge. The
operations vary from being moored with thruster
assist to being on DP with mooring assist.
There are some monohulls that are moored and
the DP basically controls heading into the net
weather and the position is down to the mooring.
But equally on a moored semi then the thrusters
could be being used to limit oscillation and also to
reduce tensions. We are perhaps in a world of DP
with external forces.
Some vessels use moorings with heading control
and damping for surge and sway, and it is the
assertion of some experts that in some cases the
likes of POSMOOR operations require a skill set
more advanced than that of exclusively thrusting
DP.
Smith ultimately concludes that the IMO definition
of DP is outdated and should be amended to
encompass present and future developments in
the DP world. The word exclusively should be
dropped.

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Videotel Adds
DP Accolade to
Portfolio of Awards
Awards have been coming thick and fast for
maritime training provider Videotel Marine
International which has received six honours
in the past few months. Of special note is
the Award of Distinction, which it won for its
Dynamic Positioning Basic Training Course in
the International Academy of the Visual Arts
annual Communicator Awards.
The DP course won the award for creative
excellence in the field of Interactive
Multimedia. The course, developed in
conjunction with C-MARs the Dynamic
Positioning Centre covers all areas of DP,
including system architecture and basic
principles, together with modes of operation,
operational procedures and risk considerations.
It contains mixed media in the form of text,
images, animations, video and audio and offers
a stimulating and flexible approach to training.
In addition, over the last few months
Videotel has achieved a Golden Reel award
from the Media Communications Association
International (MCA-I) Media Festival for its
training film Hydrodynamics and Interaction;
a Gold Remi award for Hydrodynamics
and Interaction at the WorldFest-Houston
international film festival; a Silver Remi from
WorldFest for The Mariners Role In Collecting
Evidence; an Intermedia Globe Gold award
from the The World Media Festival for Piracy
& Armed Robbery, edition 3; and an Honours
Award from Questar for Avoid the Bite
Malaria Prevention for Seafarers.
Nigel Cleave, CEO of Videotel, said: These
awards clearly demonstrate the effectiveness
of Videotels products as a training medium,
especially the dynamic use of animation and
onboard filming. Realistic demonstrations,

as seen in our training materials, are able

to engage the viewer more emotively and
graphically illustrate good and bad practices in
a way the trainee can clearly assimilate.
We are delighted to receive these awards.
We have a highly qualified and experienced
team of professional animators, multi-media
developers and film-makers at Videotel,
producing accessible training films of
exceptional quality and it is gratifying to see
the international film industry recognising this
expertise.

finding the key to DP Excellence

The European DP Conference stressed once again, if it
were needed, that people are the key when it comes
to the industry. The supply of DPOs is the one part of
the chain which cannot be manufactured, and that is a
concern for all.
The future direction of the DP industry is set to see
the rapid development of a host of new vessels
coming online. The demands are only going to
increase as the use of DP is growing. This has been
further pushed by a flight to quality and capability , as
the fallout of Deepwater Horizon leads the change.
There are a host of interesting challenges ahead and
it is a fascinating time to be within the DP community
however, the dilution of skills is becoming a real
concern. As the pool of experienced DPOs diminishes
the familiar concerns of recruitment and retention
come to the fore.
These are being viewed with great concern across
all parts of the shipping industry but with the huge
potential growth of DP, it is our own sector which is
most susceptible to failure. The fact that it is ever
harder to find, and then keep good quality DPOs is
having a huge impact and there are related safety
fallouts to be considered.
The present and worsening shortage of skilled DPOs,
is reaching a critical mass, and urgent action is
needed. As with all looming crises, there are distinct
stages for those affected. At first we usually have
denial, something we have long past in shipping, this

is then usually followed by the next stage, the finger

pointing.
Rather uniquely there is little external criticism of the
DP sector. Indeed where insurers have scolded other
sectors of the industry, they are seemingly silent on
the issue of DP. Where they have berated the industry
for creating a lack of skills which is likely to lead to
an ever increasing spiral of accidents and claims, it
seems DP is out of sight and mind.
The fact that not a single lawyer or insurer was at
the DP Conference probably tells you all you need to
know about the apathy being shown. This is, in some
ways, a benefit as there is room to find solutions, but
equally it means that there is not enough pressure
being applied to owners to fix the issues.
Time and time again, the wider DP community turns
to IMCA for guidance and insight. That is fine, they
are the experts but lest we forget that they (quite
rightly) are bound by a need to represent the view of
their membersthe shipowners.
We are left in a weird vacuum, where the only people
talking are the owners and everyone simply laps it
up because there is no other credible voice. The do
indeed know what they are talking about, but it is the
agenda set by owners. It is the mantra of commercial
gain and driven by a pursuit primarily of profit. We
need another counter point, an independent expert
repository of DP excellence and insight.

What we can perhaps all agree on is that a shortage

of good quality people inevitably leads to accidents.
While the DP sector has an incredible safety record
by comparison to the mainstream, the problems of
recruitment and retention will catch up with us one day.
We are seeing that groundings and collisions are on
the rise, and it seems shipping is feeling the pain of
poor quality manning, and that agony will inevitably be
passed onto the rest of the industry. With partial losses
also up dramatically, the pattern of dwindling supply of
quality personnel is having a visible and vivid effect on
safety, and experts believe that shipping is quite simply
overwhelmed by inexperience.
The problems could actually be worse than we realise
in fact vast swathes of the supposed DP Experience
we do have logged across the sector is not actually on
DP and not actually experience. There is a reliance on
hours and days logged but no-one truly knows how
much is real or simply flogged.
This is a worrying, and a major problem is developing,
but perhaps we need to look deeper and ask why there
is a shortage, and what can be done about it? The
verdict of most senior DPOs is simple that companies
have simply failed to bring trainees into the system.
With most new builds being DP equipped there are
simply not enough suitably trained people to operate
DP vessels. According to IDPOAs member feedback,
regardless of the training schemes, ship owners are
responsible for the lack of properly trained and certified
DPOs.
There is repeated criticism that owners are reluctant
to provide training and space on board for junior
DPOs. So, it is seen that the root cause of the industry
manning malaise is the lack of commitment of many
ship owners to train their people.
Owners all want DPOs but too many do not support any
training needs let alone spend money on training DPOs.
Fuelled by a paranoia that trained DPO will join another
company once they are fully certified, the industry is
seemingly trapped in a dreadful nose dive.
Companies are so concerned about providing DPOs for
competitors that they stop training their own which in
turn drives a rise in poaching, this is a real case of an
industry cutting its nose to spite its face. This is not a
problem which can be fixed by refusing to train people
in fact that will only ever exacerbate the problem.
It is never too late to start over, and the DP industry
needs to shake itself from its slumbers and do just

that. It needs bold and brave leadership to recognise

that in training new DPOs, yes some may be lost to
the competition but equally many may stay on if
the employment on offer is attractive. This is about
retention management, keeping people happy and
wanting to remain a part of the company.
In essence it would seem that we need an overhaul of
not just the standards and the systems in place, but of
the attitudes too. With the right steps to ensure positive
retention, then training standards can be enhanced and
this will drive improvements in safety.
The message therefore seems simple we need to
train more DPOs and we need a system of doing so
which doesnt allow people to become trapped part way
through as they cant get seatime and equally we do
not want to see a means of being churned through a
system in a month without any onboard experience.
The tangible returns of investment in new DP tonnage
may be easy to calculate, but if this is not matched
by investment in people then the gap between an
expanding DP fleet and a vanishing workforce may
never be fully reconciled. As we stand today and look
across this gap in recruitment and retention it is in
danger of becoming a yawning chasm and that is an
concern which needs to be voiced by all.

Cyber Security

CYBER SECURITY AND DP

One issue which has become increasingly important
in the world of DP, and which will continue to gain
prominence is that of cyber security.

are increasing concerns that criminals, pirates and

ominously, terrorists may catch on.

With manufacturers taking control of DP vessels

remotely, and with cheap Chinese made Global
Navigation Satellite System (GNSS) jammers able
to cause chaos, it seems that the more sophisticated
the vessel, the more vulnerable it could be to outside
interference.

Jammers transmit a low-power signal that creates

signal noise and fools a GPS receiver into thinking the
satellites are not available. They can be used to confuse
systems, which could have devastating consequences.
But the real threat is the unknown, and some experts
fear terrorists could use high-powered jammers
to disrupt GPS reception on vessels or in military
operations.

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

to be on the agenda for governments, companies and
DPOs alike. The United States is set to launch a new
Government Accountability Office (GAO) study on
cyber-security in the maritime domain. Based upon
a request from the U.S. Congress, GAO has started to
identify the extent to which: (1) cyber-security threats
are an active concern within the maritime environment;
(2) whether current laws and regulations recognize and
address such cyber-security threats; and (3) what steps
U.S. federal and non-federal stakeholders have taken to
identify and mitigate maritime-related cyber threats.

The devices pose serious societal risks, and theyre

unquestionably illegal to buy and use in the United
States. The FCC is bullish about pursuing anyone
who buys a GPS jammer and will prosecute and jail
anyone who uses one. Yet theyre easily bought online,
and their proponents say they should stay that way.
GPS jammers can be bought for as little as $50 from
numerous online sources, though thankfully these are
low powered and would be unlikely to be able to impact
vessels off the coast.

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

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

However, according to research, the GNSS system has

the equivalence of a 40w light bulb at 10,000 miles
distance - so a 1w jammer could block GNSS over wide
area.

CYBER SECURITY AND DP

Concern over the impact of jamming the GNSS is
growing. David Last, an Emeritus Professor of Bangor
University in the U.K. and a well-known authority
on criminal use of GPS jammers has said, GPS is
so embedded in the transportation, manufacturing
industries and economies of our societies that the risk is
high.
The US Air Force -- tasked with deploying and
maintaining GPS satellites -- acknowledges that GPS
systems are vulnerable, since they are widely available
for public use.
GPS design has incorporated measures to ensure signal
availability to users in a war fighter environment, said
Andy Roake, chief of current operations at US Air Force
Space Command Public Affairs. An element of signal
availability is jam resistance, and that has been a key
focus in the development of the satellite constellation,
the ground segment, and military user equipment.
It is an important part of what weve done with our
GPS constellation, and we continually work to improve
jam-resistant capability. However, we cannot discuss
technical elements of how we achieve this due to the
sensitivity of revealing capabilities to any potential
adversary.
Technology to automatically counter the threat of GPS
jamming has been successfully demonstrated in recent
trials. A prototype resilient PNT (positioning, navigation
and timing) system has used an alternative technology
to transmit mission-critical data in the event of GPS
loss or failure. The trials were successfully completed
between 28th February and 1st March 2013.
The prototype system was integrated into the bridge
of the vessel and monitored the performance of
independent PNT sources in order to provide the
best available. As such, when GPS was deliberately
jammed, the system switched automatically to provide
Enhanced Loran (eLoran) derived PNT information to the
connected bridge systems, allowing them to maintain
operation and enabling the mariner to continue to
navigate safely and efficiently.
While government agencies are naturally hesitant
to discuss how they detect or dissuade jamming
equipment, or how next-gen GPS satellites will be
improved to make jamming more difficult.
GPS security issues are not solely related to
technological protection there have been instances
such as the grounding of the cruise ship ROYAL

MAJESTY which should be a warning to all navigators of

the dangers of relying on one source of information.
The ship went aground whilst on a cruise with over
1,000 passengers onboard. The GPS had reverted to
Dead Reckoning (DR) Mode after an antenna cable had
parted and was thus not giving an accurate fix. In spite
of being in coastal waters, the watch officers placed
over-reliance on the information given to them by the
automated features of the integrated bridge system.
While this was not deemed to be a suspicious or
malicious act it highlights that a terrorist could be so
minded to induce deliberate sabotage by simply cutting
a wire. Navigation is susceptible, and so DP operations
are too.
While jamming or deliberate tampering may pose
some degree of threat for DP vessels, more concerning
are the elements of remote system access, and the
potential vulnerability to viruses which such contact can
bring.
As an example of what is currently available, the
Marine Technologies (MT) Remote Access and
Monitoring (RAM) system provides MT customers with
telephone support, remote monitoring, troubleshooting,
diagnostics and technical service management, while
giving factory-trained technicians complete onboard
system access.
The RAM system is designed to support MTs dynamic
positioning (DP) systems, thruster control systems,
integrated bridge systems, vessel automation systems
and C-Comm vessel communications systems. The
system gives technicians and engineers the ability to
monitor a vessels critical onboard systems anywhere in
the world.
An MT system can raise an automatic vessel alerts to
the MT Support Center. If a vessel alarm is activated,
the Support Center will receive an e-mail, open a
trouble ticket, access the vessel, correct the problem,
and then submit a full report via e-mail to the customer.
The company states that, No customer interaction
is needed which is perhaps rather frightening and
sinister. While MT naturally stresses the security
safeguards and elements they have in place, it is not
hard to see how such access and control could pose
concerns and it seems that cyber-security is an issue
which will become ever more centre stage as system
sophistication increases and the threats posed become
heightened.

TE VR OAL I UNT I I NO GN
Much of the recent talk has been focused on the NI
versus DNV DP training schemes. What has perhaps
been lost in this, has been the review which the NI has
conducted through the first quarter of 2013.
According to Regina Bindao, the Director of
Accreditation at the NI - there were numerous drivers
for a review of the scheme. These include:
The growth and complexity of the DP Market
The needs of different ship types and systems
The technical developments shaping the market
Potential new certification schemes - from flag
States and commercial bodies too
There was also a need to perform a gap analysis on
the training content.
All in all, there was felt to be a clear need for a review,
and so this was put to the DP community - which
was seen as consisting of the NI, DP Training centres,
IMCA, IDPOA, OCIMF, ICS and IADC.

Over the course of many teleconference calls, the

schemes needs were assessed and debated. Through
a breakneck review, the NI set about ensuring that
industry input was listened to and acted on.
Ultimately, perhaps predicatably, it proved difficult
to reconcile the views and needs of some of the
stakeholders in the Scheme and the final outcome was
inevitably a compromise based on best fit.
The results, covering a new Shuttle Tanker Scheme and
a revised general Offshore Sector Scheme, have been
communicated to the industry through conferences
and other means since April 2013 and have generally
received a positive reaction. However, during the past

few weeks, some representative bodies, and one in

particular, have disagreed with parts of the revised
Scheme or required clarification of certain aspects. This
situation clearly impacts on the whole DP industry and
creates uncertainty.
As a result, the NI has been working hard to resolve
these issues and provide the clarification required so as
to be able to give clear guidance to the DP industry as
quickly as possible. When final agreement is reached
with the industry stakeholders, the NI will provide a full
and detailed document to the industry.
The NI knows and understands the need to provide
enough time to companies and other organisations
to communicate the changes to their people,
especially the trainee DPOs. Therefore, the NI will
assess the need to extend the time to implement
the new schemes and the revalidation of the DP
certificates (currently set as 1st January 2014)
and will communicate this through Institute and
industry representative bodies. We would like to
count on understanding and your collaboration to
promulgate this notification so as to manage industrys
expectations.
The key proposed changes:

Training EVOLUTION
IDPOA Issues raised:

Scheme Timeframe - The
proposal to reduce the scheme from
a 5 year to 4 year timeframe is seen
as undermining the process.
Cutting the available time to
complete the training, combined
with the proposed move to increase
pre-simulator training from 30 days
to 60 days is a double whammy
which could have a hugely damaging
effect on recruitment.

Seatime there is already

a real and on-going problem with
trainees gaining 30 days to attend
the simulator course, increasing
the time to 60 days will exacerbate
the situation. There has seemingly
been no effort to find solutions to
this problem and as such we cannot
support this proposal.
Verification Concern was

expressed regarding the proposal
that the vessel will verify the task
book entries and the passive time.
It was felt that this was in essence a
cheats charter, open to abuse.
DP certificates There are

potential issues with streamlining
from LIMITED and UNLIMITED
certificates to a general training
certificate for Offshore Industry. The
proposal does not detail what will
happen to past certificates.
Revalidation Is a cause

for concern, and we do not believe
the risks have been adequately
explored. We have recommended an
independent review of this issue and
the potential effects on individual
DPOs, and also employers.
DPO Competence - The

proposed changes to the scheme
appear to focus on structure
and process, rather than end
deliverables. Without a route map
to competence it seems the proposal
is simply a re-jigging of the original
with some arbitrary figures changed.

Manual Handling While

the required DP tasks allude to
various aspects of manual control
it was not felt there is sufficient
emphasis on demonstrating
competence in this regard. It was
felt that some form of wording
reflecting the importance of this
aspect of operations should be
included along the lines of,
Demonstrate competence in
manoeuvring the vessel using
manual controls jointly and
individually.
Shuttle Tankers It was

our assertion the move to have a
separate and distinct approach for
one sector potentially weakens and
undermines the training process. By
accepting that the scheme is not
fit for purpose for one vessel type
then we are seemingly calling into
question the whole process across
the board.
Vessel Specific
Certificates - We support the

concept of the NI certificate as being

a license to continue learning the
basic building block of a thru life DPcentered career.
Once a DPO has the NI certificate,
then we believe they can focus on
vessel specific operations and forge
a career within their chosen field. By
introducing a range of certificates
we are potentially limiting the
movement of DPO between trades,
which may ultimately undermine the
recruitment and retention of DPOs.

Guidelines There was

concern that too much emphasis
is placed on IMCA M117, and it
was felt that the scheme should
include the development of a formal
shipboard competency assessment
process using 117 as guidance to
the minimum areas to be addressed.
Shipboard Assessor

It was felt that the proposal
should formalise the concept of a
shipboard DP assessor. With a

heightened emphasis on passive DP

time, it was felt important that those
conducting the training elements
within this are recognised and
developed.
Members wished to see a more
formalised Senior DPO role
developed, with scope for mentoring
and overall responsibility

Passive Tasks There is

no detail as to who the passive
tasks are recorded by. Given that
this time may be open to abuse it
was recommended that these should
be logged as a form of journal on
a daily basis. There were concerns
that the Master will not be able
to recall active versus passive DP
time as a lump figure when a DPO
is paying off. Breaking it down will
assist in highlighting potential fraud
or misreporting.
DP Lecturers There was

concern about the potential dumbing
down of DP training, based on the
requirement for DP lecturers to have
only 1 years DP experience and
perhaps as little as 2 weeks teacher
training. It was felt that where a
proposed lecturer has limited DP
experience, they should be required
to have a more advanced teaching
qualification.
There is also the point that DP
lecturers could soon have achieved
their DP certificate through the DNV
scheme and so we do not believe
this is adequately addressed within
the review.

In summary - With regret, IDPOA

did not deem the review to be

complete or the findings acceptable.
The current changes have made
a system which may deliver more
DPOs, but we question whether it
will make them better DPOs.

We have pressed for an independent

review of the scheme and ultimately
the deliverables of the framework.

What course should be steered?

Which Way Now? DP Training Divided

After exclusively administering DP-Training for the last
30 years the Nautical Institute now has a competitor.
Launched last year, Det Norske Veritas with its
subsidiary SeaSkill together with the Norwegian
based Marine Simulation Centre SMSC have developed
their own independent training scheme for DP
operators, which has already received governmental
recognition.
At many points the new system differs significantly
from the already established one. Here Philip
Berberich provides us with an independent assessment
of the DP training schemes on offer. Additionally,
the US Coastguard together with the US Flag State
authorities are said to be about to step into the field
of DP training and certification too. This will further
fuel the diversification and uncertainty, leaving DPOs
with questions of when, how long and where is my
respective ticket valid?

Competence v. Training
A major industry concern is the fluctuating level of
competence among newly certified and existing DPOs.
One of the principles the NI system is based upon
training via tick of tasks, two short shore-based
courses and predetermined times on board. Typically,
this means that a prospective DPO would be mainly
trained by sailing on a particular vessel for a
predetermined time with the senior staff on board
mentoring him/her.
This has definite advantages regarding practical
experience but depends on the senior operators skills
and willingness to teach. Not to mention competence
assurance being highly subjective without having a
defined competence catalogue.
The DNV system approaches DPO training the other
way around. It has a predetermined competence
catalogue (DNV standard No. 3.322) to be thoroughly
tested in a one day theoretical and practical (simulator)
examination.

Structured suchlike; the goal (being competent

enough to pass the exam) is clearly set while the way
to achieve the appropriate level is flexible. This top
down approach also allows a streamlined certification/
recertification process, traceable assessments and
the assurance that all DPOs have the same level of
competence regardless of country and/or operator they
are employed.

Examination
To ensure DPOs achieve a uniform standard it
is essential to have an independent and global
assessment system.
After its review the NI scheme will include a final
assessment upon completion of seatime. It will be
executed by the Master of the trainees last vessel - at
the end of the mandatory seatime.
This arrangement raises concerns over whether the
assessment is independent and varies to the standards,
of Masters/SDPOs. Decisions will be subjective and thus
TrDPOs level of competency will differ. Not to mention
the vulnerability to fraud.
Within the DNV scheme, assessment is realised via
a specific test schedule that includes theoretical and
practical, simulator examination. This involves a greater
cost to training centre for additional staff and technical
facilities. As the assessments are part of the centre
accreditation process; all assessments are likely to have
the same standard worldwide.

Revalidation
Despite the need to ensure qualified DPOs maintain
their currency; the revalidation process should be free
of uncertainty and administrational effort.
The revalidation process within the DNV scheme is
straightforward; the DPO has to demonstrate that he
is as competent as he was when tacking the initial
assessment. Therefore, he has to redo the complete
final examination mentioned above.

Which Way Now?

The certificates issued by DNV approved training
centres remain valid for a period of five years. If
they have done real DP related work, they should
be able to pass the assessment without problems. If
not, the lapsed DPO will repeat the training from a
predetermined point. This streamlines the certification
process significantly. While critics question whether this
could be an opportunity for training centres to increase
their income.
The NI revalidation is based on time spent in a certain
position; it cannot be guaranteed that the DPO is
still sufficiently competent to fulfil his duties. The NI
scheme now requires revalidation for every ticket older
than five years.

Gaining Experience
Within the NI scheme a majority of hands on training
comes whilst on the ship. With its on-going review the
NI is no longer looking at valid sea time as engaged in
significant DP operations but purely desk time only.
This strict approach in conjunction with transferring
important activities like mobilisation, power
management, etc. to the task book or even omit them,
may open the door to more fraud (TrDPOs having
problems collecting the seatime within the timeframe),
more bureaucracy, and more pushbutton operators.
There are also issues of whether the task was executed
satisfactorily, a highly subjective and contentious issue
- which seems much emphasis on the experience of the
countersigning SDPO, which may be insufficient.
The DNV scheme has a different approach to hands on
training and practical experience. On board time can
be substituted by intensive simulator training.
There have been concerns that the DNV system
provides not enough real life experience if the student
is choosing to substitute seatime with the simulator
course. However, as the DNV system focuses on the
deliverables, a prospective DPO is gaining of experience
and competence is perhaps secondary at this point.
Highly sophisticated simulators are able to confront
trainees with nearly all the tricky situations one can
face on board. If this approach was adapted by the
NI system it would mean that a TDPO would not have
to gain a specific amount of seatime, but stay until he
reaches the required level of competency - as assessed
by training experts and professionals - the DP lecturers.

Costs
The financial aspects remain key, excessive costs for
training can be a barrier. Expenses associated with the
NI scheme are for the induction and simulator course
and perhaps for carrying the prospective DPO as an
additional officer until they gain the full certificate.

While the DNV scheme involves higher costs for the

TrDPO to be trained. This mainly results from the
extensive use of simulators and the assessment system
used. Additional costs arise if the trainee is either sent
on board or if the vessel operator chooses to send the
trainee on a simulator course.
As the DNV system is fairly new with actually only
one training centre conducting DNV courses (though
they claim to have 30 centres signed up) it is hard to
estimate whether or not vessel operators and DPOs are
willing to the pay higher prices involved with having
DNV training.
However, the costs are likely to drop as soon as more
centres enter the market and it does stop TrDPOs
spending their own money on the NI scheme, only to
find themselves unable to gain seatime.

Bureaucracy
The DP sector demands training without excessive
administrative hurdles and with a certain amount of
flexibility. In an attempt to reduce bureaucracy the
NI has recently introduced an online system. The
prospective DPO has to send in all documents needed
via the NI webpage. However, to counteract fraud the
original documents still have to be sent in.
This procedure, together with new regulations
regarding active and passive seatime suggest a greater
administrative effort, leaving some DPOs and vessel
operators waiting for three weeks or much longer
before receiving their new or revalidated tickets.
Contrary to the centralised NI approach, the DNV
scheme leaves the certification to the training centre
conducting the final assessment. This represents a
more streamlined approach, as the DPOs have to meet
a certain level of competency and not timeframes.

Switching Streams
There is also a one for all approach for revalidation,
meaning that it is the same for everyone (active DPOs,
trainers, consultants, etc.). This is achieved through
the competence based system already mentioned
above and additionally reduces bureaucracy.
Since all DNV centres are working according the same
standards, changing between the centres within the
DNV scheme seems to be easy and trouble free.
Changing from NI to DNV is possible, but from DNV to
NI is not allowed. This should to be considered when
choosing either route. Issues accepting the other sides
certificates also possibly increases in bureaucracy,
resulting in hurdles hard to conquer if one has to
change between the systems.

Which Way Now?

What makes the difference?

The two DP schemes differ significantly, the following shows the key differences:

Training
NI

Training is task
specific. A given
amount of tasks
(theoretical and
practical) haves to be
completed and signed
by a senior DPO. This
is accompanied by
two training centre
courses. Specified seatime is a requirement.

Training centre
DNV
NI

DNV

Training is based on
gaining a level of
competence allowing the
prospective DPO to fulfil
the requirements to pass
the end exam. Seatime
is not a must have,
although the trainee is
likely to fail in the final
exam if she/he has not
the relevant amount of
experience.

Training centre has

to comply with the NI
simulator and training
centre certification
requirements. One
trainer per course
with a minimum of
one year experience
on board a DP vessel
and with a one week
tuition course.

Assessment Assurance
NI

Level measurement
via ticking off the
appropriate task.
Assessment upon
completing the
scheme by master
of respective vessel.
No predetermined
assessment. Worst
case: no independent
and measurable
assessment and
possibly subject to
fraud.

DNV

Level measurement
via predetermined and
measurable theoretical
and practical
examination at the
end of the scheme.
The assessment has to
be independent from
training, hence there
has to be a separate
examiner to conduct
the final assessment.

DNV class A simulator

with statement of
DP compliance plus
assessment software
that allows tracing
of trainees inputs/
actions included
into the simulator
is required. Needs
three trainers to
conduct training.

Costs
NI

Costs arise for courses

and are eventually
carried by the
shipowner for out of
having the TDPO on
board the vessel as an
additional officer.

Future development

With the USCG likely to develop their

own training scheme there will be at
least three DP training schemes each
providing a DP certificate/licence.
Looking at the commercial and country
specific interests it is likely that we
may have even four, five or more
additional schemes. This will further
drive the already on-going when /
where / how long concerns many in the
industry have as no proper certificates
of equivalent competency (CEC)
arrangements have been made. If this
is not done the hurdles for interchange
of personnel and therefore knowledge
throughout the industry would increase.

DNV

Courses are more

expensive due to
the fact that more
personnel and
a higher graded
simulator has to be
used. Additional costs
apply for examination
and if the TDPO
chooses to substitute
the on board course
with the additional
simulator course.

Consequently, the result will be an

integration of DP training into part A
of STCW, passing the responsibility for
training to the flag States. As they are
likely not to have sufficient manpower,
outsourcing the DP certification to third
parties e.g. Industry bodies, Class
Societies, etc. could be a solution.
Having more than one scheme - the
competition will hopefully motivate
the players in the market to keep their
quality on a high and the costs on a low
level. However, the additional costs
involved in gaining DNV accreditation
(simulator personnel, etc.) could
preclude training establishments from
even considering the scheme.

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 CVs 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
If you have DP positions to fill... Email us to find out more about promotional opportunities: dpo@dpoperators.org

Positions CURRENTLY ADVERTISED

ONLINE WITH THE FOLLOWING
COMPANIES

JOB APPLICATION WARNING

- 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.

SHIP to SURE

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