THE NAUTICAL INSTITUTE
CERTIFICATION AND
ACCREDITATION STANDARD
Vol 1 – Training and Certification
January 2023 – Version 1

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DISCLAIMER
While every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. Likewise, The Nautical Institute cannot be held responsible for any damage toproperty, trainers or operators while following these guidelines. This information is produced in good faith, but
we cannot guarantee the accuracy and/or completeness of the information, which is produced for guidance
purposes only.

© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org
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DOCUMENT VERSION CONTROLNI Certification and Accreditation Standard Vol 1 – Training and Certification
Title
NI Certification and Accreditation Standard Vol 1 –Training and Certification

Version1

Date
20/01/2023

TABLE OF CHANGES
Page Subject

39 &
40

SECTION 6: Revalidation
Criteria and Conversion
Routes for DP Certificates

65 &Failure Mode Checklist
85

207

Annex K- Continuing
Professional
Development (CPD) forrevalidation of the
Nautical Institute DP
Operator Certificate andDPVM Certificates

Original content v2(January 2022)

New content v1(January 2023)
Amended as per Annex K- CPD
Standard. CPD Conversion
The Failure Mode Checklist has been
updatedNew

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Contents
SECTION 1: Introduction to the dynamic positioning operator training .................................................. 5
SECTION 2: Information applicable for all DP operator training schemes ............................................ 12
SECTION 3: Offshore Training Scheme ..................................................................................................... 16
SECTION 4: DP Self-Elevating Platform (Jack-up) Training Scheme........................................................ 24
SECTION 5: Shuttle Tanker Training Scheme ........................................................................................... 28
SECTION 6: Revalidation criteria and conversion routes for DP ............................................................ 32
Annex A – DP Induction Course................................................................................................................ 44
Annex B – DP Simulator Course................................................................................................................ 56
Annex C – DP Seatime Reduction Course ................................................................................................ 78
Annex D – Shuttle Tanker Course A ......................................................................................................... 94
Annex E – Shuttle Tanker Course B ........................................................................................................ 100
Annex F – DP Revalidation Course ......................................................................................................... 108
Annex G – DP Refresher and Competency Assessment Course ........................................................... 126
Annex H – The Nautical Institute DP Emergency Shiphandling Course ............................................... 145
Annex I – Training and Certification Scheme for Key Technical DP Personnel (The DP Vessel
Maintainer Course) ................................................................................................................................. 156
Annex J – Training and Certification Scheme for DO Station Keeping Systems for Remote
Operations ............................................................................................................................................... 190
Annex K - Continuing Professional Development (CPD) for Revalidating for The Nautical Institute
DP Operator Certificate and DPVM Certificates .................................................................................. 207

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SECTION 1 : Introduction to
the dynamic positioning
operator training

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1.1

Introduction to the Dynamic Positioning Operator Training
Standard
This document provides guidance on the Dynamic Positioning Operator (DPO) Training Scheme forproviders wishing to be accredited to deliver training and for prospective DPOs.
The DP Accreditation and Certification schemes were developed by The Nautical Institute (the N I),
working in association with flag states, the oil industry, the diving industry and offshore contractors toestablish internationally accepted standards. It has been operational for the past 30 years.
The NI’s Dynamic Positioning Operator (DPO) Training Scheme is an industry-recognised professional
development route to becoming a qualified DPO. The scheme is managed by the NI for the benefit of
the industry and includes the DPO certification criteria, certification processes and the accreditation of
the training providers against agreed standards. Until 2013, it was the only training scheme for DPOs
accepted internationally by the offshore industry and DPOs certified by the NI are often stated as arequirement by DP vessel charterers.
In September 1983, the scheme was adopted as an internationally accepted standard for any DSV orother DP-operated vessel working within 500 metres of any offshore installation by 105 out of 110 oil
industry and major oil company representatives at a working conference in Aberdeen. It was rapidly
recognised by the oil Industry on a worldwide basis. Less than a month after the Aberdeen conference,the scheme was accepted as an official guideline by the then Minister of Energy for the UK North Sea
operations. Shortly afterwards, it was also adopted by other North Sea operating flag states.
The NI has developed this standard in view of the IMO including DP training within Part B of the STCW
Code and Convention (see end of this section). These standards have been developed and kept up-todate with the full engagement and cooperation of all key stakeholders by working through the Dynamic
Positioning Training Executive Group (DPTEG) and its regional training provider (RTP) groups.

1.2

The International Safety Management Code (ISM) and dynamic
positioning (DP) training
The scheme is considered as initial training towards the DP Certificate. Further training and experienceshould be provided by the company as per IMCA M117 guidelines and the ISM Code.
The objectives of the ISM Code are to ensure safety of life at sea, prevent human injury or loss of life
and avoid damage to the environment, in particular to the marine environment.
All companies operating and/or owning ships must:• Provide for safe practices in ship operations and a safe working environment• Establish safeguards against all identified risks• Continuously improve safety management skills of personnel ashore and on board ships, including
preparing for emergencies related to both safety and environmental protection• Comply with all mandatory rules and regulations• Ensure that applicable codes, guidelines and standards recommended by IMO, flag states,classification societies and marine organisations are taken into account.
In regard to DP training, the ship operator, whether owner or charterer, must ensure that the DPO
undertakes the required initial training, including shore courses (Induction and Simulator), and also thatthe operator is completely familiar with the equipment installed on the ship, both for normal operations
and emergency situations.
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The NI does not provide DP training. Instead, it accredits training institutions to provide training totrainee DPOs. A list of accredited DP training providers can be found on the NI’s website,
http://www.nialexisplatform.org
The DP Operator Training Scheme is based upon the completion of a number of components and theparticipation of many parties, namely the prospective DPO, the vessel owner/operator, the Master andDPOs of DP vessels and the training centres. This document provides guidance to these parties on therequirements and operation of the scheme. The NI issues the final DP Certificate to prospective DPOs
upon satisfactory completion of all training phases.
This certification scheme applies to prospective DPOs who started the new Offshore Scheme after
1 January 2015 and hold the grey logbook, as well as trainees who have opted to transfer from the oldto the new Offshore Scheme.
The old Offshore Scheme refers to those who started training before 1 January 2015 and who hold theA6 blue/green and A5 black logbooks. Details are on the NI Alexis website.

1.3

The composition and role of DPTEGTo ensure that the scheme continues to meet current industry needs, the Dynamic Positioning Training
Executive Group was established to facilitate communication and input from a broad range ofstakeholders.
The group is a pan-industry forum of training providers, trade organisations and professional
associations that have a remit or interest in DP training. It is self-funded from fees from accredited DP
training providers and currently meets twice a year.
DPTEG’s remit is to:• Review and develop the DP operator training scheme in respect to an ever-changing maritime
industry and regulatory environment• Evaluate its effectiveness in providing the DP industry with trained DP operators• Make decisions and implement actions to improve the DP operator training scheme and promote
best practice• Make decisions on a consensus basis• Promote the standing of the DPO Training Scheme in the best interests of the industry.
DPTEG member organisations are:• International Association of Drilling Contractors (IADC)• International Chamber of Shipping (ICS)• International Marine Contractors Association (IMCA)• International Support Vessel Owners’ Association (ISOA)• Oil Companies International Marine Forum (OCIMF)• Accredited DP training providers represented by their regional representative in the area (RTPs
America, Europe and Asia) and The Nautical Institute.

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ISOA
IMCA

OCIMF

ICS

IADC

NI

DPTEG Chairman =NI member

RTPs

DPTEG Secretary = NI Head of Qualifications M&O

Other organisations may be invited to join DPTEG, as appropriate. The DPTEG operates in accordancewith the terms of reference for this group. For guidance and procedures, see Annex 10 in Volume 2 of
the Nautical Institute Accreditation and Certification Standard.

1.4

The role of the Nautical Institute
The NI facilitates the accreditation of DP training centres, the certification of DPOs and consensus building among DPTEG members and administers the schemes in accordance with the criteria agreed
by DPTEG.

1.5

The role of regional training providers (RTPs)
The training providers are located throughout the world. Since they are widely dispersed and it would
be unrealistic for all training providers to gather in one location, the centres were grouped into broad
regions. These regions are:
• The Americas• Europe and Africa• Asia and Australia.
Each region elects a group representative/coordinator whose job it is to inform the group of DPTEG
developments and gather group concerns/responses in order to relay these to DPTEG or ask that they
be included in the DPTEG meeting agenda. Communication with training providers in their region isaccomplished by email or web forum contact and relayed using the same means to the DPTEG chairman
or other people/groups as appropriate.
Every year each of the three regions holds one face-to-face meeting and one online RTP meeting. Eachtraining centre must send a representative to a meeting at least once every three years as a conditionof accreditation. If a training centre does not send a representative, the centre can relay its
concerns/responses through the regional representative/coordinator. Not sending a representative atleast once every three years is grounds for withdrawal of accreditation. RTPs operate in accordancewith the terms of reference for this group. For guidance and procedures, see Annex 10 in Volume 2 of
the Nautical Institute Accreditation and Certification Standard.

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1.6

Minimum requirements
Following the 2010 Manila amendments to the STCW Convention and Code, The Nautical Institute has
implemented the following criteria for entry into the DP Operators Training Scheme:
The minimum qualification is set at STCW Regulation II/1 - II/2 - II/3 Deck, Regulation III/1 – III /2 – III/3– III/6 Engine and Regulation III/6 for ETOs

STCW

DEFINITION

II/1 Deck

Officers in charge of a navigational watch on ships of 500gt or more

II/2 Deck

Master or chief mate on ships of 500gt or more

II/3 Deck

Officers in charge of a navigational watch and Masters on ships of less than 500gt

III/1 Engine

Officers in charge of an engineering watch in a manned engine-room or designated duty
engineers in a periodically unmanned engine-room

III/2 Engine

Chief engineer officers and second engineer officers on ships powered by main propulsion
machinery of 3,000kW propulsion power or more

III/3 Engine

Chief engineer officers and second engineer officers on ships powered by main propulsion
machinery of between 750kW and 3,000kW propulsion power

III/6 ETOElectro-technical officer

Alternative appropriate marine vocational qualifications (MVQs) will be considered on a case by casebasis. The NI defines an MVQ as a non-STCW Certificate of Competency issued by a White List maritime
administration for use in the administration’s local waters only.
Naval officers with appropriate watchkeeping qualifications and those whose qualification can be foundon the approved list may be accepted into the training scheme without pre-approval or reference to NI.
The approved list can be found on the website, www.nialexisplatform.org. In case of any doubt, training
centres and prospective DPOs should check qualifications with the NI.
Officer trainees (cadets or ratings on a defined training programme):• Prospective offshore DPOs on the new scheme who are in the process of training for an STCW
certificate may complete the DP Induction Course (Phase A), the 60 DP sea time days (Phase B) andthe DP Simulator Course (Phase C). The remaining 60 DP sea time days (Phase D) and thesubsequent suitability sign-off (Phase E) must be completed only after they hold an appropriate
STCW Certificate of Competency.
• Candidates who completed Phase B when they were a cadet are not allowed to claim for STR in
Phase D of the training scheme and must complete a minimum of 60 DP sea time days in Phase D.
• Prospective DPOs on the DP Self-Elevating Platform (Jack-up) Scheme who are in the process of
training for an STCW certificate may complete the DP Induction Course (Phase A), the 60 days on
board with 15 DP operations (Phase B) and the DP Simulator Course (Phase C). The remaining 60
days on board and 15 DP operations (Phase D) and the subsequent suitability sign-off (Phase E)
must be completed only after they hold an appropriate STCW Certificate of Competency.
• Prospective DPOs on the Shuttle Tanker Scheme who are in the process of training for an STCW
certificate may complete the DP Induction Course (Phase 1), the 24 sea time days and two offshore
loading operations (Phase 2), the task section (Phase 2) and the Simulator Course (Phase 3). The
remaining phases must be completed only after they hold an appropriate STCW Certificate ofCompetency.
These rules became effective from 1 January 2015 and reflect changes introduced from 1 January 2016;
they apply to those who have already begun training on the new scheme as well as new starters. The
time permitted to complete the training scheme for those who started the Induction Course after 1
January 2015 is five years.

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Centres should keep electronic copies of students’ documentation for a minimum of five years (or longer
if required by local policies) for audit purposes as well as. They may also be needed for reference should
any questions arise at a later stage of the student’s application process.
MARINE VOCATIONAL QUALIFICATION (MVQ)
Before starting the Induction Course, the candidate must present his/her documents to the training centre.
If these do not meet the minimum requirements as set out in this document, the training centre will advise
the candidate to contact the NI for official approval to attend the course. The candidate must provide a copyof the documents of competency or proficiency and/or any other relevant document as evidence ofqualification. The NI will assess those documents and may or may not issue an authorisation letter to thecandidate to start the course. This procedure must be undertaken before the candidate starts the Induction
Course. Some marine vocational qualifications do not require an authorisation letter - these are listed on thewebsite, www.nialexisplatform.org/certification/.
STCW CERTIFICATE OF COMPETENCY
Training centres are required to ask for, and keep, a copy of the Certificate of Competency of their students
before accepting them on to the Induction Course and the DP scheme. The Certificate of Competency number
should be noted and properly recorded by the centre in the student record as well as in the logbook provided
to them. The NI will require a copy of the Certificate of Competency when receiving their application to crosscheck the information.
OFFICER TRAINEES (cadets or ratings on a defined training programme)
Before joining the Induction Course, officer trainees should present proof, such as a letter from the company
employing them or the college they are attending, indicating that they are on STCW or MVQ training.

1.7

STCW limitations on certificate
From 1 January 2012 to 31 December 2014, DP Certificates were endorsed with the following:
Valid for use in accordance with the privileges of the holder’s Certificate of Competency.
From 1 January 2015, DP Certificates contained this revised sentence:
DP Certificate valid for use in accordance with the privileges of the holder’s Certificate of Competency
and/or Certificate of Proficiency.
From 1 January 2017 this endorsement has been used on all new and revalidated DP Certificates.
This means that the holder may use the DP Certificate only within the limitations allowed by their
Certificate of Competency or Proficiency. This is to allow operators who possess non-STCW local
Certificates of Competency or Proficiency to operate small DP vessels to the limits allowed on thosecertificates, ie within restricted areas/limits from the coast of the issuing state on vessels of a certain
size only.

1.8

Old and the new Training Scheme rules
The old scheme and its policies will remain valid for those who started training prior to 1 January 2015.
All trainee DPOs who started the training scheme before January 2015 will have their training assessed
according to the old DP scheme rules, unless the trainee has opted to transfer to the new offshor escheme. It should be noted that only the Induction (Basic) Course will remain valid when transferring
schemes (no sea time or tasks), provided all training is then completed within five years.

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Trainee DPOs who started the training scheme from 1 January 2015 (ie the Induction Course) will carryon training under the criteria and conditions set up for the new Training Scheme.

1.9

STCW Part B1 - Guidance on the Training and Experience for Personnel
Operating Dynamic Positioning Systems
Section B-V/f*
1.
Dynamic positioning is defined as the system whereby a self-propelled vessel’s position andheading is automatically controlled by using its own propulsion units.
2.

Personnel engaged in operating a Dynamic Positioning (DP) system should receive relevant training
and practical experience. Theoretical elements of this training should enable Dynamic Positioning
Operators (DPOs) to understand the operation of the DP system and its components. Knowledge,
understanding and experience gained should enable personnel to operate vessels safely in DP,
with due regard for safety of life at sea and protection of the marine environment.

3.

The content of training and experience should include coverage of the following components of aDP system:a.
DP control station;b.
power generation and management;c.
propulsion units;d.
position reference systems;e.
heading reference systems;f.
environmental reference systems; andg.
external force reference systems, such as hawser tension gauges.

4.

Training and experience should cover the range of routine DP operations, as well as the handlingof DP faults, failures, incidents and emergencies, to ensure that operations are continued or
terminated safely.
Training should not be limited to DPOs and DP Masters only; other personnel on board, such as
electrotechnical and engineer officers, may require additional training and exper ience to ensurethat they are able to carry out their duties on a DP vessel. Consideration should be given to
conducting appropriate DP drills as a part of onboard training and experience. DPOs should beknowledgeable of the type and purpose of documentation associated with DP operations, such as
operational manuals, Failure Modes and Effects Analysis (FMEAs) and capability plots.

5.

All training should be given by properly qualified and suitably experienced personnel.

6.

Upon appointment to a vessel operating in DP mode, the Master, DPOs and other DP-trained
personnel should be familiarized with the specific equipment fitted on and the characteristics ofthe vessel. Particular consideration should be given to the nature of the work of the vessel and theimportance of the DP system to this work.

* Note there are no corresponding regulations in the Convention or sections in part A of the Code for sections B-V/a, B-V/b, B-V/c, B-V/d,
B/Ve, B-V/f and B-V/g

1

STCW Including 2010 Manila Amendments: STCW Convention and STCW Code. International Convention on Standards of Training,

Certification and Watchkeeping for Seafarers. International Maritime Organization, 2011, p341

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SECTION 2: Information
applicable to all DP operator
training schemes

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2.1

Statement of Suitability
The attention of Masters is drawn to this statement:
the suitability of the officer to undertake full DP watchkeeping responsibility on board a DP vessel.
This is the final assessment of the trainee DPO and Masters should carefully consider whether they areable to affirm the statements within this section before signing.
The Statement of Suitability should be completed at the end of final period of sea time prior to acertificate application being made.
Masters signing this should enter their own DP Certificate number if held. The signature and the ship’s
stamp should correspond to the final entry in Phase D (for Offshore Scheme) or in Phase 4 (for Shuttle
Tanker Scheme). If the Master is not a DPO, the Statement of Suitability will need to be countersigned
by a certified DPO on board.
If the Master is the holder of the logbook he/she should have this section signed by a certificated DPO
or the Relief Master on board, who should enter his/her own DP Certificate number.

2.2Time to complete the training scheme
To avoid deterioration of skills during the training period, all elements of the DP training scheme must
be completed within five years. The five-year rule applies for those who have entered the schemes from
1 January 2015.
When applying for a new certificate and submitting documents to The Nautical Institute, ALL
components of the programme (shore-based courses, DP sea time, task sections, Statement of
Suitability form and other elements) must have been completed within the five years prior to the datethe Statement of Suitability is signed. In the event any of the training phases fall outside the five-year
validity period, the trainee will be required to repeat the expired training phase. Providing all training
has been completed within this timeframe, the time between the date the Statement of Suitability was
signed and the date the application is received at the NI should not exceed three months.

2.3

Company confirmation letter
Trainee DPOs are required to provide a confirmation or testimonial letter from the shipping
companies for all the DP sea time in Phases B and D of the Offshore and DP Self-Elevating Platform(Jack-up) Scheme, or for all the sea time and offshore loading of the Shuttle Tanker Scheme. This isalso valid for those revalidating using any DP sea time dated after 1 January 2014. This letter must
follow the conditions below:• Be written on original headed paper from the shipping company.
• Be signed and stamped by the operations manager or marine superintendent or equivalent. Letterssigned by Masters or agency staff are not acceptable.
• Be written and dated only after the DPO has completed the DP sea time claimed.
• Confirm the total time the applicant has performed as a trainee DPO on board the vessel(s).
• Offshore Scheme: recorded DP sea time must only include actual DP time served on board thevessel(s), not time on leave, attending courses etc. This DP sea time must be broken down and listed
as individual trips and days.
• Offshore Scheme POSMOOR/TAM DP vessels: DP seatime can be claimed on board a
POSMOOR/TAM DP vessel only when the vessel does not have a mooring system deployed. The
company DP sea time confirmation letter must confirm that the time was completed when the vessel

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•
•
•
•

•

•

•

2.4

did not have a mooring system deployed. If applicable, the NI reserves the right to ask for future andmore detailed information, such as deck log.
DP Self-Elevating Platform (Jack-up) Scheme: recorded days on board, number dates and locationsof the DP operations
Shuttle Tanker Scheme: recorded sea time, number, dates and location of the offshore loadi ng
operations.
Limited DPO Certificate-holders upgrading to Unlimited Certificates need only provide confirmationof DP sea time days gained after their Limited Certificates were issued.
DP sea time (for Offshore Scheme), offshore loading operations (for Shuttle Tanker Scheme) and DP
operation (for Self-elevating Scheme): experience not covered by a letter will not be considered forthe DP application unless the candidate can prove extenuating reasons.
The confirmation letter must be obtained by the candidate and sent to the NI with their application,
not afterwards. Applications received by the NI without a confirmation letter for all the DP sea timeclaimed will be treated as a query, which will delay issuing a certificate.
It is the company’s responsibility to cross-check the DP sea time claimed by the trainee DPO toensure that the candidate has completed the proper training and undertaken the correct amount of
DP sea time. Should any false statement be received, the NI reserves the right to take such action asnecessary. The company should check the information that they are confirming against deck/DP logs
and internal information.
The NI reserves the right to undertake spot checks directly with the company to confirm the signees
and any other relevant information for verification of sea time. This includes the daily report of thevessel and the crew list.

Certification application
The attention of trainee and Masters is drawn to the Logbook and Application guides that are available
on the NI’s Alexis Platform website (http://www.nialexisplatform.org/) and on request from the NI.
It is strongly recommended that the relevant guides are read before making an application so as to avoid
incorrect completion of the logbook. Failure to meet the requirements for application of a certificate
will cause a delay in issuing a certificate.
The logbook has been designed so that all elements of the training scheme can be completed andentered. To apply for a DP Certificate, the applicant is required to register his/her personal details andDP sea time online through the NI’s Alexis Platform website.
It is important that every period of service on board a DP vessel should have a start and finish date andbe authenticated by the Master’s signature. Entries without a finish date will not count towards therequired DP sea time.
If the trainee DPO wishes to submit his/her logbook while still on board the DP vessel he/she shouldhave an appropriate date entered; that date may not be in the future. Entries should not be block-signed
or stamped.
The trainee DPO may decide to stay on board after submitting their logbook to be assessed and verified
by the NI. In that case this sea time cannot be used or counted towards DP sea time to obtain the DP
Certificate and/or a future upgrade of their DP Certificate. The NI will only consider sea time gained
after the DP Certificate has been issued.
After completing the online application, the applicant must send the following documents to the NI:• Copy of the STCW or NVQ certificate (page with personal details, validity date and CoC number)• Original DP logbook• Copy of passport personal details page
• Original company confirmation letter/s confirming all DP sea time

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•

Signed and dated PDF checklist available on the candidate’s account after payment. It is compulsory
for the trainee DPO to sign the declaration of data contained in the online application Any othersupporting documentation.

The NI reserves the right to return the logbook and application to candidates who do not apply online
or if anything is found to be incorrect or incomplete in the application or training.
Candidates whose companies have verified that their applications have met the requirements before
they submit those applications to the NI tend to be more successful. Verification also assists thecompany in the management of their DP personnel and their training and progression.

2.5

Loss of certificate or logbook
The NI treats certificates and logbooks as controlled, official documents that cannot exist in more than
one copy. If the new logbook (grey or burgundy) is lost, the trainee is required to provide an affidavit
and police report to the NI. Only the NI can replace the logbook. The logbook will be allocated thesame individual number as the lost one and will bear a stamp on the appropriate pages indicating that
it is a duplicate.
If the trainee DPO holds an old version of the DP logbook, two situations will be considered.
Holders of blue or green logbooks:•
These logbooks are not numbered and only the training centre where the trainee DPO undertook
the Induction Course will be able to replace this document on condition of receiving a copy of theaffidavit and police report from the trainee DPO. Please note some training centres may nolonger hold stock of these logbooks. If this is the case, please contact the NI.
Training centres are required to inform the NI of every logbook replaced and a note is put into thetrainee DPO’s Institute account for future verification. If a DP Certificate has been issued, then the
duplicate logbook and certificate can only be replaced by the NI.
Holders of black logbooks issued in 2013:•
These logbooks are numbered and only the NI can replace them. The original affidavit and police
report must be sent to the NI.
The logbook will be allocated the same individual number as the lost one and each page will bear astamp indicating it is a duplicate.

2.6

False information or fraudulent applications
The NI continues to receive a number of fraudulent DP applications. Staff and training centres are being
especially vigilant and cross-check directly with companies to verify DP sea time claimed by trainee
DPOs. Applications and certificates that are found to be fraudulent may be revoked and the individual
banned from the NI’s DP Training Scheme for a period of up to five years. Others found involved in the
fraud cases may also have their DP Certificates removed and banned from the system for a period oftime. The NI reserves the right not to accept applications or letters from companies involved infraudulent cases.

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SECTION 3: Offshore Training
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3.1

The DP Offshore Training Scheme

By completing the Offshore training scheme within five years the DP operator may receive one of thethree types of DP Certificate:• Unlimited Certificate: for training completed on board vessels classed DP 1/2/3 where at least 60
DP sea time days have been completed on vessels of DP Class 2 or 3.
• Limited Certificate: for training completed on board vessels classed DP1/2/3 where less than 60 DP
sea time days have been completed on vessels of DP Class 2 or 3.
• Restricted to Unclassed vessels: for training completed on board vessels of Unclassed DP, DP Class
0 or a mix of experience on board classed and unclassed vessels where insufficient time has been
completed to be eligible for one of the other certificates.

3.2.

Dynamic Positioning Offshore Scheme courses
INDUCTION COURSE (see Annex A)
This course involves both theory and practice on a simulated DP system and covers the following
topics:• Principles of DP• Elements of the DP system• Practical operation of the DP system• Position reference systems• Environment sensors and ancillary equipment• Power generation and supply and propulsion• DP operations.
SIMULATOR COURSE (see Annex B)
This course principally involves simulated DP operations including errors, faults and failures, giving theparticipants the opportunity to apply the lessons learnt in both the Induction Course and subsequent
DP sea time days. It covers the following topics:• Practical operation of the DP system• DP operations• DP alarms, warnings and emergency procedures.
SEA TIME REDUCTION COURSE (STR) (see Annex C)
The period of supervised DP watchkeeping during the second block of DP sea time may be reduced on
the satisfactory completion of an intensive DP simulator training course.
REVALIDATION COURSE (see Annex F)This course allows a certified DPO to revalidate without the sea time requirement when taken for the
first time, or when taken after a subsequent revalidation with 150 DP sea time days.

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3.3.

Offshore Limited/Unlimited DP Certificate flowchart
The components of the scheme are set out in the following flowchart. To obtain a DP Operator
Certificate (Limited and Unlimited), the route outlined below must be followed. The old scheme routeto obtain a DP Operator Certificate can be found on the DP Help Page of the NI website.

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3.4

Offshore Unclassed DP Certificate flowchart
This flowchart sets out the route that must be followed in order to obtain a DP Operator Certificate(restricted to Unclassed vessels).

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3.5

Phases B and D - DP sea time and tasks
DEFINITION OF DP SEA TIME DAY
One DP sea time day can be counted if the trainee DPO is involved with active or passive DP training fora minimum of two hours per day claimed. The allowance of up to 25% of total qualifying time in passivemode may only be completed during Phase B (up to a maximum of 30 days). A minimum of 75% of thetotal DP sea time claimed must be done in active mode.
NOTE: The wording concerning the amount of passive sea time allowed has been changed to clarify therules for both the trainee DPOs and for the training centres.
Active – with propulsion under the guidance of a NI-certified DPO• Using the DP system to control the ship
• Setting up on DP• Completing task sections combined with DP operations• Time on watch as part of a member of the DP watch or monitoring DP watch (Master)• FMEA trials• Annual trials• Class trials• Charterer trials• Field arrival trials• DP proving trials• Emergency ship handling training using manual controls using ONLY the thrusters available afterworst case failure
Passive – without propulsion under the guidance of a NI-certified DPO• Training on inbuilt ship-based DP simulator on a vessel with simulator mode in the DP system or astandalone DP simulator• Task sections training and assessments by a NI-certified DPO and countersigned by the Master.
Notes about the DP sea time definition• Not all DP training has to be completed monitoring the DP system with the vessel in a high-risk
position.
• Passive DP sea time allows DPOs to gain DP training and familiarisation with a vessel without
exposing the vessel to risk.
• Passive DP sea time can only be claimed between the Induction and Simulator courses.
• Most of the tasks in the task section of the logbook can be completed using passive DP sea time. The
task section of the NI DP logbook clearly states what training can be conducted in passive mode.
• The NI DP sea time days allow for many different DP vessel types and operations and specify theminimum number of hours that will count as a day. If the ship and trainee DPO is engaged in DP for
more than two hours in the day, only one day may still be claimed.
• DP sea time cannot be counted in any circumstances when using the DP autopilot mode.
• It is the duty of the senior DPO (NI-certified DPO on board) to verify and sign off DP tasks.
• DP sea time must be verified and signed off by the Master.
• The definition of DP sea time and the active and passive concept is not valid for the Shuttle Tanker
Training Scheme.
• Position mooring or thruster-assisted mooring (TAM): The time on board a vessel with theclassification of POSITION MOORING or THRUSTER-ASSISTED MOORING (TAM) and DP class notation
can be counted as DP sea time for initial DP training. The NI requires the candidate to present
evidence that the anchor was not deployed for the DP sea time claimed during DP operations when
applying for a DP certificate.
There is one page for each embarkation for recording DP sea time in the logbook. These pages will holdthe information for 10 DP days so additional pages may need to be used to record all DP days for the

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embarkation. The DP sea time dates must be recorded individually each day according to the DP
operation of the vessel. This is to be signed off by the certificated DPO/Master.
Practical training with manual shiphandling is not counted except as stated above. Every trainee DPO
must be able to control a vessel manually, but manual shiphandling training must be conducted inaddition to DP training.
The allowance of up to 25% of the qualifying time in passive mode may only be completed during Phase
B. More details on the definition of a DP sea time day can be found in the ‘Clarification Note from The
Nautical Institute – Guidance to Masters and DPOs, which is available on the NI website.
NOTE: Certified Senior DPO is the DP operator holding a valid NI DP Certificate with delegatedresponsibility from the Master as the senior person in charge of the DP watch.

3.6

DP sea time between the Induction and Simulator courses, task section
A minimum of 60 DP sea time days between these courses is required for completion of the task sectionsof the logbook. Candidates are eligible for admission on to the Simulator Course only if the Induction
Course and task section is in date. Training centres are not permitted to accept students on to the
Simulator Course if the task sections are not fully completed.
Any time gained in excess of the 60 DP sea time days in Phase B, between the Induction and theSimulator Course (to a maximum of 30 days), will normally be counted towards the total requirementof 120 DP sea time days. However, the candidate must complete at least 30 DP sea time days after the
Simulator Course and obtain the Statement of Suitability signed by the Master of the last vessel the
candidate has served on before submitting his/her documents to the NI.
NOTE: Trainee DPOs completing the blended Induction Course return to the training centre within threemonths after completion of the online theory lessons to complete the induction course in its entirety.
No seatime will be accepted until induction course is completed in its entirety.
The DP sea time should be carefully and accurately entered in this section. It is important that the DP
class and the DP system are entered. The dates of joining and leaving the vessel may be confirmed
through the discharge book, but not the DP sea time, which must be confirmed by the company to verify
the DP sea time logged.
Any DP sea time gained while the logbook is at the NI for verification will now be counted towards
gaining certification or applying for an upgrade
The task section can only be signed off by a certificated DPO on board the vessel. Those responsible forsigning this section of the logbook should adhere to high professional standards and appropriately
rigorous assessments of trainees before signing that a training task has been completed.
The tasks must not be block-signed; each task must be signed and dated individually.
The Master is required to countersign each section once all tasks in that section have been completed
and signed by a certified DPO on board. If the Master is a certified DPO on board, then a note shall bemade in the logbook and the Master’s DP Certificate number must be annotated for verification. The
Master can then sign both sections.
If the trainee DPO is the Master, he/she is permitted to sign off the task sections once the certified DPO
on board has signed off the tasks for that section individually.

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3.7

DP sea time reduction
The period of supervised DP sea time days after the Simulator Course may be reduced by a maximumof 30 days by the satisfactory completion of an intensive DP Simulator Course.
This course can be done straight after the Simulator Course, but trainee DPOs are required to do aminimum of 30 DP sea time days on board a classed DP vessel and have the Statement of Suitability
signed by Master after the course. A company confirmation letter is required for verification of that DP
sea time.
As with the other components of the scheme, all DP time or courses leading to reduction of DP timemust have been completed within the previous five years.
The Sea Time Reduction training cannot be used for upgrading a certificate from Limited to Unlimited.

3.8.

Calculation of sea time to issue an Unlimited Certificate, Limited
Certificate or Unclassed Restricted Certificate
UNLIMITED CERTIFICATE will be gained if the trainee DPO has:
• 120 DP sea time days entirely done on board a DP2/3 classed vessel, or• 120 DP sea time days, of which a minimum of 60 DP sea time days are on board a DP2/3 vessel,
which must include the final 30 DP sea time days before the Phase E sign-off.
LIMITED CERTIFICATE will be gained if the trainee DPO has:
• 120 DP sea time days on board a DP1/DP2/DP3 classed vessel where less than 60 required DP sea
time days are completed on board a DP2/3 vessel.
UNCLASSED DP VESSEL RESTRICTED CERTIFICATE will be gained if the trainee has:
• 120 DP sea time days on board a DP Unclassed vessel, or• 120 DP sea time days on board a DP Class 0, or• 120 DP sea time days with a mix of experience on board classed and Unclassed DP vessels where
the conditions identified above have not been met.
Note
DP-certified classed vessel means the vessel must have a DP Class 1, 2 or 3 notations with a certificate
issued by a classification society and not simply be fitted with DP equipment or capability.
Unclassed vessel means one with a DP capability but not classified or certified by a classificationsociety. The NI also considers DP Class 0 vessels fall under this definition.

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3.9

Upgrading from Limited to Unlimited Certificate
To upgrade from a Limited to an Unlimited Certificate, the DPO will need to obtain a minimum of 60 DP
sea time days on board DP 2 or 3 classed vessels, recorded in an NI DP logbook. Any DP sea time logged
on board DP 2 or DP3 classed vessels previously used to obtain a Limited Certificate cannot be counted
again, but any other valid sea time on a DP2 or DP3 classed vessel will count for the issuance towards
an Unlimited Certificate. The NI will implement this on a case-by-case basis.
When applying to upgrade to an Unlimited Certificate, the NI will require the logbook, a new Statementof Suitability upgrade form signed by the Master of the last Class 2 or 3 vessel, the original Limited
Certificate and the confirmation letter from the shipping company for the new sea time experience tobe sent in with the application.
The online application for an upgrade should be carried out before sending in the documents listed
above to the NI. The applicant must use the same candidate customer account number that was issued
prior to his/her first DP Certificate. Once all qualification requirements have been confirmed, the NI will
issue an Unlimited Certificate.

3.10 Upgrading from Unclassed to Limited/Unlimited
Information on how to upgrade an Unclassed DP Certificate to a Limited or Unlimited DP Certificate canbe found in Section 6.

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SECTION 4: DP Self-Elevating
Platform (Jack-up) Training
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4.1

The DP Self-Elevating Platform (Jack-up) Training Scheme
By completing the DP Self-Elevating Platform (Jack-up) Training Scheme the DP operator will receive a‘Restricted to Self-Elevating Platform’ DP Certificate. This type of certification is restricted to DPOs who
have completed their DP training on board self-elevating vessels.
DP Self-Elevating Platform (Jack-up) training is completed differently to the Offshore Training Schemeand trainees should look carefully at the differences. The training scheme uses the same DP Offshore
Logbook for recording the time on board the vessel, but additional documents must be completed.
It uses the same lettered phases as the Offshore Scheme, trainee’s record days on board the DP vessel
and number of DP operations. A minimum of 60 days on board a DP classed vessel plus 15 DP
operations must be completed in Phase B along with the task sections and then 60 days on board a DP
classed vessel and 15 DP operations are also required for Phase D. The days on board in Phases B and
D are to be recorded within these sections of the logbook. The DP operations that are completed during
this time on board will be recorded on an additional form. The DP sea time should be carefully andaccurately entered in these sections. It is important that the DP class and the DP system are entered.
The task section for DP Self-Elevating Platform (Jack-up) Scheme also differs from the Offshore Training
Scheme. A separate task section document has been produced which will replace the task sections
within the logbook.
The task section may only be signed off by a certificated DPO on board the vessel. Those responsible
for signing this section of the logbook should adhere to high professional standards and appropriately
rigorous assessments of trainees before signing that a training task has been completed.
The tasks must not be block-signed; each task must be signed and dated individually.
The Master is required to countersign each section once all tasks in that section have been completed
and signed by a certificated DPO on board. If the Master is a certified DPO on board, then a note shallbe made in the logbook and the Master’s DP Certificate number must be annotated for verification.
The Master can then sign both sections. The signature confirming the time on board the DP vessel inthe logbook should match the Master’s signature for the tasks for the dates that they were on board.
If the trainee DPO is the Master, he/she is permitted to sign off the task sections once the certified DPO
on board has signed off the tasks for that section individually.
Copies of the additional documents required for the DP Self-Elevating Platform (Jack-up) Scheme canbe obtained from the training centre and from the NI Alexis Platform website.
Company confirmation letters are required for all DP operations and sea time.
Any DP sea time gained while the logbook is at the NI for verification will now be counted towards
gaining certification or applying for an upgrade.

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4.2

Dynamic Positioning Offshore Scheme courses
INDUCTION COURSE (see Annex A)
This course involves both theory and practice on a simulated DP system and covers the following
topics:• Principles of DP• Elements of the DP system• Practical operation of the DP system• Position reference systems• Environment sensors and ancillary equipment• Power generation and supply and propulsion• DP operations.
SIMULATOR COURSE (see Annex B)
This course principally involves simulated DP operations including errors, faults and failures, giving
the participants the opportunity to apply the lessons learnt in both the Induction Course andsubsequent DP sea time days. It covers the following topics:• Practical operation of the DP system• DP operations• DP alarms, warnings and emergency procedures.

4.3

Converting from Restricted to Self-Elevating Platform DP Certificate toa Limited/Unlimited DP Certificate
Information on how to convert from a Restricted to Self-Elevating Platform DP Certificate to a Limited
or Unlimited DP Certificate can be found in Section 6.

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4.4

Self-Elevating Platform (Jack-up) DP Certificate flowchart

Definition of a self-elevating DP operation:
Site arrival, set-up on DP, approach andelevation

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SECTION 5: Shuttle Tanker
Training Scheme

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5.1

DP Shuttle Tanker Training Scheme
On successful completion of the Shuttle Tanker Training Scheme the DP operator will receive a
Restricted Shuttle Tanker Certificate. This type of certification is restricted to DPOs who have completed
their DP training on board DP shuttle tanker vessels.
Shuttle tanker training and the definition of sea time is completely different to the Offshore Training
Scheme and trainees should look carefully at the differences. Shuttle tanker training has a total of fourphases to be completed by the trainee DPO as described below:
PHASE 1: DP Induction Course + online examination.
PHASE 2: The activities in Phase 2 can be done in any order*.
PATHWAY A: Minimum 96 days as practical time on board a shuttle tanker with participation in atleast eight offshore loading operations (field arrival, set-up approach, connection, loading,
disconnection and departure). Both criteria must be achieved, ie if the trainee completes only sevenoffshore loading operation within 96 days, it will be necessary for the trainee to undertake more sea
time until he/she completes the eighth offshore loading operation as required OR
PATHWAY B: Minimum of 96 days on board with participation of six onboard simulation loading
operations and four real loading operations (field arrival, set-up approach, connection, loading,
disconnection and departure). The onboard simulators are able to simulate a real experience ofapproach to buoys and positioning during loading operations. The engine and bridge team work
together to simulate problems with thrusters and power management.
ACTIVITIES (Same required for both pathways)•••

ACTIVITY 1: DP Simulator Course to help consolidate general DP theory and understanding aswell as coping with errors, faults and failures + practical assessment + online examination (aminimum of 24 days sea time and two offshore loading operations must be completed before thetrainee attends the DP Simulator Course)
ACTIVITY 2: Training Course A - Position reference system course
ACTIVITY 3: Training Course B – Shuttle tanker-specific simulator course.

PHASE 3: Minimum of 24 sea time days as practical time on board a shuttle tanker with participation inat least two complete offshore loading operations to include field arrival, set-up approach, connection,loading, disconnection and departure. Both criteria to be achieved.
PHASE 4: Statement of Suitability signed off by the Master of the last shuttle tanker vessel. Applicantsmust also provide confirmation letters for all sea time and offshore loading operations.
* A minimum of 24 days sea time and two offshore loading operations must be completed before thetrainee attends the DP Simulator Course.
The shuttle tanker vessel Master and the vessel operating company are both required to confirm thatthe trainee’s practical experience and understanding is satisfactory. This provides the assurance thatthe trainee’s recorded entries are legitimate and that they have achieved at a recognised level ofcompetence.
The Shuttle Tanker Scheme gives an aggregate minimum of 120 days on board and a minimum of 10
loading operations as the pre-certification practical experience. Phase 3 practical experience stage mustcomply with 24 days on board and two complete loading operations – whichever limit is reached last.
There is no option for any sea time reduction within this programme, ie the Sea Time Reduction and

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Offshore Loading Courses will not reduce the sea time required but will be counted for training purposes
only.
Note
Offshore loading operations not conducted with the DP system in use shall not be counted as Offshore
Loading Operations within the training and certification scheme.
Definition of shuttle tanker days: Shuttle tanker sea service days are not the same as those in the
Offshore scheme. Shuttle tanker sea time days are considered the days from embarking to disembarking
the shuttle tanker. However, the times recorded for the offshore loading operations should be done
while the vessel is operating in DP mode.
Submission of an application to the NI for the Shuttle Tanker DPO Certificate shall be made uponsatisfactory assessment of performance. Appropriate confirmations and details from the Master andcompany that the training regime has been complied with are required with the application. Training
entries are to specify the location and type of installations experienced.

5.2

Shuttle Tanker Training Scheme courses
The Shuttle Tanker Training Scheme requires the trainee to complete the same DP Induction and DP
Simulator Courses required of all other DP trainees. In addition, Shuttle Tanker Course trainees mustcomplete two additional courses, as below.
INDUCTION COURSE (see Annex A)
This course involves both theory and practice on a simulated DP system and covers the following
topics:• Principles of DP• Elements of the DP system• Practical operation of the DP system• Position reference systems• Environment sensors and ancillary equipment• Power generation and supply and propulsion• DP operations.
SIMULATOR COURSE (see Annex B)
This course principally involves simulated DP operations including errors, faults and failures, giving theparticipants the opportunity to apply the lessons learnt in both the Induction Course and subsequent
DP sea time days. It covers the following topics:• Practical operation of the DP system• DP operations• DP alarms, warnings and emergency procedures.
COURSE A (see Annex D)One- or two-day training courses that are provided by either the training centres or the manufacturersof position reference systems (PRS). These courses are recognised, not accredited, by the NI. Moreinformation regarding recognition of a course can be found on the website,
https://www.nialexisplatform.org/short-coursesrecognition/recognition/ .
COURSE B (see Annex E)
This is a five-day simulator training course with a minimum of 30 hours of instruction thatconcentrates on shuttle tanker-specific behaviours and includes exercises for a range of offshore
loading installation types. This course is accredited by the NI.

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5.3

Shuttle Tanker DP Certificate flowchart

The components of the scheme are set out in the following flowchart, which illustrates the route that must be followed in order to obtain a Shuttle Tanker Certificate(restricted to shuttle tankers).

Pathway A

Pathway B

Phase 1: DP Induction Course + online examination

Phase 2: 96 days sea time + 8 offshore loading
operations + completion of task section in logbook+
Activities 1-3
Activities in Phase 2 can be completed in any orde r*

Phase 3: 24 days sea time + 2 offshore loading
operations

Activity 1: DP Simulator Course + practicalassessment + online examination* at least 24 days sea time and 2 offshore loadings
must be completed before attendance

Activity 2: Training Course A (Position Reference
Systems Course)
Activity 3: Training Course B (Shuttle Tanker
Specific Behaviours Simulator Course)

Phase 4: Statement of Suitability signed off by Master oflast DP Shuttle Tanker vessel + confirmation letter for all
sea time and offshore loading operations

SHUTTLE TANKER
CERTIFICATE ISSUED

Phase 2: 96 days on board + approved on board
Simulation for 6 loading operations + 4 real loading
operations + completion of task section in logbook+
Activities 1-3
Activities in Phase 2 can be completed in any orde r*

Phase 3: 24 days sea time + 2 offshore loading
operations

Phase 4: Statement of Suitability signed off by Master oflast DP Shuttle Tanker vessel + confirmation letter for all
sea time and offshore loading operations

NI assesses
and verifies documents.
Documents compliant?

Complete online DP application and send documents to
The Nautical Institute officeTotal 120 days on
board

Phase 1: DP Induction Course + online examination

No

Complete online DP application and send documents to
The Nautical Institute

Yes

Applicant must re-join theabove process as
instructed by The Nautical
InstituteTotal 120 days on
board

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SECTION 6: Revalidation criteria
and conversion routes for DP
certificates

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6.1

Validity of DP certificates and revalidation routes
Until 31 December 2014, a DPO’s certificate remained valid for as long as the holder regularly operated
DP systems. ‘Regularly’ was defined as a minimum of six months DP watchkeeping experience within theprevious five years or work as a DP instructor at an NI-accredited training centre. Any certificates datedon or before this date that had not been revalidated by 31 December 2019 became invalid from
1 January 2020. Full reference to NI Circular 003/2019 should be made if applicants are unsure how torevalidate from this date.
From 1 January 2015, all DP Certificates issued by The Nautical Institute must be revalidated every five
years. Based on STCW standards and best practices, the NI will consider any one of the following routes
for revalidation or conversion.

DP INITIAL TRAINING AND REVALIDATION ROUTE

ROUTE 1: CONVERTING FROM UNCLASSED VESSELS TO LIMITED OR UNLIMITED DP CERTIFICATES
To convert from an Unclassed Restricted Certificate to a Limited or Unlimited Certificate, the trainee
DPO must obtain at least 120 DP sea time days on board a DP 1 or DP 2/3 classed vessel + complete a
new task section + have a Statement of Suitability form signed off by the Master + obtain a confirmation
letter from the company. DP 1, 2 or 3 classed sea time used in the application before the issue of the
Unclassed Restricted Certificate may be reused in the conversion process provided a minimum of 60 DP
sea time days is served on the relevant classed vessel after the issue date of the Unclassed Certificate.
This DP sea time must be recorded in the NI DP Logbook in the conversion pages. Active DP sea timemust account for 75% of sea time gained; the remaining 25% can be passive DP sea time.
When the trainee applies for the removal of the restriction from the certificate, they must send in to
the NI, along with their application, the NI DP Logbook, a new task section (a printable version can befound on the website), a new Statement of Suitability form signed by the Master of the last Class 1, 2 or
3 vessel, the original Restricted to Unclassed Vessel Certificate and the confirmation letter from theshipping company for the new sea time experience.
The conversion DP sea time training must be logged in the NI DP Logbook, not in any other logbook. The
conversion application must be completed through the online system, using the same candidate
customer account number that was issued with his/her first DP Certificate. At the end of this process,the NI will, if appropriate, issue a new Limited or Unlimited Certificate.

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The chart below explains how this conversion is calculated by the NI.
Initial application where person gained
Unclassed Certificate
DP seatime onUnclassed vessel

DP seatime onclassedvesselDP seatime onclassedvessel

Total
DP
sea
time

(A)

1

2

90

43

DP1
(B)
This isequivalent to
TCVDP
1

DP2/3
(B1)
This isequivalent to
TCVDP
23

20

40

52

40

(C)

150

135

New DP time presented for upgrade
New DP
sea time
loggedon aclassedvesselNew DP
sea time
loggedon aclassedvessel

DP1
(RR)

DP2/3
(SS)

60

0

25

20

Total DPsea timeon classed
vessels

How much DP sea time
this person has done intotal on board classed
vessel, summing up
time for initialcertificate andupgrade?
(B+B1+RR+SS)

(E)

60

45

120

137

NI verification of new DP sea time towards Limited/Unlimited
certificate
Result for a
LIMITED Certificate

Result for a
FULL Certificate(B+B1) + (RR+SS) >= 120 days.
(E) >= 60 days?
SS>=60 days?
Certificate issued?

a.

a) Yesb) Yesc) Yesd) Cert. issueda) Yesb) Noc) Nod) No. Candidate needs
another 15 days onclassed vessel to reacha minimum of 60 days.

b.
c.
d.

(B+B1) + (RR+SS) >= 120
days.
(E) >= 60 days?
SS>=60 days?
Certificate issued?

a) Yesb) Yesc) Nod) Noa) Yesb) Noc) No. Candidate needs
another 40 days onclassed vessel to reacha minimum of 60 days
required for fullcertificate

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d) No

3

28

70

30

128

50

28

78

178

a) Yesb) Yesc) Nod) Cert issueda) Yesb) Yes
c) No
d) No

4

52

28

40

120

24

40

64

132

a) Yesb) Yesc) Nod) Cert. issueda) Yesb) Yes
c) No
d) No

5

80

22

20

122

18

41

59

101

6

15

65

55

135

0

81

81

201

a) No
b) No
c) No
d) No.
Candidate needs 19 day onclassed vessel to reach aminimum of 120 daysa) Yesb) Yesc) Yes
d) No

a) No
b) No
c) No
d) No.
Candidate needs 19 day onclassed vessel to total the 120
days required, being these 19
days to be done on DP Class
2/3 vessela) Yesb) Yesc) Yesd) Cert. issued

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7

22

35

63

120

30

5

35

133

a) Yesb) Noc) Nod) No.
Candidate needs 25 days onclassed vessel to reach aminimum of 60 days as
requireda) Yesb) Noc) Nod) No.
Candidate needs 55 days onclassed vessel to reach aminimum of 60 days as
required

8

102

21

0

123

40

10

50

71

a) No
b) No
c) No
d) No. Candidate needs
49 more days onclassed vessel to total
120 days and 10 tototal a minimum of 60days required for
LIMITED Certificate.

a) No
b) No
c) No
d) No. Candidate
needs 49 moredays on classed
vessel to total 120
days and aminimum of 50days on Class 2/3

9

95

21

39

155

65

0

65

125

a) Yesb) Yesc) Nod) Cert. issueda) Yesb) Yes
c) No
d) No

10

32

80

15

127

45

35

75

175

a) Yesb) Yesc) Nod) Cert. issueda) Yesb) Yes
c) No
d) No

11

60

25

45

130

40

23

63

133

a) Yesb) Yesc) Nod) Cert. issueda) Yesb) Yesc) Nod) No

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12

35

90

80

205

10

0

10

215

13

28

70

30

128

20

55

75

175

a) Yesb) Noc) Nod) No. Although thecandidate meets the
120 days required,another 50 days on aclassed vessel isneeded to meet theminimum 60 for
upgradea) Yesb) Yesc) Nod) Certificate issueda) Yesb) Noc) Nod) No. Although thecandidate meetsthe 120 days
required, another60 days on classed
2/3 vessel isneeded to meet theminimum for
upgrade
a)
Yes
b)
Yes
c)
No
d)
No.
candidate needs
another five days toreach a minimum of 60days on Class 2/3 vessel
to obtain the fullcertificate

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ROUTE 2: UPGRADE FROM LIMITED TO UNLIMITED CERTIFICATE
To upgrade from a Limited to an Unlimited Certificate, the DPO will need to record in an NI DP Logbook
a minimum of 60 DP sea time days on board DP 2 or 3 classed vessels. Any DP sea time logged on board
DP 2 or DP 3 classed vessels previously used to obtain a Limited Certificate cannot be counted again,
but any other valid sea time on a DP 2 or DP 3 classed vessel will count for the issuance of an Unlimited
Certificate. The NI will implement this on a case-by-case basis.
When applying to upgrade to an Unlimited Certificate, the NI will require, along with the application,
the logbook, a new Statement of Suitability upgrade form signed by the Master of the last Class 2 or 3
vessel, the original Limited Certificate and the confirmation letter from the shipping company for the
new sea time experience.
The online application for an upgrade should be carried out before sending in the documents listed
above to the NI. The applicant must use the same candidate customer account number that was issued
prior to his/her first DP Certificate. Once all qualification requirements have been confirmed, the NI will
issue an Unlimited Certificate.
ROUTE 3: CONVERSION FROM LIMITED OR UNLIMITED TO SHUTTLE TANKER RESTRICTED CERTIFICATE
DPOs who already hold a Limited or Unlimited Certificate issued by The Nautical Institute and who wish
to convert to the Shuttle Tanker Restricted Certificate must follow the process set out in Route 8.
ROUTE 4: CONVERSION FROM SHUTTLE TANKER RESTRICTED CERTIFICATE TO OFFSHORE CERTIFICATE(OUTSIDE OF THE REVALIDATION PERIOD)
To convert a DP Certificate from Shuttle Tanker Restricted to an Offshore DP Certificate, applicantsneed to complete Course C (see Annex C) and 90 DP sea time days; they must also provide a signed
Statement of Suitability and a company confirmation letter issued after the date of the Shuttle Tanker
Certificate. All tasks in the task section would already have been completed as mandatory during the
shuttle tanker training and therefore do not need to be repeated for this conversion.
In this case, the type of DP certificate (Limited or Unlimited) will be determined by the class of thevessel on which the DPO has completed their DP sea time. To gain the Unlimited Certificate, thecandidate must have undertaken a minimum of 60 DP sea time days on board a DP 2 or DP 3 classed
vessel.
At the time that the candidate is applying for conversion of the certificates, all the sea time in thelogbook must have taken place within the past five years. If any sea time phase is out of date, he/shewill be required to undertake that part of the training again.
ROUTE 5, 6 and 7: REVALIDATION OF ‘UNCLASSED’ (ROUTE 5), LIMITED (ROUTE 6) AND UNLIMITED(ROUTE 7) DPO and DPVM CERTIFICATES
Please note: For revalidation, DP sea time for Route 6 and 7 must be obtained on a DP classed vessel
unless an Unclassed Certificate is held (Route 5) together with one of the CPD options in the Table 1
revalidation matrix.
The following rules apply to revalidating a DP Certificate (Offshore Scheme) that the DPO currently
holds. One of the following criteria should be met:
• If the DPO/DPVM has 150 days or more DP sea-time, within a period of five years, then therequirements in Table 1 apply.

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Table 1 Revalidation matrix

1 Jan 2024

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of one year of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2025

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of two years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2026

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of three years of the NI-approved
CPD programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2027

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of four years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2028

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2029

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Since from 1st January 2029, the 12 months
latitude to complete the CPD programme does not apply.

•

If the DPO/DPVM has 30 days or more DP sea time, the NI DP Refresher Course has to be completed.

•

If the DPO/DPVM has NO DP sea-time or less than 30 days, they must complete the NI DP
Revalidation Course. When revalidating by means of the Revalidation Course for a second or
subsequent time, the DPO must follow the rules as per the Standard with respect to sea timerequirements. Refer to Annex F, Section 2.

•

If a DP professional has been engaged in an occupation the NI considers to be equivalent to thenecessary sea service (ie DP surveyor, DP consultant, DP auditor, DP superintendent, DP supervisor),revalidation of his/her DP Certificate will require a minimum of 150 days in the activit y claimed in
the preceding five years. After this, the requirements in Table 1 apply.

•

If a DPO/DPVM is an NI-approved instructor, revalidation of his/her DP Certificate will require aminimum of 150 days in the activity claimed in the preceding five years in addition to sitting the NI
online exam.

•

The Nautical Institute may also consider any other equivalent activities on a case by - case basis.
These might include writing FMEAs and other DP documents, participating in proving/annual trials,
undertaking suitability surveys on DP vessels or carrying out OVID inspections with a DP variant .

In the case of a DP Instructor, proof of these activities must be provided in a confirmation letter signedby an accredited training centre.

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In the case of a DP superintendent, DP consultant or DP supervisor, the letter must be signed by theoperations manager of the vessel where the person has performed the work/activity or, in the case of
a DP auditor, by NI’s authorised person. Unless an Unclassed Certificate is held, the sea time for thisroute must be obtained on a classed vessel.
If the applicant has had a mix of experience in the past five years that involves DP activities and DP sea
time days, this experience will be totalled, e.g., 20 days DP activities and 130 DP sea time days will equal
the required 150 days. However, if the total experience is less than 150 days then the criteria above(for the DPO) must be met. Masters holding a DP Certificate can claim for the DP sea time due to theirdirect responsibility for, and supervision of, DP operations. In this case, the DP sea time must berecorded in the NI or IMCA logbook, signed and stamped as the DP Master.
NOTE: Passive DP sea time will not be accepted for revalidation purposes as it can only be counted for
initial training in the task section of the logbook.

NOTE: ‘NOTE: Holders of non-NI DPO Certificates (such as those issued by NMD, DNV and OSVDPA) arecurrently eligible to convert to an NI DPO Certificate. The requirement for conversion is the same as forrevalidating an NI DP certificate, the applicant will need to have completed a minimum of 150 DP days within thepreceding 5 years and be able to provide DP sea time confirmation letters for all eligible sea time before making
an online application.’

Similarly, if a candidate is part of the way through completing their training with a non-NI certificationbody but wishes to complete their training on an NI scheme, this will be considered on a case-by-casebasis.
Prospective applicants who have specific questions about their eligibility should contact the NI directly
for advice.
POSITION MOORING (POSMOOR) or THRUSTER-ASSISTED MOORING (TAM): The time on board a
vessel with the classification POSITION MOORING or THRUSTER-ASSISTED MOORING (TAM) and DPclass notation can be counted towards the DP sea time obtained for revalidation purposes. DP seatime
can be claimed on board a POSMOOR/TAM DP vessel only when the vessel does not have a mooring
system deployed. The company DP sea time confirmation letter must confirm that the time wascompleted when the vessel did not have a mooring system deployed. If applicable, the NI reserves theright to ask for future and more detailed information, such as deck log.
ROUTE 8: REVALIDATION OF SHUTTLE TANKER RESTRICTED CERTIFICATES
Revalidation of Shuttle Tanker DPO Certificates must satisfy the following criteria:• Participation in at least 18 offshore loading operations and one set of annual trials (or FMEA) withina five-year period, plus completion of the applicable option in Table 1.
•

Participation in less than 18 offshore loading operations but more than six within the past five years,
Course B must be completed, followed by Phases 3 and 4 of the Shuttle Tanker Scheme and passing
the NI Revalidation Course online exam.

•

If fewer than six offshore loading operations have been conducted in the five-year period, the DPO
should restart the Shuttle Tanker Scheme process at Phase 2 and complete all subsequent phases.
Due to conversion, 24 days sea time can be deducted from the requirements of Phase 2, but all
offshore loading operations in Pathway A or B must be completed.

•

Where these revalidation requirements specify participation in annual trials or an FMEA test withina five-year period, in exceptional circumstances this requirement may be fulfilled by participationin an additional Simulator Course (such as Offshore Loading Phase 3) in lieu of the trials, completed
during this five-year period.

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ROUTE 9: CONVERSION FROM RESTRICTED SELF-ELEVATING PLATFORM CERTIFICATE TO THE
OFFSHORE CERTIFICATE
To convert from a Restricted Self-Elevating Platform DP Certificate to an Offshore DP Certificate,applicants need to complete 60 DP sea time days and provide a new Statement of Suitability form
signed off after the DP sea time dates have been completed and after the issue date of the Restricted
Self-Elevating Platform DP Certificate. A company confirmation letter will also be required. The tasks
do not need to be repeated.
The type of DP certificate will be determined by the class of the vessel on which the DP operator has
completed the DP sea time days. This means that a Limited or Unlimited Certificate may be issued. Inorder to gain the Unlimited DP Certificate, the candidate must have undertaken the 60 DP sea timedays on board a DP 2 or DP 3 classed vessel. If the time is completed on board a DP1 classed vessel, a
Limited DP Certificate will be issued.
At the time the candidate applies for the conversion of the certificate, all the DP sea time days in
the logbook to be used towards the Table 1 Revalidation Matrix conversion must have been gained
within the past five years. However, provided the application is made within three months of thedate of signing of the Statement of Suitability, the five years can be counted up to that date ofsigning.
ROUTE 10: REVALIDATION OF RESTRICTED SELF-ELEVATING PLATFORM CERTIFICATES
To revalidate a Restricted Self-Elevating Platform Certificate, applicants need to complete a minimumof 40 DP operations in addition to completing the applicable option in Table 2. The option to completea Revalidation Course is currently under review.
Table 2 Revalidation matrix

1 Jan 2024

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations who isapplying for revalidation will have to sit the NI Revalidation Course online exam and complete aminimum of one year of the NI-approved CPD programme or complete the NI DP Refresher
course. Those who do not meet all the new requirements will be given 12 months to do so, after
which they can reapply for revalidation.

1 Jan 2025

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations who isapplying for revalidation will have to sit the NI Revalidation Course online exam and complete aminimum of two years of a NI-approved CPD programme or complete a NI DP Refresher course.
Those who do not meet all the new requirements will be given 12 months to do so, after which
they can reapply for revalidation.

1 Jan 2026

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations who isapplying for revalidation will have to sit the NI Revalidation Course online exam and complete aminimum of three years of a NI-approved CPD programme or complete a NI DP Refresher course.
Those who do not meet all the new requirements will be given 12 months to do so, after which
they can reapply for revalidation.

1 Jan 2027

The holder of a Restricted Self-Elevating Platform Certificate with 40 operations who is applying
for revalidation will have to sit the NI Revalidation Course online exam and complete a minimumof four years of a NI-approved CPD programme or complete a NI DP Refresher course. Those
who do not meet all the new requirements will be given 12 months to do so, after which they
can reapply for revalidation.

1 Jan 2028

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations who isapplying for revalidation will have to sit the NI Revalidation Course online exam and complete aminimum of five years of a NI approved CPD programme or complete a NI DP Refresher course.

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Those who do not meet all the new requirements will be given 12 months to do so, after which
they can reapply for revalidation.
1 Jan 2029

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Since from 1st January 2029, the 12 months
latitude to complete the CPD programme does not apply.

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6.2

Converting and revalidating from 1 January 2015 while working on
shuttle tankers
Those issued with a Limited or Unlimited Certificate by the NI and who do not have sufficient DP sea
time days to revalidate their certificates at the end of the five-year period may choose to have theircertificate revalidated as a Shuttle Tanker Restricted Certificate. The conditions of Route 8 will apply.
Those converting from the Offshore Certificate to Shuttle Tanker Certificate will require a signed
Statement of Suitability.
Where these revalidation requirements specify participation in annual trials or a FMEA test within afive-year period, in exceptional circumstances this requirement may be fulfilled by participation in an
additional Simulator Course (such as Offshore Loading Phase 3) in lieu of the trials, completed during
this five-year period.
All offshore loading operations, FMEA and trials must be confirmed by the company through aconfirmation letter. The confirmation letter must be signed by the operations manager or a person ofequivalent position.
NOTES: The DP Certificate issued during revalidation will be of the same type as the certificate initially
issued, irrespective of the class of the vessel the candidate has served on within the past five years.
Candidates wishing to remove the limitation on their certificates or who wish to change to the Shuttle
Tanker Scheme should take the conversion route to obtain a new certificate from the NI.
FOR OFFSHORE CERTIFICATE REVALIDATIONS
Candidates are required to apply for revalidation of their DP Certificates in the same month that theoriginal certificate was issued (as shown on the DP Certificate). The NI will consider extenuating
circumstances on a case-by-case basis.
IMCA logbooks can be used towards revalidation only. The hours recorded in an individual’s IMCA
logbook will be divided by two to arrive at the number of DP days that the person has obtained in thepast five years, as shown in the formula below:(Total number of hours for each embark / 2h) =< X
where X cannot be more than the number of days
embarked.
The 2 hours comes from the definition of DP sea time for the offshore industry andapplies to all time logged on or after 1 January 2015.

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Annex A
DP Induction Course
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP INDUCTION COURSE© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org

www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI DP Induction Course
Title
NI DP Induction Course

Version1

Date
20/01/2023

TABLE OF CHANGES
Page

Subject

Original content v1(January 2022)

New content v1(January 2023)

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Contents
1.

Introduction

48

2.

Minimum Entry Qualification Requirements

48

3.

Number of Hours

48

4.

Ratio of Students/Instructors/Equipment

48

5.

Delivery Method

49

6.

Course Aims

49

7.

Course Objectives

49

8.

Course Assessment

53

9.

Online Assessment

53

10. Practical Assessment

53

11. Blended Learning For Induction Course Only53

12. Online Induction Course Only (Theory Part)

54

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1.

INTRODUCTION
The list of training centres approved for the delivery of these courses may be found on The Nautical
Institute’s (the NI) website.
The following courses cannot be taken in consecutive weeks (back-to-back) unless they are being
repeated. This is because the DP sea time after each course gives the prospective DPO the opportunity
to reinforce, consolidate and put into practice skills learned during the courses.
Induction and Simulator Courses must be undertaken within five years of the date of the application andsubmission of documents to the NI. In the event that any of these courses fall outside of the five -year
period, the trainee will be required to repeat the expired course.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
On successful completion of both the Induction Course and Induction online exam, the trainee DPO will
be issued with a NI DP logbook in which the courses, DP sea time, tasks and the Statement of Suitability
are recorded. The subsequent DP sea time following the Induction Course provides the opportunity tocomplete the task sections in the logbook.
The new grey logbook is issued to trainee DPOs that started their training after 1st January 2015. Trainee
DPOs who have entered into the training scheme before this date or are repeating the Induction Course
shall continue to use their existing logbooks. Trainee DPOs who have transferred to the new offshore
scheme will also be issued with a grey logbook
Trainee DPOs attending an Induction Course after 1st January 2015 will only be permitted to count DP
sea time gained after attending the course. Applications received at the NI under the old scheme rules
will be evaluated and honoured by the previous regulation.

3.

NUMBER OF HOURS
A minimum of 28 hours teaching time is required for this course; if additional time is required to run
exams or deal with paperwork, this time shall be added to the 28 hours. It is expected that 80% of thetime is spent on teaching DP theory and 20% on practical exercises. Usually the Induction Course isdelivered over four or five days. There is an option to deliver the course over a maximum six -weekperiod, with instruction taking place on a given day in each of those weeks. This option is particularly
suited to cadet training institutions as it allows the training to fit into the already existing class schedule.
In all other aspects the course must conform to all other training scheme standards.

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENT
The number of students attending the Induction Course must be regulated so that each student obtains
sufficient ‘hands-on’ experience of operating the system to ensure adequate familiarisation with theprinciples of DP operation. In order to achieve this, the NI allows a maximum of eight students per classbeing taught by one instructor. If more than eight students are enrolled on the course, a second
instructor will be required to assist with practical exercises. In this case, the name and signature of thesecond instructor should be reflected in the attendance list of the course and practical exercises.
Centres are allowed to seat two students per DP console, which is sufficient to reconcile the availabilityof equipment and the need to provide sufficient hands-on experience. If this is the case, the ratio for
the Induction Course is one instructor to eight students and four DP consoles.

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5.

DELIVERY METHOD
At the start of the Induction Course the NI DP Operator training scheme is to be outlined, including theneed to maintain the logbook and the procedure for obtaining a DP Operator Certificate.
The Induction Course is predominantly theory-based with guided practical exercises that introduce thetrainee to various DP operational modes. The topics to be covered on the Induction Course are to include:
5.1.
5.2.

5.3.
5.4.
5.5.
5.6.
5.7.

General principles of dynamic positioning.
The elements of a DP system:(i)Computers and control elements(ii)
Position reference systems(iii)
Heading reference systems(iv)
Wind sensors and other environment reference systems(v)
Power generation elements. The UPS(vi)
Thrusters and manoeuvring systems.
Position reference systems and other sensors; their principles of operation, their use,
operational merits and limitations.
Practical demonstration and operation of a typical DP system.
DP vessel operations: hazards associated with certain types of operation, e.g. shallow water andstrong tides.
Power generation, distribution and management.
DP watch keeping and watch handover procedures, documentation and communications.

The practical element of this course requires the use of a DP system installed in the training centre anddelivered with an adequate level of simulation. This equipment must meet the requirements set out inAnnex 5 of the Accreditation and Certification Scheme Standard Volume 2. The minimum equipment
required for the Induction Course is Class C simulators.
6.

COURSE AIMSAt the end of the course the student should:
a.
b.
c.
d.
e.
f.

7.

Have acquired knowledge of the principles of DP.
Have acquired a basic understanding of how to set up a DP system.
Have an understanding of the practical operation of associated equipment, including positionreference systems.
Be able to recognise the various alarm, warning and information messages.
Be able to relate the DP installation to the ship system, including (but not limited to) power
supply, manoeuvring facility, available position reference systems and nature of work.
Be able to relate DP operations to the existing environmental conditions of wind, sea state,current/tidal stream and vessel movement.

COURSE OBJECTIVES
The following is a list of the objectives to be attained by trainee DPOs by the successful completion of theInduction Course.
By the completion of the training session or period for the DP control station the trainee should be able
to:
7.1.
7.2.
7.3.
7.4.

Define Dynamic Positioning.
Explain the need for Dynamic Positioning in various types of vessel.
Describe the six freedoms of movement of a vessel.
State which of the six freedoms of movement are controlled under DP and which are monitored.

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7.5.

7.6.
7.7.

7.8.
7.9.
7.10.
7.11.

7.12.
7.13.

Describe the following aids to manoeuvring commonly fitted to DP vessels, including their practicaland operational advantages and disadvantages: fixed and controllable-pitch propellers, azimuth
thrusters, Azipod thrusters and tunnel thrusters.
List the seven main components of a DP system; DP Operator, DP computer (or controller), DP
Operator station, position reference systems, sensors, power supply and thrusters.
Describe the various modes of DP operation, including manual control, semiautomatic control andautomatic control. In addition, describe the following common specialist functions: ROV follow(follow sub), follow target, track follow (auto track), minimum power (weathervane) and riser
angle mode.
Discuss the concept of mathematical modelling of vessel behaviour characteristics and appreciate
the advantages and limitations/disadvantages of this technique.
Outline the power requirements of a DP vessel system and describe a typical diesel-electric power
installation.
Describe the following position reference systems commonly associated with DP installations: INS,
Differential GNSS, hydro acoustic, taut wire, Artemis, FMCW Radar and laser-based systems.
Describe the following sensors associated with DP installations: vertical reference sensor/unit,
motion reference unit, gyro compass, wind sensor (anemometer) and manual draught input
sensor.
Describe the concept of centre of rotation and the provision of alternative centres of rotation.
Describe consequence analysis as carried out by a Dynamic Positioning system.

By the completion of the training session or period, for the power generation and management thetrainee should be able to:
7.14. Describe the power generation and distribution arrangements in a typical diesel-electric DP vessel,with particular reference to system redundancy as described in IMO MSC Circ. 645, 1580 andvessel FMEA.
7.15. Describe the power supply and distribution arrangements in a typical hybrid diesel/diesel-electric
DP vessel. (Main CPP or Az drive which are direct drive)
7.16. Recognise the power requirements of DP vessels and explain the concept of available power andspinning reserve in worst case failure.
7.17. Describe the functions of a power management system as installed on Class 2 and Class 3 DP
vessels.
7.18. Describe the provision of uninterruptible power supply to the DP system, with particular reference
to power shortages, failures and system redundancy.
By the completion of the training session or period for the propulsion units the trainee should be able
to:7.19. Describe the following types of propulsion system commonly installed in DP equipped vessels:
main propellers and rudders, azimuth thrusters, Azipod thrusters and tunnel thrusters, Waterjet,
Voith Schnieder, etc.
7.20. Describe the importance of monitoring the displayed values of setpoint and feedback data forthruster and propeller rpm, pitch and/or azimuth.
7.21. Describe the operational characteristics and common failure modes of the different types of
propulsion systems as described in 19 above.
By the completion of the training session or period for the position reference systems (PRS) the trainee
should be able to:
7.22. Describe the operation of hydroacoustic position reference (HPR) systems.
7.23. Describe the principles of position-fixing using underwater acoustic systems working in SSBL/USBL,
LBL and SBL modes.
7.24. Describe the various types of hydroacoustic beacon: transponder, responder and pinger/Beacon.

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7.25. Describe the layout of a typical Hydroacoustic system including operator station, transceiver,transducer pole and transducer.
7.26. List the operational advantages and limitations of acoustic systems as a position reference for DP.
7.27. Describe the principle and operation of the Artemis position reference system.
7.28. List the operational advantages and limitations of the Artemis position reference system.
7.29. List the different types of taut wire position reference system: vertical lightweight, vertical deep
water, vertical moon pool, horizontal and horizontal gangway.
7.30. Describe the display of taut wire reference data in the DP system.
7.31. Describe the principle of position reference using the taut wire system.
7.32. List the advantages and limitations of the taut wire position reference systems.
7.33. Describe the principles of the Differential GNSS (DGNSS) system.
7.34. Outline the operation of a typical commercial DGNSS network where corrections are delivered bysatellite communications.
7.35. List the sources of error and inaccuracy associated with the DGNSS system, describing the effects
on the quality of positioning.
7.36. List the available quality data associated with the DGNSS system.
7.37. List the advantages and limitations of the DGNSS system when compared with other PRS.
7.38. Describe the principles used in relative DGNSS systems.
7.39. Describe the principles of position reference using laser-based systems.
7.40. Outline the method of setting up a laser system to provide best position information.
7.41. List the advantages and limitations associated with a laser-based PRS.
7.42. Describe the principles of position reference using FMCW Radar-based systems.
7.43. List the advantages and limitations associated with FMCW Radar-based PRS.
7.44. Describe the principle of Inertial Navigation (INS) and the methods of using INS to enhance existing
PRS performance.
7.45. Discuss the relative accuracy and reliability of the aforementioned PRS, together with the methods
used to apply weighting and pooling and voting when more than one PRS is used. Median rejectionof PRS when three or more are used and the importance of monitoring the position reference
page.
7.46. Describe other PRS that may be used in conjunction with a DP system.
By the completion of the training session or period for the heading and motion reference systems thetrainee should be able to:7.47. Describe the function of gyro compasses and their redundancy within a DP system.
7.48. Describe how to obtain pitch, roll and heave information for input into a DP system.
7.49. Describe the reason for inputting pitch, roll and heave into a DP system.
By the completion of the training session or period for the environmental reference systems the trainee
should be able to:7.50. Describe the provision of wind sensors within the DP system.
7.51. Describe the wind feed-forward facility and its importance within the DP system.
7.52. Recognise the limitations of wind sensor inputs. Explain the reasons for and the consequences ofdeselecting wind sensor inputs.
7.53. Describe the method by which the DP system determines the value for DP current or Sea Force(the residual error resulting from unmeasured errors & unmeasured forces acting on the vessel).
7.54. List the reasons for discrepancy between the displayed value of DP current (or Sea Force) on the
DP system and the true current or tidal stream value.
By the completion of the training session or period for the external force reference systems the trainee
should be able to:7.55. Describe the use of external force reference systems such as hawser tension, plough cable tension
and pipe tension monitoring.

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By the completion of the training session or period for the DP operations the trainee should be able to:7.56. Describe the procedures to be followed when approaching a worksite and transferring fromconventional navigation to DP control.
7.57. Discuss the need for completing pre-DP and other checklists prior to and during DP operations.
7.58. Explain the need for keeping logbook records of all DP operations, failures and incidents.
7.59. Explain the need for keeping records of operation, maintenance and repairs of DP and ancillaryequipment.
7.60. Describe the need for effective communications during the conduct of DP operations.
7.61. Outline the procedures to be followed by the DPO when taking over the control of the vessel’s
positioning and manoeuvring.
7.62. Describe the structure of alarm / warning and information messages provided on the DP system
displays and on the DP printer.
7.63. Recognise the alarms/warnings associated with loss of redundancy after worst case failure andthe possible loss of heading or position if another failure occurs after a worst case failure (partloss of some thrusters and power) and catastrophic failure (loss of heading and/or position
control). ASOG, TAM and CAM.
7.64. Outline the navigational projections, spheroids and datums that may be used in operations
involving Dynamic Positioning.
7.65. Explain the use of worksite diagrams using Universal Transverse Mercator (UTM) coordinates.
7.66. Explain the need for planning DP operations, including emergency and contingency situations
ASOG, TAM and CAM.
7.67. List the various following providers of documents containing statutory requirements andguidance relating to DP operations, including:
7.68. IMO (including IMO MSC/Circ. 645 of 1994 and 1580 of 2017 Guidelines for Vessels with
Dynamic Positioning Systems)
7.69. Classification society DP rules (example from classification society which is member of IACS)
7.70. International Marine Contractors Association (IMCA)
7.71. Marine Technology Society (MTS)
Explain the purpose of documentation associated with DP operations, such as DP operations
manuals, Failure Modes and Effects Analysis (FMEA) and capability plots. ASOG, TAM and CAM.
Describe the IMO (DP) equipment classes and their application, with reference to the IMO
Guidelines for Vessels with DP Systems.
Understand that classification societies use either numbers (e.g. ABS DPS-2) or letters {e.g.
Lloyd’s Register DP (AA) to denote the DP Class allocated to the vessel.
Describe in outline the DP operations conducted by the following vessel types:
7.72. Diving and underwater support vessels
7.73. Drilling ships and semi-submersibles
7.74. Cable lay and repair vessels
7.75. Pipelay vessels
7.76. Rock dumping and dredging vessels
7.77. Shuttle tanker and FPSO/FSO operations
7.78. Flotel (accommodation) vessels
7.79. Crane barges and construction vessels
7.80. Anchor-handling and platform supply vessels
7.81. Cruise ships and luxury yachts
7.82. State and describe the hazards associated with DP operations conducted in areas of shallow
water and/or strong tidal conditions.
7.83. Describe the hazards associated with DP operations in very deep water.
By the completion of the training session or period for the practical operation of a DP system the trainee
should be able to:

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7.84
7.85
7.86
7.87
7.88

8.

Demonstrate the use of the joystick to manoeuvre the vessel and bring the vessel to a stop in aseamanlike manner.
Demonstrate the correct procedure for setting up the DP system in both manual and automatic
modes.
Demonstrate position and heading change manoeuvres, using both automatic and manual DP
facilities.
Demonstrate the use of commonly provided functions on the DP control panel. As a minimum,
including Gain, Fixed Azimuth mode and Thruster bias.
Demonstrate the use of common modes found on a DP system, as a minimum Track Follow,
Minimum Power and ROV Follow.

COURSE ASSESSMENT
Not Applicable

9.

ONLINE ASSESSMENT
In order to be awarded a certificate of completion for the Induction Course the trainee must pass an
online assessment at the training centre. The exam is composed of multiple choice questions and shallbe completed in 1 hour 15 minutes. The online assessment will consist of 40 questions and shall becompleted with a pass mark of 70%.
Students who fail at the first attempt are allowed to have another two attempts within six months of thefirst attempt; however, the second attempt must be undertaken within 96 hours of the first attempt.
Failing these three initial attempts, the student is required to repeat the Induction Course and undertakethe assessment again.
On successful completion of the Induction Course and online assessment, the trainee Dynamic Positioning
Operator will be issued with a Nautical Institute Dynamic Positioning Operator’s logbook in which his/hercourses, DP sea time, task completion and Statement of Suitability as a DPO are recorded.

10.

PRACTICAL ASSESSMENT
Not applicable

11.

BLENDED LEARNING FOR INDUCTION COURSE ONLY
Definitions:••

CBT: a computer course that completely replaces face-to-face training.
Blended learning: a methodology that combines CBT with face-to-face and/or practical training.

CBT courses are not recommended for DP courses because the trainee DPO must learn skills that cannot
be taught via computer only, including communication, delegation and emergency response. Trainee DP
Operators learn from each other during a face-to-face course as they participate in discussions anddebrief after exercises.
Blended learning can be accepted as a delivery method for the DP Induction Course only, not the
Simulator Course. CBT may be used to deliver the theoretical portion of the Induction Course after whicha minimum of two and a half days will be required in a traditional class. At least two full days should be
used for exercises, not theory, and a half day should be used to administer the external online
assessment.

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The course must comply with the aims and objectives and shall be assessed by the NI on a case by casebasis.
During the CBT portion of the course, computer assessments for each unit of material covered will beadministered to verify that the trainee understands that material. The pass mark will be 70% for theseinterim assessments. Once the CBT is complete, the training centre shall administer a further assessment
to ensure that the trainee is ready for the practical portion of the course and is at a level of understandingaligned with other trainees in the class.
One instructor should be allocated to support each student and support should be given seven days aweek and cover all parts of the world.
Training centres are entitled to set appropriate limits on the time that trainees may allow to elapse
between the remote and classroom portions of their training, if they wish. However, these must bealigned with their own terms of reference and be set with fair consideration for the professional
restrictions of seafaring DPOs.
12.

ONLINE INDUCTION COURSE (THEORY PART)The NI DP Induction Course comprises 80% of theory and 20% practical training.
The training centres that wish to deliver the induction course's online theory, must seek and receive
approval from The Nautical Institute.
Documentation to submit to The Nautical Institute for approval:
1.
2.
3.
4.
5.
6.

Details of the instructors to be used for online learning.
Timetable for online course delivery and practical training at the training centre.
Details of how learning materials will be provided to the candidates.
Details of the delivery methodology, including online learning platforms.
Details of the required equipment needed by the trainee DPO at the remote location.
Confirmation of the arrangements for the training and assessment before commencement ofpractical training of Induction course at the training centre.

The trainee DPO must return to the training centre within three months after completion of the online
theory lessons to complete the induction course in its entirety. The course certificate and logbook should
be handed to the candidate upon completing the course and passing an online exam.
The NI will not accept any sea-time until the candidate completes the induction course theory, practicaland online exam.
The Nautical Institute reserves the rights to review the online course delivery from time to time. If theonline course delivery is found to be sub-standard, The NI will revoke the approval.

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LESSON PLAN No.1
(Sample)Course Title
Day and Session
Topic/Lesson
Aims

Objectives

Total Time
1 hr

15 mins

20 mins

20 mins

05 mins

Dynamic Positioning (Induction)
Day 1 - Session 1
Introduction to the concept of DP
1. To introduce Dynamic Positioning concept in floating vessels
2. To describe the utility of DP in different type of vessels
3. To describe the seven elements of DP
4. To introduce six degrees of freedom in DP
On completion of this session the participants will have gained:(a). An understanding of concept of DP and how it helps different
types of vessels in performing their operation.
(b). An insight of the seven components of DP and how eachcomponent plays its part in DP operation.
(c). An understanding of six degrees of freedom and how DP
controls three degrees of freedom to maintain vessel position.
Content / Activity
Training Aids
Introduction to the concept of DP
Specific Content of the Lesson:
1. Film/video
2. Projector andPower Point
1. Concept of Dynamic Positioning:
Presentation No.1(a). Definition of DP(b). Brief background of need to have DP for
3. White board andoffshore operations
marker pen(c). What type of vessels use DP system
4. DP simulator
2. The seven components of DP, their brief
1. Projector anddescription and role in DP operation:
Power Point(a). Operator
Presentation No. 2
2. White board and(b). HMI – Human Machine Interface. DP Consolemarker pen
and Independent Joystick
3. Sensor models(c). DP Controller(d). Sensors
4. PRS models(e). Position Reference Systems
5. DP simulator(f). Power Plant(g). Thrusters
3. The six degrees of freedom of a vessel:
1. Film/video(a). Describe roll, pitch, heave, surge, sway and2. Projector andYaw movements of the floating vessel
Power Point
Presentation No. 3(b). Explain that only surge, sway and yaw can be
3. White board andcontrolled by DP by use of sensors, PRSs andmarker pen
thrusters
4. DP vessel model(c). Briefly explain through line diagrams on how
surge, sway and yaw are controlled by DP
4. Summing up and question / answers
As required

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Annex B
DP Simulator Course
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP SIMULATOR COURSE© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org

www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI DP Simulator Course
Title
NI DP Simulator Course

Version1

Date
20/01/2023

TABLE OF CHANGES
Page

65

Subject
Failure Mode
Checklist

Original content v2(January 2022)

New content v1(January 2023)
The Failure Mode Checklist amendments

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Contents
1.

Introduction60

2.

Minimum Entry Qualification Requirements

60

3.

Number of Hours

60

4.

Ratio of Students/Instructors/Equipment

60

5.

Delivery Method

60

6.

Course Aims

61

7.

Course Objectives

62

8.

Course Assessment

64

9.

Online Assessment

64

10. Practical Assessment

64

11. Failure Mode Checklist

65

12. Summary Of Simulation, Form

75

13. Recording Student Performance, Form

76

14. DP Set-up Practical Assessment Skills Form (Assessor)

77

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1.

INTRODUCTION
DP Simulator Course has a three part assessment process:
1.1.
1.2.
1.3.

DP Set Up Practical Assessment, undertaken as course progresses. This must be successfullycompleted and competence to perform tasks is a requirement to pass the course.
Online Exam at completion of course which needs to be passed.
Formative Assessment, which is a feedback given to students throughout the course. This mayvary from centre to centre but should consist of:(i)briefing, consisting of Scenario Objects (SMART) and feedback criteria (how to measure aparticipants obtaining a correct level)(ii)
debriefing, consisting of two parts, feedback from students and feedback from the
instructor, specifically after simulator exercises.

The debriefing note from the instructor must be retained for a period of at least three years.
2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
The course is a key element of the DPO training programme. As such participants will have completed
the Induction Course and gained the specified experience before enrolment.

3.

NUMBER OF HOURS
A minimum of 28 hours teaching time is required for this course; if additional time is required to deal
with paperwork or administer exams this time shall be added to the 28 hours. It is suggested that a splitof 30% of the course time is spent on theory and 70% on practical exercises (including the time spent on
briefing and debriefing).

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENT
The number of students attending the Simulator Course must be regulated so that each student obtains
sufficient hands-on experience of operating the system when having to react to various failure scenarios.
In order to achieve this, the NI allows a maximum ratio of four students taught by one instructor per one
Class B or A Simulator.
By exception, and where justified, a ratio of five or six students may be considered at the discretion of
the NI’s Accreditation Team, based on the number of simulators in place, rotation of students and theuse of the training methodology in place.
When two simulator systems are available in a training centre, “best practice” is to keep each traineeon the same simulator throughout the Simulator Course.

5.

DELIVERY METHOD
The training will be predominantly practical/operational in nature. Exercises and case studies will be
carried out in a facility that meets the provisions set out in the document NI DP Simulator specification(Annex 5 of the Accreditation and Certification Standard Volume 2).
In addition to exercise briefing/debriefing, students will be given an opportunity to give feedback on theirtraining needs during classroom tuition.
This course is intended for those who have completed the Induction Course and a minimum of 60 DP sea
time days. These students should already have a good grounding in the practice and principles of dynamic
positioning through their experiences in class and at sea.
The DP Simulator Course is intended to build on that experience and to provide realistic DP-based
scenario work. These scenarios should provide the opportunity to practice all aspects of the planning andconduct of typical DP operations, including the handling of emergencies. Particular emphasis should beplaced upon teamwork within the role-play scenarios.

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A typical installation will consist of a redundant DP system interfaced with a simulator system coordinatedby the instructor’s input. Other facilities will include a realistic communications suite, suitable chartroom
facilities and support documentation.
DP scenarios must closely match the situation on board a vessel. Communications form an important partof any DP situation; so they must be adequately simulated in any training facility, with several different
means of communication between the instructor station and the DPO/trainee facility. Communications
to be simulated include:
•
•
•
•
•

VHF on emergency and working channels. A useful addition is a listing of the various channels
monitored by the various installations and vessels taking part in the simulations.
Talk-back to areas such as ROV control, dive control.
Telephone to areas such as the MCR.
DP status alarms (red, amber, blue/ white and green traffic lights).
DP status board. This facility may form part of a planned crisis; the instructor may mark up thestatus board incorrectly at the beginning of a scenario to discover if the trainees are completing
their checklists meticulously.

The training establishment must provide materials to support the hardware simulator facility. This will
mainly consist of relevant documentation which will include:
•
•
•
•
•

Plans and drawings showing the oilfield or operating area used in the simulations.
Drawings of the various installations within the operating areas, together with any specifications
or other necessary details.
Drawings and data sheets relating to the vessel or vessels under simulation; these drawings toinclude DP capability plots.
Operational instructions, checklists and standing orders associated with the vessel or vessels.
A set of scenario information sheets. Each scenario should be designed to provide at least one
specific, planned crisis or problem for the trainees to react to. Other problem areas should be kept
in hand for use in the event of the trainees coping with the primary planned crisis in short order.

Training centres must ensure all sources of time keeping are aligned and synchronised. Especially for therecording of time during DP Simulator based exercises.
6.

COURSE AIMS
On completion of the Simulator Course the student should be able to:
6.1. Carry out operational planning, risk assessment and hazard identification tasks
6.2. Set up the DP system for a particular task
6.3. Operate the communications
6.4. Analyse the trends
6.5. Discuss systems failures
6.6. Decide on courses of action because of systems failures
6.7. React to alarms and printer readout
6.8. Initiate DP Alert status alarms
6.9. React to all events occurring
6.10. Operate the desk under normal and pressured conditions
6.11. Practice effective teamwork
6.12. Apply the lessons learned to date.
6.13. ASOGs

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7.

COURSE OBJECTIVESOPERATION OF A DP SYSTEM
7.1.

Demonstrate ability through participation in exercises to set up, operate and carry out maneuvers
using the DP system under the following control modes:
Manual mode

7.2.

Joystick control of surge, sway and yaw

Mixedmanual/automatic
mode

Automatic control of yaw with joystick control of surge and sway
Automatic control of surge and sway with joystick control of yaw

Automatic mode

Automatic control of surge, sway and yaw

Demonstrate ability through group exercises to set up, operate and carry out maneuvers using the
DP system under the following control modes:
Follow-target mode

ROV follow and working other DP vessels

Track follow mode
7.3.

Demonstrate within the DP Simulator the operation of position reference systems, sensors andperipheral equipment associated with the DP system.

7.4.

Understand the operation of heading modes where the DP system continuously determines andautomatically sets vessel heading to minimize power/thrust requirements.

DP OPERATION
7.5. Interpret vessel plans and specifications.
(i)Interpret information found on paper or electronic field charts relevant to the planningand conduct of DP operations.
7.6
Using vessel and other data such as capability plots (paper or electronic), footprint plots to assess
the capability of the vessel to complete successfully any proposed operation without a loss of
position after worst case failure.
7.6.1 Review power management systems considering the following:(i)Open and closed tie breaker(ii)
Number of generators online(iii)
Available Power/Spinning reserve(iv)
Preferential tripping- /-Load sharing(v)
Redundancy(vi)
Concept of Auto blackout recovery(vii) How power management systems prevent blackouts(viii) Power management with the DP program
7.6.2 Review FMEA and Annual DP Trials:(i)Define the two main sections of an FMEA
(ii)
Explain reason why Class 2 and 3 vessel need FMEA
(iii)
Identify Worst Case Failure(iv)
Explain the reason for using the FMEA to develop Activity Specific Operation
Guidelines (ASOG)(v)
Identify and understand the reason for annual DP trials

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7.7

Carry out a risk assessment exercise on proposed operations and determine the level ofredundancy appropriate.
7.7.1
Understand a DP alert table or ASOG, what will trigger a change of status and the action
required
7.7.2
Understand a CAM and TAM table and decide on which mode to operate under, basedon a risk assessment of proposed operations

7.8.

Make appropriate contingency plans to cover foreseeable system failure or operational
requirement. Contingency planning to include:
7.8.1.
Escape routes
7.8.2.
Position reference failures
7.8.3.
Sensors
7.8.4.
Weather
7.8.5.
Power
7.8.6.
Propulsion
7.8.7.
Worst case failure

7.9.

Describe appropriate procedures to be followed when approaching a work site and transferringfrom manual/ joystick to DP control, taking into account:
7.9.1.
Speed
7.9.2.
Distance
7.9.3.
Drift test
7.9.4.
Location of surface and sub-sea structures
7.9.5.
Drift-on/drift-off
7.9.6.
Testing manual control
7.9.7.
Independent joystick control
7.9.8.
Current/tide changes
7.9.9.
Weather forecasts
7.9.10.
Worst case failure testing
7.9.11.
Testing of the DP alert status system.

7.10. Demonstrate effective completion of setup/location and change of watch checklists and task
specific checklists as required.
7.11. Demonstrate the effectiveness of closed-loop communications needed during DP operations andtask specific communications as per IMCA M103-Guidelines for the design and operation of
dynamically positioned vessels, for the exercise being conducted.
7.12. Conduct vessel positioning manoeuvres and station keeping functions following operational planand procedures.
7.13. Organise DP watchkeeping procedures:
7.13.1.
Manning of DP console
7.13.2.
Maintaining lookout
7.13.3.
Internal and external communications
7.13.4.
Observing recognised safe working practices
7.14. Conduct appropriate watch handover procedures, to include but not limited to:
7.14.1.
Status board
7.14.2.
Weather forecasts
7.14.3.
Vessel status
7.14.4.
DP status
7.14.5.
Field operations
7.14.6.
Vessel operations
7.14.7.
Completing appropriate checklists
7.15
7.16

Maintain the appropriate logbooks and records pertaining to DP operations including IMCA
incident report form, fault logs, position reference systems logs.
Evaluate the various information, warning and alarm messages communicated to the operator.

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7.17
7.18

Relate the content of the messages in 2.12 above to the actions necessary in relation to the DP
operation.
Understand Activity Specific Operational Guidelines.

EMERGENCY PROCEDURES
7.19 Recognize the conditions (as per main headings in failure mode check list – see final section of thisannex – thrusters, sensors, position references, power, environment and miscellaneous) that will
degrade operational or emergency status.
7.20 Recognize the warnings and alarms associated with conditions as per 3.1.
7.21 Evaluate the various factors to be taken into account subsequent to any system failure, determine
and carry out appropriate corrective actions, including:
7.21.1.
Changing DP status
7.21.2.
When to terminate work
7.21.3.
Monitoring stability of position and heading
7.21.4.
Communication.
8.

COURSE ASSESSMENT
Each candidate is required to demonstrate their competence to perform the tasks listed in the DP Set-up
Practical Assessment Table.
The Control Sheet establishes the conditions under which the practical assessment occurs and the criteria
against which the student’s performance will be measured.
8.1.

8.2.

The Simulator Assessment Form for the practical assessment is to be used by the
instructor/assessor when conducting assessments of the practical skills demonstration on thesimulator.
The instructor/assessor will observe how the candidate demonstrates the skills listed in the NI’s
DP Set-up Practical Assessment Table and determine if the candidate passes or fails.

Re-Test Policy
The DP Set-up Practical Assessment may not be retaken; it must be passed on the first attempt. If test is
failed, student must repeat the Simulator Course.
9.

ONLINE ASSESSMENT
In order to be awarded a certificate of completion for the Simulator Course the trainee must pass an
online assessment at the training centre. The exam is composed of multiple choice questions and shallbe completed in 1 hour. The online assessment will consist of 30 questions and shall be completed in one
hour with a pass mark of 70%.
Students who fail at the first attempt are allowed to have another two attempts within six months of thefirst attempt; however, the second attempt must be undertaken within 96 hours of the first attempt.
Failing these three initial attempts, the student is required to repeat the Simulator Course and undertakethe assessment again.

10.

PRACTICAL ASSESSMENT
Assessment
Each candidate is required to demonstrate their competence to perform the tasks listed in the DP Set-up
Practical Assessment Table.
The Control Sheet establishes the conditions under which the practical assessment occurs and the criteria
against which the student’s performance will be measured.
10.1. The simulator Assessment Form for the practical assessment is to be used by the
instructor/assessor when conducting assessments of the practical skills demonstration on thesimulator.
10.2. The instructor/assessor will observe how the candidate demonstrates the skills listed in the NI’s
DP Set-up Practical Assessment Table and determine if the candidate passes or fails.
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11. Failure Mode Checklist
FAILURE MODE CHECKLISTThe Nautical Institute
DP Simulator Course
Course dates:
From:
To:
Instructor:
No.

FAILURE MODE (Thrusters)

CORRECTIVE ACTION
Note: Corrective actions, indicated below, should beapplied with due consideration to the circumstances ofeach case.

1

Most useful thruster, or any thruster, fails to 100% pitch/rpm.
(Feedback indicates 100%)
Alternatively fail to 100% but have feedback indicate differently (i.e. 50% or other).

Detect fault. Emergency stop Thruster. (Deselection ofthruster does not stop thrust.) Consider vessel capability
after failure/loss of thruster and take action, as required.
Update DP Status, as required.

COMPLETEDEXERCISE
No.

Possible (depending on vessel model in use):a) Fail main engine full ahead.
b) Fail main engine full astern.
c) Fail tunnel thruster to full.
d) Fail azimuth thruster to full.
e) Fail azimuth thruster to full, with feedback indicting direction
180° opposite to actual.
f) Fail thruster to full, with feedback frozen at value seen before
failure.

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2

Most useful thruster, or any thruster, feedback indicates 100%
pitch/rpm but thruster is working normally. Could also set faulty
feedback value to less than 100%.

3

Most useful thruster (or any thruster) fails to a value between 1% & 99%
pitch/rpm. (Feedback indicates failed value).
Alternatively fail to value but have feedback indicates different thanfailed value.

4

Most useful thruster (or any thruster) fails to 0% pitch/rpm

5Operator deselects thruster for engineering purposes (request fromE/R) engineer trips another (critical) thruster.

6

Thruster having setpoint or feedback error. The magnitude of the error
can be set to either cause a thruster alarm or be set so that the error is
below alarm limits and only detectable by DPO observation of
setpoint/feedback data.
(Possibly azimuth 180° off setpoint)
Freeze a thruster (setpoint) after the vessel has settled on position andheading. (If a good model has built up there may be no alarm until
weather conditions change or a move is input.)
Present a situation where thruster/thrusters down for maintenance.
Vessel has sufficient remaining thrusters to hold position and complete
the task assigned. However, when ½ partial blackout occurs, there will
be insufficient thrusters online to maintain position control. (Vessel
does not have redundancy with thruster/thrusters down.)
Any of the thrusters down for maintenance. No effect on redundancy.

7

8

9

Detect fault. Is heading or position changing? Emergency
stop thruster, if required. (Deselection of thruster does
not stop thrust.) If thruster is not stopped (DP continues
to operate thruster) stop operation, move to safe
location and check thruster. Consider vessel capability
after fault and take action, as required. Update DP Status,
as required.
Detect fault. Is heading or position changing? Emergency
Stop thruster, if required. (Deselection of thruster does
not stop thrust.) If thruster is not stopped (DP continues
to operate thruster) stop operation, move to safe
location and check thruster. Consider vessel capability
after fault and take action as required. Update DP Status,
as required.
Consider vessel capability after loss of thruster. Takeaction as required. Update DP Status, as required.
Detect mistake. Inform engine room. Determine effect of
the loss of this thruster has on vessel capability. Update
DP Status, as required.
Detect fault. Consider vessel capability. Have thrusterchecked and take corrective action as required. (Nonalarm event might not be noticed by DPOs)
The DPO must monitor the thruster setpoint / feedback
and understand the information.
Detect fault. (There may be no alarm if weather
conditions are constant and the current model is built
up.)
Project should not progress until adequate thrusters areavailable.

Consider effect of thruster loss on vessel capability.

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10

Downline, umbilical, cargo hose, etc., fouls a thruster causing it to fail.

11

ROV power failure while underneath vessel. ROV has sufficient tether
out to reach surface and has positive buoyancy. Vessel may besecured/connected to bottom by a pipe, cable or umbilical.

Thrusters in fixed azimuth mode, in light weather conditions. Increase
environmental loads to the point where vessel will not maintainposition in fixed mode. Note: Not possible, if the simulated vessel
doesn’t have a fixed azimuth mode.
FAILURE MODE (Sensors)

12

Consider vessel capability after loss of thruster. Update
DP Status, as required.
Emergency Stop of the Thrusters to limit any further
damage.
Shutdown thrusters or move vessel (as required) toprevent ROV contacting thrusters. Give consideration to
DP operation and redundancy while doing so. (Wasumbilical length considered during planning of operation?
Does ROV have positive or negative buoyancy?) Update
DP Status, as required.
Thrusters should be switched to free slew as required toprevent loss of position.

CORRECTIVE ACTION

No.
13

14

15
16
17

Wind sensor shielded by platform and then sees an increase in wind (15knots) after vessel move. (Wind increase can vary.)

Wind sensor sees at extra wind (50 knots) for a short period due tohelicopter arrival.

False high wind reading registering in DP system (wind sensor
sending higher speed to DP than actual wind).
Possibly input false reading of 88 knots or other.
Anemometer fouled (possibly by halyard). Gives fixed wind direction
and speed error.
Single Anemometer Failure.

COMPLETEDEXERCISE
No.

Position vessel at a distance from platform such that
excursion caused by an increase in wind will not cause acollision. (Be aware that wind sensor is not registering
actual wind.)Deselect wind sensor before helicopter arrival. Reselectafter departure. Note some DP systems will just reject thewind from the system, this is a problem if the wind isfrom a storm front.
Ascertain real order of magnitude of wind, deselect wind
sensors, and monitor any vessel movement andcorrection.
Determine cause of fault. Initiate action to have fault
corrected.
Initiate repairs. Check remaining
anemometer/anemometers, for quality of data, todetermine if operation can continue.

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18

Selected Gyro drifting slowly three Gyros online.

Selected Gyro drifting slowly two Gyros online.
19

20

Single Gyro failure

21

Fail gyros (dependant on number selected) to cause position
dropout/model control.

22

Motion sensor selected jumps 5 static angle. (Jump magnitude canvary.)

23

Single motion sensor failure.

24

Incorrect draft input. Either incorrect manual draft input or draft sensor
error.
FAILURE MODE (Position References)

No.
25

26

27

A perfect (frozen) position reference updating DP with constantposition. Requires a situation where only one reference or two of thesame type are selected (i.e. DGNSS).
GNSS signals/ DGNSS correction signals blocked because of close
proximity to platform.

DGNSS correction signals blocked/ become noisy due toatmospheric/scintillations interference.

Investigate gyro error. (If all three gyros are selected,
voting should eliminate faulty gyro.) Update DP Status, as
required.
Investigate gyro error. Attempt to determine which gyro
is in error. (If difference becomes too large and faulty
gyro cannot be determined, considerationmust be given
to stopping DP operations.) Update DP Status, as
required.
Consider effect on redundancy. Initiate repairs. Checkremaining Gyro/Gyros. Update DP Status, as required.
DP Operation to be suspended, until problem iscorrected. Vessel move to a safe location, if required.
Update DP Status, as required.
Investigate alarm. Determine effect, if any, sensor fault
has on position references. Update DP Status, as
required.
Consider effect on redundancy. Initiate repairs. Checkremaining sensors. Update DP Status, as required.
Detect error and take appropriate action to ensure
correct input.
CORRECTIVE ACTIONCOMPLETEDEXERCISE
No.

(Vessel likely to drift of due to frozen reference.)
Detect fault. Enable stable references, if available, anddeselect faulty references.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference, if required/available.
Consider loss during operation planning. Should havebeen picked up during planning, change to a different
correction source.
Check standing orders/field procedures for minimum
references. Update DP Status, as required. Activate
standby reference if required/available.

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28

Signal lost due to object (cranes, other vessel, etc.) passing between
Artemis (fixed/mobile antennas), Fanbeam/Cyscan (sensor/reflector) or
RADius /Radascan (interrogator/ transponder).

29

Fail RADius/Radascan due to battery failure in transponder.

30

Fanbean/Cyscan/Spot tracksignal fails due to rain showers, snow or fog.

31

Drift Fanbeam/Cyscan, due to system switching targets and acquiringreflectors on the coveralls of a moving worker (on a platform).

32

Fail HPR transponders due to excessive noise.

33

HPR interference due to another vessel in the area using the sametransponder.
Fail HPR transponders due to battery failure or due to HPR system
failure.

34

35

Making position moves while working in shallow water using Taut Wire
and/or HPR as references.

36

Taut Wire fouled by ROV, diver, downlines, air lines etc.

Determine cause (line of sight blocked). Check standingorders/field procedures for minimum references. Update
DP Status, as required. Activate standby reference if
required/available. Consider loss during operation
planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Check with other vessels in area before deploying
transponders.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Take shallow water into account and expect large numberof replumbs and possibly noisy HPR. If possible, deploy
surface references as backups.
Monitor divers/ROV closely. Make all parties aware of
Tautwire/HPR locations. Deploy standby reference or fix
problem with fouled reference.

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37

Taut Wire failure due to mechanical problems.

38

Conducting operation with using the minimum number of references
required as per standing orders or field procedures. Fail one of thereferences.

39

Fail references (dependent on number and type selected) to cause
position dropout/model control.

40

Increase noise on a reference to the point where it is still accepted by
DP but weight is alternating between very low and/or 0.

41

Drop-out of GNSS signals resulting in loss of Absolute reference within
DARPS system, and subsequent loss of “Reaction Box” function.
(Shuttle Tanker, Tandem Loading)

Check standing orders/field procedures for minimum
references. Update DP Status, as required. Activate
standby reference if required/available. If no standbyreference, consider efec on vessel operational status.
Have standby reference available foractivation/deployment. If no standby reference, consider
effect on vessel operational status. Update DP Status, as
required.
DP Operation to be suspended until problem is corrected.
Vessel move to a safe location if required. Check standingorders/field procedures for minimum references. Activate
standby reference if required/available.

42

Failure of all relative position reference systems, with only Absolute
DGNSS functioning. (Shuttle Tanker, Tandem Loading)

43

Drift one of 2 online DARPS systems. (Shuttle Tanker, Tandem Loading)No.

FAILURE MODE (Power)

Detect fault. Check standing orders/field procedures forminimum references. Update DP Status, as required.
Activate standby reference if required/available. (With noweight the reference is not acceptable.)
Monitor movement of both FPSO/FSU and Shuttle tanker
to ensure relative movement does not become out ofphase. Stop cargo transfer operations. Prepare to abort
operation or consider taut hawser mode if FSOG permit.
Use all means to assess change in relative position – suchas hawser catenary and/or tension. Stop cargo transfer
operations. Prepare to abort operation or consider tauthawser mode if FSOG permit.
Detect fault. Determine which of the 2 DARPS has an error.
Check standing orders/field procedures forminimum references. Activate standby reference, if
required/available.
CORRECTIVE ACTION

44

Vessel equipped with switchboard that can be divided into at least 2
sections with a bus tie breaker. ½ the switchboard (1 section) has a
blackout causing the loss of the thrusters it supplies. Vessel working

This would be a worst case failure and vessel need to go
to Yellow alert, safely stop operations and then move
vessel to a drift off position and move outside 500m

COMPLETEDEXERCISENo.

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45

46

47

upwind of platform and near capability limits (with 1 Bus section
offline).
Complete blackout due to failure of bus tie breaker to work properly.
(When operating with common bus.)

Start operation with minimum number of generators. Increase
environmental loads. (Power management system fails to react toincreased demand.)
Generator/generators fail during operation.

48

Generator/generators out of service either due to failure or for
maintenance.

49

Vessel equipped with switchboard that can be divided into at least 2
sections with a bus tie breaker. At exercise start, should ½ theswitchboard (1 section) have a blackout, vessel doesn’t have required
redundancy to conduct the operation.
Start exercise with common Bus and all online generators on either Bus
1 or Bus 2. (Blackout on that side will cause complete blackout)
Start exercise (operation which requires the vessel to meet Class 2
redundancy requirements) with common Bus and all generators online.

50
51

52

Complete blackout. Then make all thrusters available and give back only
1 generator or multiple generators that have insufficient power to meetthrust requirements for the current scenario.

Monitor position while drifting. Prepare for immediate
action on return of power supply. Update DP Status, as
required. Emphasis on bridge / ER
communication/coordination.
Monitor power usage and request start of extra
generators as required.
Consider effect of reduced power capacity on capabilityof vessel. Bring extra generators online (if available) toreplace those lost. Move vessel to safe location if
required. Update DP Status, as required.
Consider effect of reduced power capacity on capability.
Operation should not commence until required
redundancy level can be achieved.

Generators in use should be set so that power is available
on both Bus.
The Bus should be split, with adequate generators online
to meet redundancy requirements, before starting
operations.
Monitor position while drifting. Prepare for immediate
action on return of power supply. Decide how best to
utilize available power/thrust so as to minimize loss ofheading/position and the possibility of further blackout.
Update DP Status, as required.

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No.

FAILURE MODE (Environment)

CORRECTIVE ACTION

53

Change weather conditions and/or current such that work must be
terminated or vessel position/heading changed.

54

Change current and/or wind 180 causing a blow off situation to
become a blow on situation. (Possibly use in conjunction with item 55)

55

Increase current and/or wind to a point beyond limits for redundancy.

56

Wind shift from ahead to the beam. (Wind speed such that redundancy
limits are exceeded.)
Sudden wind shifting in both speed and direction due to thunder storm
activity. (10 knots on bow to 50 knots on beam in 45 seconds.)

Observe degrading weather closely and take action
before vessel loses redundancy or ability to safely
conduct operation.
Determine effect on vessel capability. Determine if it isstill safe to conduct operation. Update DP Status, as
required.
Change vessel heading/position to reduce current load.
Suspend operation if heading/position change notpossible. Update DP Status, as required.
Determine effect on vessel capability. Adjust heading or
position if required. Update DP Status, as required.
Determine effect on vessel capability. Adjust heading or
position if required. Update DP Status, as required.

No.

FAILURE MODE (Miscellaneous)

CORRECTIVE ACTION

58

Vessel is conducting subsea operations (Diving, Pipe lay, ROV, etc.) on
the lee side of a platform. There is then a serious gas leak at theplatform. Also applicable to DP Shuttle Tanker when connected to an
FPSO during tandem loading operations.
Unknown external force causes position excursion (vessel alongsidecomes in contact, thruster wash, load on crane becomes fouled, cranelift was not vertical, tension on cargo hose winching line, etc.)
Fire (false alarm or actual fire) or flooding. Possibly in a compartment
containing DP related equipment.

Consider the effect of the leak on the vessel and thedangers it presents. Take action to immediately suspend
operations and prepare to move the vessel to a safe
location. Update DP Status, as required.
Determine cause of excursion and take action to remove
force. Consider possibility of excursion during planning.
Update DP Status, as required.
Determine effect (if any) on vessel capability. Monitor toensure that vessel remains within operational limits.
Suspend DP operations and move to a safe location, if
determined to be a real fire. Update DP Status, as
required.
Shut down thruster/thrusters, if required. Determine
effect of the shutdown on vessel capability. Monitor toensure that vessel remains within operational limits.
Possibly suspend DP operations and move to a safe

57

59

60

61

Man overboard near running thruster/thrusters.

COMPLETEDEXERCISENo.

COMPLETEDEXERCISENo.

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location, depending on the results of shutdown/recovery
operation. Update DP Status, as required.
Raise MOB Alarm.
OFFSHORE SCHEME
MANDATORY: It is compulsory for training centres to apply at least one item from each section (Thrusters, Sensors, Position Reference, P ower, Environment andMiscellaneous) during the Simulator Course and its exercises. Other failures are subject to the training centre’s choice, either to apply them through the exercises or discussthem during the debriefing. In the case of debriefing, a note should be made in the failure mode table to specify that.
Items recommended:
Item 1, 2, 4, 6 and 7
Item 21
Item 27
Item 44, 45, 47 and 52
Item 53

SHUTTLE TANKER: All items below are MANDATORY during Course C of the Shuttle Tanker scheme.
Item 1, 4, 5
Item 15 and Item 21
Item 25, 27, 28, 38, 39, 41 and 42
Item 46 and 49
Item 55 and 57
Item 58

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12.

SUMMARY OF SIMULATIONTeam 1Team Members

Team 2
Team Members

Team 3
Team Members

Wind:

Wind:

Wind:

Current:

Current:

Current:

Final Approach Heading:Final Approach Heading:Final Approach Heading:

500 M Checklist Completed:

500 M Checklist Completed:

500 M Checklist Completed:

Dive Checklist Complete:

Dive Checklist Complete:

Dive Checklist Complete:

Communications Check
Completed:

Communications Check
Completed:

Communications Check
Completed:

DP Events Induced by Instructor

DP Events Induced by Instructor

DP Events Induced by Instructor

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13.

RECORDING STUDENT PERFORMANCE
Participant name:
Date:
Course:STUDENT PERFORMANCE DP ADVANCED COMPETENCE CHECKLISTNI
Competence
1. OPERATION OF A DP SYSTEM

Tax
code

CheckedComment

1.1

Demonstrate an ability to set up and operate the DP system under thevarious control modes, and to carry out manual, mixed manual/automaticmanoeuvres.
1.2
Demonstrate the operation of position reference systems, sensors andperipheral equipment associated with the DP system.
2. DP OPERATION
2.1
Interpret vessel plans and specifications, capability diagrams and other data
relevant to the planning and conduct of DP operations.
2.2
Using vessel and other data assess the capability of the vessel to complete
successfully and proposed operation.
2.3
Carry out risk assessment exercise on proposed operations and determine
the level of redundancy appropriate.
2.4
Make appropriate contingency plans to cover any foreseeable system failure
or operational requirement. Contingency planning to include appropriate“escape routes” for the vessel.
2.5
Demonstrate compliance with appropriate procedures to be followed whenapproaching any work site and transferring from conventional vessel control
to DP control.
2.6
Demonstrate effective completion of Pre DP and other checklists.
2.7
Demonstrate effective communication needed during DP operations and thetesting procedures.
2.8
Conduct vessel positioning manoeuvres and station keeping functions
following operational plan and procedures.
2.9
Organize DP watchkeeping procedures observing recognized safe working
practices.
2.10
Conduct appropriate watch handover procedures, completing appropriate
checklists.
2.11
Maintain the appropriate logbooks and records pertaining to DP operations.
2.12

Evaluate the various information, warning and alarm messages
communicated to the operator.
Relate the content of the messages in 2.12 above to the actions necessary in
2.13
relation to the DP operation.
3. EMERGENCY PROCEDURES
3.1
Recognise the conditions that will cause degraded operational status or
emergency status.
3.2
Recognise the warnings and alarms associated with catastrophic failure.
3.3
Evaluate the various factors to be taken into account subsequent to any
system failure and determine appropriate actions.
3.4
Carry out procedures to stabilize the vessel position and heading subsequent
to a variety of system failures and take appropriate decisions and actions
relating to the continuance or abandonment of the operation.

A
A

A
A
A
A

A

N/A

A
A
A
I

N/A

A

N/A

A
I
I

K
K
I
I

Levels of Cognition
Level 1: Knowledge (K)To remember to r to reproduce on basis of appropriate, previously learned information.
Level 2: Understanding (U)To give meaning to new situations and or new material by recollection and using necessary present information.
To give evidence of insight in certain activities.

Instructor Name:

Level 3: Application (A)To use previously acquired information in new and concrete situations to solve problem that have single or bestanswers.

Sign:

Date:

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Level 4: Integration (I)To separate information into their component parts, to examine such information to develop divergent conclusions
by identifying motives or causes, making inferences and or finding evidence to support generalisations.
To creatively apply prior knowledge and skills to produce a new or original whole.
To judge the value of material based on personal values or opinions, resulting in an end product, with given
purpose, without real right or wrong answers.

14.

PRACTICAL ASSESSMENT SKILLS FORM (ASSESSOR)

Training Centre Name:
Student NameNI Customer Number

Assessor Name

Date

Objective: This assessment is meant to assess the DP Simulator Course students on the minimum
standards of competence, by the Nautical Institute approved instructor/assessor by observation of
the demonstrable tasks according to the following table.
Notes:- The students are able to use scenario and vessel descriptions and the DP set-up checklist provided
by the Training Centre, however, the use of personal notes during the assessment is not allowed.
- The instructor’s role is to monitor for assessment purposes and shall not assist, coach or lead thestudent- The student must pass every item on the list below to be successful. If the student does not pass thisDP Set-up Practical Assessment, he/she must repeat the DP Simulator Course

Knowledge, Understanding and Proficiency
Pass (P)/ Fail (F)Observations by Assessor
Competency
Take control on the DP operator station
1. Change the vessel manoeuvre switch frommanual control to DP control (if available)
2. Take command on the DP operator station
3. Enable all propellers, thrusters and rudders
available
4. Check available power
Competence
Check / enable the sensors
1. Check/enable
the gyro/compasses
in
accordance with the vessel’s DP classification
2. Check/enable the wind sensors in accordancewith the vessel’s DP classification
3. Check/enable
the motion sensors inaccordance with the vessel’s DP classification
Competence
Enable position reference system(s)1. Select/enable at least one reference system
2. Verify it is acquired by the system
Competence
Change to DP joystick manual control mode
1. Select DP joystick manual control
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2. Stabilise position and heading Select DP
joystick auto heading mode
Competence
Change from DP joystick manual control to DP auto position control mode
1.

Control the vessel using auto heading/yaw
mode
2. Control the vessel using auto sway/athwartmode
3. Control the vessel using auto surge/ Fore-aft
control mode
4. Control the vessel in 3 Axis (DP Auto position
mode)
Competence
Select and verify DP settings using a provided DP set-up checklist
This checklist shall include but not be limited to:
1. Selects an appropriate unit
2. Selects an appropriate coordinate system
3. Selects an appropriate gain setting
4. Set up warnings and alarms
5. Check if the power system configuration is inaccordance with the vessel’s DP classification
6. Check thrusters settings--------------------------------Student Signature--------------------------------Assessor Signature

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Annex C
Sea Time Reduction Course
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP SEATIME REDUCTION COURSE© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org

www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI Sea Time Reduction Course
Title
NI Sea Time Reduction Course

Version1

Date
20/01/2023

TABLE OF CHANGES
Page

85

Subject
Failure Mode
Checklist

Original content v2(January 2022)

New content v1(January 2023)
The Failure Mode Checklist amendments

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Contents
1.

Introduction

82

2.

Minimum Entry Qualification Requirements

82

3.

Number of Hours

82

4.

Ratio of Students/Instructors/Equipment

82

5.

Delivery Method

82

6.

Course Aims

83

7.

Course Objectives

83

8.

Course Assessment

84

9.

Online Assessment

84

10. Practical Assessment

84

11. Failure Mode Checklist

85

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1.

INTRODUCTION
The period of supervised DP sea time days after the Simulator Course may be reduced by a maximum of
30 days by the satisfactory completion of an intensive DP Simulator Course.
This course can be done straight after the Simulator Course, but trainee DPOs are required to do aminimum of 30 DP sea time days on board a classed DP vessel and have the Statement of Suitability
signed by Master after the course. A company confirmation letter is required for verification of that DP
sea time.
As with the other components of the scheme, all DP time or courses leading to reduction of DP time musthave been completed within the previous five years.
The Sea Time Reduction training cannot be used for upgrading a certificate from Limited to Unlimited.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
The course is an optional element of the DPO training programme and as such successful completion of
the DP Simulator Course is required before attendance. Candidate must hold a certificate ofcompetency.

3.

NUMBER OF HOURS
A minimum of 37.5 hours of instruction time is required for this course.

4.

RATIO OF STUDENTS/ INSTRUCTORS/ EQUIPMENT
The number of students attending a STR Course must be regulated such that each student obtains the
maximum amount of ‘hands-on’ experience of operating the system to ensure the validity of awarding
six DP sea time days for each day spent in the simulator. In order to achieve this, the NI allows a maximumof three students per class being taught by one instructor in a Class A Simulator.

5.

DELIVERY METHOD
The training will be predominantly practical/operational in nature.
In addition to the opportunities that arise during the exercise briefing and debriefing sessions, provisions
will be made during classroom tuition to facilitate student feedback of training needs.
Exercise scenarios and case studies will be carried out on a facility that effectively replicates the working
environment the trainee will meet on board. Simulator equipment for the DP Sea Time Reduction training
should incorporate facilities that:
•

•

•
•

Create a real time operating environment that includes navigation control, manoeuvring andcommunications instruments replicating that found on a typical dynamically controlled vessel,that will allow trainees to carry out DP watchkeeping and station keeping tasks
Provide a realistic visual scenario for day and night, including variable visibility, with a minimum
horizontal and vertical field of view in viewing sectors appropriate to the DP watchkeeping andstation keeping tasks
Realistically simulate own ship dynamics in open water conditions, including the effects ofweather, tidal stream, shallow water and interaction with other vessels
Realistically simulate faults in the dynamic positioning control system, power generation anddistribution systems, propulsion systems, position reference equipment, other sensor equipment
and the machine/human interface.

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6.

COURSE AIMSThe Sea Time Reduction Course should be an opportunity for the trainee to spend extended and intense
periods of time on DP station keeping and must challenge the trainee to enhance, consolidate anddemonstrate their:
6.1.
6.2.
6.3.
6.4.
6.5.
6.6.

Knowledge of the DP system and additional equipment and instruments,
Situational awareness,
Communication and teamwork skills,
Ability to analyse trends and pre-empt problems before they arise,
Ability to evaluate and respond to alarms, faults and emergencies with calm, reason andconfidence, andAbility to complete such administrative and safety-related procedures as completing checklists,filling in logs and performing thorough watch handovers.

The range of exercises a centre develops to achieve these aims should be appropriate to the intended
target group. The following are examples of the typical operational areas that should be considered:
6.7.
6.8.
6.9.
6.10.
6.11.
6.12.
6.13.
6.14.
7.

Saturation and air dive support
Sub-sea construction and heavy lift
ROV operations
OSV operations
Cable and pipe laying operations
Drilling operations
Offshore loading operations
Shuttle tanker.

COURSE OBJECTIVES
Operation of a DP System
7.1. Demonstrate the ability to set up and operate the DP system under the various control modes,
and to carry out manual, mixed manual and automatic and fully automatic maneuvers.
7.2. Demonstrate within the DP Simulator the operation of position reference systems, sensors andperipheral equipment associated with the DP system.
DP Operation
7.3. Interpret vessel plans and specifications, capability diagrams and other data relevant to theplanning and conduct of DP operations.
7.4. Using vessel and other data, assess the capability of the vessel to successfully complete any
proposed operation.
7.5. Carry out a risk assessment exercise on proposed operations and determine the level ofredundancy appropriate.
7.6. Make appropriate contingency plans to cover any foreseeable system failure or operational
requirement. Contingency planning to include appropriate escape routes for the vessel.
7.7. Demonstrate compliance with appropriate procedures to be followed when approaching any worksite and transferring from conventional vessel control to DP control.
7.8. Demonstrate effective completion of pre-DP and other checklists.
7.9. Demonstrate the effective communications necessary during DP operations and the testingprocedures.
7.10. Conduct vessel positioning maneuvers and station keeping functions following operational planand procedures.
7.11. Organize DP watchkeeping procedures observing recognized safe working practices.
7.12. Conduct appropriate watch handover procedures, completing appropriate checklists.

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7.13. Maintain the appropriate logbooks and records pertaining to DP operations.
7.14. Evaluate the various information, warning and alarm messages communicated to the operator.
7.15. Relate the content of the messages in 2.12 above to the actions necessary in relation to the DP
operation.
Emergency Procedures
7.16. Recognize the conditions that will cause degraded operational status or emergency status.
7.17. Recognize the warnings and alarms associated with worst case failure.
7.18. Evaluate the various factors to be taken into account subsequent to any system failure anddetermine appropriate actions.
7.19. Carry out procedures to stabilize the vessel position and heading subsequent to a variety of system
failures and take appropriate decisions and actions relating to the continuance or abandonmentof the operation. This to include the following:
7.19.1.
Thruster fail to max pitch
7.19.2.
Setpoint/feedback offset
7.19.3.
Loss of all position reference system, entering move into DP system when in DR mode
7.19.4.
Worst case failure and action to be taken
7.19.5.
Movement of position reference systems
In 7.4 one exercise should be in the form of a table top analysis. An FMEA should be used along with otherappropriate documentation to evaluate a vessels capability to carry out a given operation.
8.

COURSE ASSESSMENT
Training centre are required to develop an effective assessment procedure to ensure that only suitableapplicants are deemed to have successfully completed the course.

9.

ONLINE ASSESSMENT
Not Applicable

10.

PRACTICAL ASSESSMENT
To be arranged by the centre

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11. Failure Mode Checklist
FAILURE MODE CHECKLISTThe Nautical Institute
DP STR Course
Course dates:
From:
To:
Instructor:
No.

FAILURE MODE (Thrusters)

CORRECTIVE ACTION
Note: Corrective actions, indicated below, should beapplied with due consideration to the circumstances ofeach case.

1

Most useful thruster, or any thruster, fails to 100% pitch/rpm.
(Feedback indicates 100%)
Alternatively fail to 100% but have feedback indicate differently (i.e. 50% or other).

Detect fault. Emergency stop Thruster. (Deselection ofthruster does not stop thrust.) Consider vessel capability
after failure/loss of thruster and take action, as required.
Update DP Status, as required.

COMPLETEDEXERCISE
No.

Possible (depending on vessel model in use):a) Fail main engine full ahead.
b) Fail main engine full astern.
c) Fail tunnel thruster to full.
d) Fail azimuth thruster to full.
e) Fail azimuth thruster to full, with feedback indicting direction
180° opposite to actual.
f) Fail thruster to full, with feedback frozen at value seen before
failure.

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2

Most useful thruster, or any thruster, feedback indicates 100%
pitch/rpm but thruster is working normally. Could also set faulty
feedback value to less than 100%.

3

Most useful thruster (or any thruster) fails to a value between 1% & 99%
pitch/rpm. (Feedback indicates failed value).
Alternatively fail to value but have feedback indicates different thanfailed value.

4

Most useful thruster (or any thruster) fails to 0% pitch/rpm

5Operator deselects thruster for engineering purposes (request fromE/R) engineer trips another (critical) thruster.

6

Thruster having setpoint or feedback error. The magnitude of the error
can be set to either cause a thruster alarm or be set so that the error is
below alarm limits and only detectable by DPO observation of
setpoint/feedback data.
(Possibly azimuth 180° off setpoint)
Freeze a thruster (setpoint) after the vessel has settled on position andheading. (If a good model has built up there may be no alarm until
weather conditions change or a move is input.)
Present a situation where thruster/thrusters down for maintenance.
Vessel has sufficient remaining thrusters to hold position and complete
the task assigned. However, when ½ partial blackout occurs, there will
be insufficient thrusters online to maintain position control. (Vessel
does not have redundancy with thruster/thrusters down.)
Any of the thrusters down for maintenance. No effect on redundancy.

7

8

9

Detect fault. Is heading or position changing? Emergency
stop thruster, if required. (Deselection of thruster does
not stop thrust.) If thruster is not stopped (DP continues
to operate thruster) stop operation, move to safe
location and check thruster. Consider vessel capability
after fault and take action, as required. Update DP Status,
as required.
Detect fault. Is heading or position changing? Emergency
Stop thruster, if required. (Deselection of thruster does
not stop thrust.) If thruster is not stopped (DP continues
to operate thruster) stop operation, move to safe
location and check thruster. Consider vessel capability
after fault and take action as required. Update DP Status,
as required.
Consider vessel capability after loss of thruster. Takeaction as required. Update DP Status, as required.
Detect mistake. Inform engine room. Determine effect of
the loss of this thruster has on vessel capability. Update
DP Status, as required.
Detect fault. Consider vessel capability. Have thrusterchecked and take corrective action as required. (Nonalarm event might not be noticed by DPOs)
The DPO must monitor the thruster setpoint / feedback
and understand the information.
Detect fault. (There may be no alarm if weather
conditions are constant and the current model is built
up.)
Project should not progress until adequate thrusters areavailable.

Consider effect of thruster loss on vessel capability.

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10

Downline, umbilical, cargo hose, etc., fouls a thruster causing it to fail.

11

ROV power failure while underneath vessel. ROV has sufficient tether
out to reach surface and has positive buoyancy. Vessel may besecured/connected to bottom by a pipe, cable or umbilical.

Thrusters in fixed azimuth mode, in light weather conditions. Increase
environmental loads to the point where vessel will not maintainposition in fixed mode. Note: Not possible, if the simulated vessel
doesn’t have a fixed azimuth mode.
FAILURE MODE (Sensors)

12

Consider vessel capability after loss of thruster. Update
DP Status, as required.
Emergency stop of the thrusters to limit any further
damages.
Shutdown thrusters or move vessel (as required) toprevent ROV contacting thrusters. Give consideration to
DP operation and redundancy while doing so. (Wasumbilical length considered during planning of operation?
Does ROV have positive or negative buoyancy?) Update
DP Status, as required.
Thrusters should be switched to free slew as required toprevent loss of position.

CORRECTIVE ACTION

No.
13

14

15
16
17

Wind sensor shielded by platform and then sees an increase in wind (15knots) after vessel move. (Wind increase can vary.)

Wind sensor sees at extra wind (50 knots) for a short period due tohelicopter arrival.

False high wind reading registering in DP system (wind sensor
sending higher speed to DP than actual wind).
Possibly input false reading of 88 knots or other.
Anemometer fouled (possibly by halyard). Gives fixed wind direction
and speed error.
Single Anemometer Failure.

COMPLETEDEXERCISE
No.

Position vessel at a distance from platform such that
excursion caused by an increase in wind will not cause acollision. (Be aware that wind sensor is not registering
actual wind.)Deselect wind sensor before helicopter arrival. Reselectafter departure. Note some DP systems will just reject thewind from the system, this is a problem if the wind isfrom a storm front.
Ascertain real order of magnitude of wind, deselect wind
sensors, and monitor any vessel movement andcorrection.
Determine cause of fault. Initiate action to have fault
corrected.
Initiate repairs. Check remaining
anemometer/anemometers, for quality of data, todetermine if operation can continue.

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18

Selected Gyro drifting slowly three Gyros online.

Selected Gyro drifting slowly two Gyros online.
19

20

Single Gyro failure

21

Fail gyros (dependant on number selected) to cause position
dropout/model control.

22

Motion sensor selected jumps 5 static angle. (Jump magnitude canvary.)

23

Single motion sensor failure.

24

Incorrect draft input. Either incorrect manual draft input or draft sensor
error.
FAILURE MODE (Position References)

No.
25

26

27

A perfect (frozen) position reference updating DP with constantposition. Requires a situation where only one reference or two of thesame type are selected (i.e. DGNSS).
GNSS signals/ DGNSS correction signals blocked because of close
proximity to platform.

DGNSS correction signals blocked/ become noisy due toatmospheric/scintillations interference.

Investigate gyro error. (If all three gyros are selected,
voting should eliminate faulty gyro.) Update DP Status, as
required.
Investigate gyro error. Attempt to determine which gyro
is in error. (If difference becomes too large and faulty
gyro cannot be determined, considerationmust be given
to stopping DP operations.) Update DP Status, as
required.
Consider effect on redundancy. Initiate repairs. Checkremaining Gyro/Gyros. Update DP Status, as required.
DP Operation to be suspended, until problem iscorrected. Vessel move to a safe location, if required.
Update DP Status, as required.
Investigate alarm. Determine effect, if any, sensor fault
has on position references. Update DP Status, as
required.
Consider effect on redundancy. Initiate repairs. Checkremaining sensors. Update DP Status, as required.
Detect error and take appropriate action to ensure
correct input.
CORRECTIVE ACTIONCOMPLETEDEXERCISE
No.

(Vessel likely to drift of due to frozen reference.)
Detect fault. Enable stable references, if available, anddeselect faulty references.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference, if required/available.
Consider loss during operation planning. Should havebeen picked up during planning, change to a different
correction source.
Check standing orders/field procedures for minimum
references. Update DP Status, as required. Activate
standby reference if required/available.

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28

Signal lost due to object (cranes, other vessel, etc.) passing between
Artemis (fixed/mobile antennas), Fanbeam/Cyscan (sensor/reflector) or
RADius /Radascan (interrogator/ transponder).

29

Fail RADius/Radascan due to battery failure in transponder.

30

Fanbean/Cyscan/Spot tracksignal fails due to rain showers, snow or fog.

31

Drift Fanbeam/Cyscan, due to system switching targets and acquiringreflectors on the coveralls of a moving worker (on a platform).

32

Fail HPR transponders due to excessive noise.

33

HPR interference due to another vessel in the area using the sametransponder.
Fail HPR transponders due to battery failure or due to HPR system
failure.

34

35

Making position moves while working in shallow water using Taut Wire
and/or HPR as references.

36

Taut Wire fouled by ROV, diver, downlines, air lines etc.

Determine cause (line of sight blocked). Check standingorders/field procedures for minimum references. Update
DP Status, as required. Activate standby reference if
required/available. Consider loss during operation
planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Check with other vessels in area before deploying
transponders.
Determine cause. Check standing orders/field procedures
for minimum references. Update DP Status, as required.
Activate standby reference if required/available. Consider
loss during operation planning.
Take shallow water into account and expect large numberof replumbs and possibly noisy HPR. If possible, deploy
surface references as backups.
Monitor divers/ROV closely. Make all parties aware of
Tautwire/HPR locations. Deploy standby reference or fix
problem with fouled reference.

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37

Taut Wire failure due to mechanical problems.

38

Conducting operation with using the minimum number of references
required as per standing orders or field procedures. Fail one of thereferences.

39

Fail references (dependent on number and type selected) to cause
position dropout/model control.

40

Increase noise on a reference to the point where it is still accepted by
DP but weight is alternating between very low and/or 0.

41

Drop-out of GNSS signals resulting in loss of Absolute reference within
DARPS system, and subsequent loss of “Reaction Box” function.
(Shuttle Tanker, Tandem Loading)

Check standing orders/field procedures for minimum
references. Update DP Status, as required. Activate
standby reference if required/available. If no standbyreference, consider efec on vessel operational status.
Have standby reference available foractivation/deployment. If no standby reference, consider
effect on vessel operational status. Update DP Status, as
required.
DP Operation to be suspended until problem is corrected.
Vessel move to a safe location if required. Check standingorders/field procedures for minimum references. Activate
standby reference if required/available.

42

Failure of all relative position reference systems, with only Absolute
DGNSS functioning. (Shuttle Tanker, Tandem Loading)

43

Drift one of 2 online DARPS systems. (Shuttle Tanker, Tandem Loading)No.

FAILURE MODE (Power)

Detect fault. Check standing orders/field procedures forminimum references. Update DP Status, as required.
Activate standby reference if required/available. (With noweight the reference is not acceptable.)
Monitor movement of both FPSO/FSU and Shuttle tanker
to ensure relative movement does not become out ofphase. Stop cargo transfer operations. Prepare to abort
operation or consider taut hawser mode if FSOG permit.
Use all means to assess change in relative position – suchas hawser catenary and/or tension. Stop cargo transfer
operations. Prepare to abort operation or consider tauthawser mode if FSOG permit.
Detect fault. Determine which of the 2 DARPS has an error.
Check standing orders/field procedures forminimum references. Activate standby reference, if
required/available.
CORRECTIVE ACTION

44

Vessel equipped with switchboard that can be divided into at least 2
sections with a bus tie breaker. ½ the switchboard (1 section) has a
blackout causing the loss of the thrusters it supplies. Vessel working

This would be a worst case failure and vessel need to go
to Yellow alert, safely stop operations and then move
vessel to a drift off position and move outside 500m

COMPLETEDEXERCISENo.

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45

46

47

upwind of platform and near capability limits (with 1 Bus section
offline).
Complete blackout due to failure of bus tie breaker to work properly.
(When operating with common bus.)

Start operation with minimum number of generators. Increase
environmental loads. (Power management system fails to react toincreased demand.)
Generator/generators fail during operation.

48

Generator/generators out of service either due to failure or for
maintenance.

49

Vessel equipped with switchboard that can be divided into at least 2
sections with a bus tie breaker. At exercise start, should ½ theswitchboard (1 section) have a blackout, vessel doesn’t have required
redundancy to conduct the operation.
Start exercise with common Bus and all online generators on either Bus
1 or Bus 2. (Blackout on that side will cause complete blackout)
Start exercise (operation which requires the vessel to meet Class 2
redundancy requirements) with common Bus and all generators online.

50
51

52

Complete blackout. Then make all thrusters available and give back only
1 generator or multiple generators that have insufficient power to meetthrust requirements for the current scenario.

Monitor position while drifting. Prepare for immediate
action on return of power supply. Update DP Status, as
required. Emphasis on bridge / ER
communication/coordination.
Monitor power usage and request start of extra
generators as required.
Consider effect of reduced power capacity on capabilityof vessel. Bring extra generators online (if available) toreplace those lost. Move vessel to safe location if
required. Update DP Status, as required.
Consider effect of reduced power capacity on capability.
Operation should not commence until required
redundancy level can be achieved.

Generators in use should be set so that power is available
on both Bus.
The Bus should be split, with adequate generators online
to meet redundancy requirements, before starting
operations.
Monitor position while drifting. Prepare for immediate
action on return of power supply. Decide how best to
utilize available power/thrust so as to minimize loss ofheading/position and the possibility of further blackout.
Update DP Status, as required.

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No.

FAILURE MODE (Environment)

CORRECTIVE ACTION

53

Change weather conditions and/or current such that work must be
terminated or vessel position/heading changed.

54

Change current and/or wind 180 causing a blow off situation to
become a blow on situation. (Possibly use in conjunction with item 55)

55

Increase current and/or wind to a point beyond limits for redundancy.

56

Wind shift from ahead to the beam. (Wind speed such that redundancy
limits are exceeded.)
Sudden wind shifting in both speed and direction due to thunder storm
activity. (10 knots on bow to 50 knots on beam in 45 seconds.)

Observe degrading weather closely and take action
before vessel loses redundancy or ability to safely
conduct operation.
Determine effect on vessel capability. Determine if it isstill safe to conduct operation. Update DP Status, as
required.
Change vessel heading/position to reduce current load.
Suspend operation if heading/position change notpossible. Update DP Status, as required.
Determine effect on vessel capability. Adjust heading or
position if required. Update DP Status, as required.
Determine effect on vessel capability. Adjust heading or
position if required. Update DP Status, as required.

No.

FAILURE MODE (Miscellaneous)

CORRECTIVE ACTION

58

Vessel is conducting subsea operations (Diving, Pipe lay, ROV, etc.) on
the lee side of a platform. There is then a serious gas leak at theplatform. Also applicable to DP Shuttle Tanker when connected to an
FPSO during tandem loading operations.
Unknown external force causes position excursion (vessel alongsidecomes in contact, thruster wash, load on crane becomes fouled, cranelift was not vertical, tension on cargo hose winching line, etc.)
Fire (false alarm or actual fire) or flooding. Possibly in a compartment
containing DP related equipment.

Consider the effect of the leak on the vessel and thedangers it presents. Take action to immediately suspend
operations and prepare to move the vessel to a safe
location. Update DP Status, as required.
Determine cause of excursion and take action to remove
force. Consider possibility of excursion during planning.
Update DP Status, as required.
Determine effect (if any) on vessel capability. Monitor toensure that vessel remains within operational limits.
Suspend DP operations and move to a safe location, if
determined to be a real fire. Update DP Status, as
required.
Shut down thruster/thrusters, if required. Determine
effect of the shutdown on vessel capability. Monitor toensure that vessel remains within operational limits.
Possibly suspend DP operations and move to a safe

57

59

60

61

Man overboard near running thruster/thrusters.

COMPLETEDEXERCISENo.

COMPLETEDEXERCISENo.

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location, depending on the results of shutdown/recovery
operation. Update DP Status, as required.
Raise MOB alarm.
OFFSHORE SCHEME
MANDATORY: It is compulsory for training centres to apply at least one item from each section (Thrusters, Sensors, Position Reference, P ower, Environment andMiscellaneous) during the Simulator Course and its exercises. Other failures are subject to the training centre’s choice, either to apply them through the exercises or discussthem during the debriefing. In the case of debriefing, a note should be made in the failure mode table to specify that.
Items recommended:
Item 1, 2, 4, 6 and 7
Item 21
Item 27
Item 44, 45, 47 and 52
Item 53

SHUTTLE TANKER: All items below are MANDATORY during Course C of the Shuttle Tanker scheme.
Item 1, 4, 5
Item 15 and Item 21
Item 25, 27, 28, 38, 39, 41 and 42
Item 46 and 49
Item 55 and 57
Item 58

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Annex D
Shuttle Tanker Course A
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect,
resulting from use of this information. The Nautical Institute cannot be held responsible for any damage toproperty, trainers or operators whilst following these guidelines. This information is produced in good faith,
but we cannot guarantee the accuracy and/or completeness of the information, which is produced for
guidance purposes only.

THE NAUTICAL INSTITUTE DP SHUTTLE TANKER COURSE A© The Nautical Institute 2023
200B Lambeth Road, London, SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817 www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI Shuttle Tanker Course A
Title
NI Shuttle Tanker Course A

Version1

Date
20/01/2023

TABLE OF CHANGES
Page

Subject

Original content v1(January 2022)

New content v1(January 2023)

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Contents
1.

Introduction

98

2.

Minimum Entry Qualification Requirements

98

3.

Number of Hours

98

4.

Ratio of Students/Instructors/Equipment

98

5.

Delivery Method

98

6.

Course Aims

99

7.

Course Objectives

99

8.

Course Assessment

99

9.

Online Assessment

99

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1.

INTRODUCTION
Course A is an NI Recognition Course (not an Accredited Course) and refers to the completion of
appropriate Position Reference System (PRS) course offered by Recognised Position Reference Systemmanufacturers or their approved agents. This course may be offered by accredited DP Training Centres
having facilities to conduct the course with the approval of system manufacturers.
Evidence of course completion must be provided by appropriate documentary evidence issued by theorganization conducting the course. Based on the evidences, Training centres should complete, sign andstamp the appropriate entry in the Shuttle Tanker Logbook.
The Course A PRS training requirement may also be satisfied by a participant undertaking training at a
centre approved by The NI for PRS training. Such training must be conducted over a period of 4-5 days
and cover instruction in a minimum of 3 different PRS arrangements.
At the end of the course, the trainee should obtain a certificate of attendance. The NI Recognition Logo
may be used. The NI recognizes these courses but does not accredit them.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
There are no minimum entry requirements but completion of a DP Induction Course or a suitable “DPAwareness” course is recommended.

3.

NUMBER OF HOURS
The duration of each individual PRS course should be as per the Manufacturers recommendations.
The entire course duration is to be planned by the training number of PRS centre depending on theircourse content, number of PRS they wish to teach and the time they wish to allocate for each PRS as per
manufacturer’s recommendation.
It is however recommended that the full course should be run for a minimum of four days (6 hours perday) to adequately cover all the aspects and requirements of the training.

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENTThe NI allows a maximum of ten students per class being taught by one instructor. Simulators used forthis training could be the actual equipment or be PC based.

5.

DELIVERY METHOD
The duration of each course should be as per the individual PRS manufacturer’s recommendations.
Courses should be aligned with existing practices in regards to course duration. The contents of the courseshould be appropriate to the complexity and risk of each type of PRS.
Vessel owners are required to ensure onboard familiarization of current software version with structured
familiarization program. Theory may be used to support the practical exercises either as a briefing, a debriefing or for demonstration purposes.
The following PRS Systems are mandatory:•
Artemis operator course•(HPR/HiPAP (or other HPR PRS) operator course•
DGNSS/DARPS (or other relative GPS PRS) operator course
The following are optional:•
Parker PMS System operator course•
RadaScan , RADius (or other FMCW PRS) operator course
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•

Cyscan, Fanbeam (or other laser based PRS) operator course

It is understood that the list above is not exhaustive and refers to the major systems currently in use.
Other systems may be included if so desired or if newer systems are introduced.
Each position reference course should cover as a minimum the following:•
Principle of operation•
Advantages and disadvantages (limitations)•
Failure Modes•
Quick Reference Guides•
Interaction with other PRS
6.

COURSE AIMS
On completion of the course, the student should be able to:
6.1. Have an understanding of the practical operations of the various Position Referencing Systems.
6.2. Be able to recognize the various alarms, warnings and information messages.
6.3. Be able to assess the strength, capability and dependability of the PRS System.
6.4. Be able to assess the weaknesses and limitations of the PRS System.
6.5. Recognise conditions that will cause degraded operational status of the PRS.
6.6. Take remedial action in the event of system failure due to loss of PRS.
6.7. Take emergency action, which may involve suspension of operations.

7.

COURSE OBJECTIVES
The following is a list of the objectives which should be attained by the candidates upon completion of
Course A. The trainee should be able to:
7.1
Describe the following position reference systems commonly associated with DP installations:Differential GNSS, hydro acoustic, Artemis, FMCW Radar and laser-based systems. (Taut wire and
PRS interfaced with INS may also be described in basic terms)
7.2
Describe the failure modes of the following position reference systems: Differential GNSS, hydroacoustic, Artemis, FMCW Radar and laser-based systems. (Also Taut Wire and INS briefly)
7.3
Describe the following sensors associated with DP installations: vertical reference sensor/unit,
motion reference unit, gyro compass, wind sensor (anemometer) and draught input sensor.
7.4
Understand the importance of ASOG, TAM and CAM.
7.5
Describe the failure modes of the following sensors: vertical reference sensor/unit, motion
reference unit, gyro compass, wind sensor (anemometer) and draught input sensor.
7.6
Recognise the advantages as well as the limitations of the various systems.
7.7
Recognise that multiple PRS systems may be in use in Shuttle Tanker Operations, their balance andweighting, safe operating limits and how these may be degraded by failure of a single PRS.

8.

COURSE ASSESSMENT
Appropriate assessment will depend on the PRS being taught and will be made by the training centre.

9.

ONLINE ASSESSMENT
There are no on line assessments for this course

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Annex E
DP Shuttle Tanker Course B
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP SHUTTLE TANKER COURSE B© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org

www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI Shuttle Tanker Course B
Title
NI Shuttle Tanker Course B

Version1

Date
20/01/2023

TABLE OF CHANGES
Page

Subject

Original content v1(January 2022)

New content v1(January 2023)

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Contents
1.

Introduction

104

2.

Minimum Entry Qualification Requirements

104

3.

Number of Hours

104

4.

Ratio of Students/Instructors/Equipment

104

5.

Delivery Method

104

6.

Course Aims

104

7.

Course Objectives

104

8.

Course Assessment

106

9.

Online Assessment

106

10. Practical Assessment

106

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1.

INTRODUCTION
The shuttle tanker operation simulator training course relates to the offshore loading Phase 2 typecourse. To concentrate on shuttle tanker specific behaviours and include a range of offshore loading
installation types.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS

3.

NUMBER OF HOURS
Five days (six hours per day), totaling 30 hours.

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENT
Three students maximum on a Class A Simulator only.

5.

DELIVERY METHOD
As per training centre.

6.

COURSE AIMS
The focus of the exercises should be on the practical handling of shuttle tankers in the vicinity of offshore
installations. This should include approach to the operational zones, safe interaction with the offshore
terminal facilities, including the effects of mooring systems, hose connections, emergency shutdowns,
interaction with tanker assist vessels and field communications. All functions of propulsion, power
generation and position reference systems should be included in the discussions and exercises, as well as
effects and instances of equipment and system errors/failures. Students will also acquire knowledge ofofftake tanker operational procedures.
A separate basic ship handling course should have been completed prior to attending this course, as therevision section is limited to a refresher on basic shiphandling techniques.
Such a shiphandling course should cover:6.1. Effects of deadweight, draught, trim, speed and under-keel clearance on turning circles andstopping distances
6.2. Effects of wind and current on ship handling; application of rate of turn (ROT) techniques
6.3. Manoeuvring in shallow waters, including under-keel clearance caused by squat, rolling andpitching
6.4. Interaction between ships and between own ship and nearby banks (bank effect)
6.5. Berthing and unberthing under various wind, tide and sea-current conditions with and without
tugs
6.6. Ship and tug interaction, various types of tugs
6.7. Use of propulsion and manoeuvring systems
6.8. Where possible, use of tunnel and azimuth thrusters
A suitable course format is currently available as Offshore Loading Phase 1 at some training
establishments.

7.

COURSE OBJECTIVES
The reasons for the majority of incidents related to vessel handling operations can be traced to humanerror or lack of professional problem mitigation. The main objective of the courses is for Masters and
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DPOs to achieve optimal understanding and skills in DP mode, DP manual mode and in traditional manualmodes, where appropriate. This will further improve the safety of the tanker’s manoeuvring and loading
operations.
Vessel handling exercises should be carried out on simulators. Approaches to offshore terminal should
be carried out primarily by using DP systems, but a manual mode approach should be included forcomparison. Simulations should also include reconstruction of known DP incidents involving offtaketankers. The complexity and value of these exercises will be enhanced by appropriate previous
experience of the person in charge of the simulator.
Course Content
The following sections outline content of a typical training course designed to provide the competence required
to achieve a satisfactory understanding and skill level.
7.1

Ship Handling Refresher Section:
7.1.1
Repetition of rate of turn (ROT) techniques and other theoretical items from basic Ship handlingcourse noted in Purpose (above).
7.1.2
Practical exercise on simulator to confirm adequate understanding of MCRM principles andpractices
7.1.3
Further practical exercises on simulator if the instructor considers it necessary, based on
responses from above two assessments

7.2

Offshore Loading specific section:
7.2.1. Gain knowledge of requirements and guidelines that apply to offtake tanker DPOs. Achieve
increased skills in operating the DP system and the manual manoeuvring of vessels undernormaland severe/marginal environmental conditions, with systems intact and with systemerrors, such as loss of position reference systems, thruster failure and sensor failures, etc.
7.2.2. Gain a good understanding of the DP system’s possibilities and limitations.
7.2.3. Gain good understanding of field operator’s offshore loading manuals for various fields.
7.2.4. Gain good understanding of the correct use of position reference systems for DP.

7.3

General section:
7.3.1. Review and updates in latest industry best practice including new legislation, newrecommendations/guidance, new systems, new fields and terminal types.
7.3.2. Revision of DP Systems and Operation, to include Tandem FPSO (active and passive); STL; OLS;
and taut hawser options:(i)Interpret vessel specifications, field specifications and other data relevant to planningapproach and offloading operations.
(ii)
Using capability plots and environmental data to assess the capability of the vessel tocomplete the planned operation safely.
(iii)
Ensure correct level of redundancy is available and that risks are assessed adequately.
(iv)
Develop contingency plans and escape criteria/routes.
(v)
Demonstrate compliance with appropriate procedures for different stages of theoperation.
(vi)
Demonstrate use of the Approach Mode, controlling the vessel speed and movement.
(vii) Demonstrate use of DP modes which monitor and control heading differences between
FPSO/FSU and shuttle tanker, during tandem loading operations.
(viii) Demonstrate use of DP modes which monitor and control the relative position of the
shuttle tanker, in relation to the FPSO/FSU, during tandem loading operations.
7.3.3. Relative and Absolute Position reference systems such as DARPS, Artemis, Radius, Radascan,
Fanbeam, and HiPap:(i)
Demonstrate correct set-up and use of such systems.

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(ii)7.3.4.

Demonstrate awareness of errors and failures – how they occur, develop and need tobe handled.
Discuss and learn from recent and important past incidents from industry sources.

7.10.
7.11.
7.12.
7.13.
7.14.
7.15.

Simulator exercises should include appropriate Failure Modes selected from the NI checklist, and:Manoeuvring according to field procedures and DP best practice.
Approach and departure with and without tanker assist vessels.
Ship handling in changing wind speed and direction
Ship handling in changing current speed and direction
Ship handling with variable wind and current
Tandem positioning – free weathervane; operator selected heading; spread moored operation and tauthawser operations
Escape manoeuvringEngine, propeller and rudder errors/failure
Thruster errors/failure
DP errors
PRS errors
ESD 1 and 2 processes.

8.

COURSE ASSESSMENT

7.4.
7.5.
7.6.
7.7.
7.8.
7.9.

A theoretical and practical test should be held at the end of each course and an assessment report handed
to the participant.
9.

ONLINE ASSESSMENT
Not applicable.

10.

PRACTICAL ASSESSMENT
As per training centre.

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Annex F
DP Revalidation Course
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect,
resulting from use of this information. The Nautical Institute cannot be held responsible for any damage toproperty, trainers or operators whilst following these guidelines. This information is produced in good faith,
but we cannot guarantee the accuracy and/or completeness of the information, which is produced for
guidance purposes only.

THE NAUTICAL INSTITUTE DP REVALIDATION COURSE© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI DP Revalidation Course
Title
NI DP Revalidation Course

Version1

Date
20/01/2023

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Contents
1. Introduction

112

2. Minimum Entry Qualification Requirements

112

3. Number of Hours

112

4. Ratio of Students/Instructors/Equipment

112

5. Delivery Method

113

6. Course Aims

113

7. Course Objectives

113

8. Course Assessment

116

9. Online Assessment

116

10. Practical Assessment

116

11. Mark Sheet Exam Number 1 (Practical Assessment)

119

12. Revalidation Course Timetable

121

13. DP Checklist

123

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1.

INTRODUCTION
The Nautical Institute (the NI) has introduced an alternative route to revalidation through theimplementation of a Revalidation Course. The requirements for the Revalidation Course are establishedthrough this document.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
The minimum entry requirement is a DPO Certificate issued by the NI. The original DPO Certificate should
be presented at the DP Centre where the Revalidation Course is completed.
The Revalidation Course may be completed up to six months before the revalidation date set by the NI.
The course will be valid for a period of 12 months only, in which the DPO must send in an application into
the NI.
If the participant is completing the course for the first time, there is no minimum DP sea timerequirement.
If the participant is completing the course for a second or subsequent time, a minimum of 28 DP sea timedays will be required to revalidate. This DP time may be completed prior to or after the Revalidation
Course.
Where a participant subsequently revalidates after taking the course by completion of the full sea timerequirement of 150 DP sea time days that participant can then take the Revalidation Course again withouta DP sea time requirement.
Legacy and Grandfathered certificate holders will be able to take the course to revalidate until 31 st
December 2019. After this date, previous Legacy and Grandfathered certificate holders will need tocomplete DP sea time days towards revalidation.
Please Note: Shuttle Tanker Certificate holders will be unable to revalidate their certificates with the
Revalidation Course. For information on how to revalidate a Shuttle Tanker Certificate or convert to the
Offshore Scheme please see Section 6.

3.

NUMBER OF HOURS
A minimum of 34 hours of teaching and simulator time is required for this course which includes the timeneeded for the examination and assessments. The course must schedule both practical and theoreticalaspects with about 50% of the time assigned to each. The course is to be delivered over five days.

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENTThe NI allows a maximum of four students per class being taught by one instructor per one Class B or A
Simulator.
By exception and where justified, five or six students may be considered at the discretion of the NI’s
Accreditation Team, based on the number of simulators in place, rotation of students and the use of the
training methodology in place.
When two different types of simulator systems from two different manufacturers are available in a
training centre, the best practice is to keep the trainee on the same simulator throughout the course.
A minimum requirement is to use an NI DP Class B Simulator to correspond with the training objectives
for the Revalidation Course.

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5.

DELIVERY METHOD
Training will be split equally between theory and practical exercises. Theory may be used to support thepractical exercises either as a briefing, a de-briefing or for demonstration purposes.

6.

COURSE AIMS
The course is intended for those who have already been issued a DPO Certificate from the NI but are
unable to revalidate their DPO Certificate if they have not gained sufficient DP sea time. The overall
course aim is to update the DPOs with the latest rules and regulations, position references and sensors,
known DP incidents and lessons learned. At the end of the course, the student should:
6.1.
6.2.
6.3.
6.4.
6.5.
6.6.
6.7.

7.

Have acquired knowledge of the latest rules and regulations
Have acquired knowledge of the latest developments within sensors and PRS
Have acquired knowledge of the latest relevant DP incidents and why they occurred
Be able to recognise the various alarm, warning and information messages
Carry out operational planning, risk assessment and hazard identification tasks
Set up the DP system for a particular task/operation
Decide on courses of action because of systems failure

COURSE OBJECTIVES
The following is a list of the objectives which should be attained by the DPOs upon completion of the
Revalidation Course.
By the completion of the training session or period for DP Rules and Regulations the trainee shouldbe able to:
7.1
List the various providers of documents containing statutory requirements and guidance relating
to DP operations, including:
7.1.1. IMO (including IMO MSC/Circ. 645 of 1994 and 1580 of 2017 Guidelines for Vessels with
Dynamic Positioning Systems)
7.1.2. Classification society DP rules
7.1.3. International Marine Contractors Association (IMCA)
7.1.4. Marine Technology Society (MTS)
7.1.5. IMCA and MTS guidelines for ASOG
7.2
Explain the purpose of documentation associated with DP operations, such as DP operations
manuals, Failure Modes and Effects Analysis (FMEA) and capability plots
7.3
Describe the IMO (DP) equipment classes and their application, with reference to the IMO
Guidelines for Vessels with DP Systems.
7.4
Understand the importance of reporting DP incidents knows where to find DP incident reports andknows how to report DP incidents.
By the completion of the training session or period for DP Sensors and PRS the trainee should be able
to:
7.5
Describe the following position reference systems commonly associated with DP installations:Differential GNSS, hydro acoustic, INS, taut wire, Artemis, FMCW Radar and laser-basedsystems.
7.6
Describe the failure modes of the following position reference systems: Differential GNSS, hydroacoustic, INS, taut wire, Artemis, FMCW Radar and laser-based systems.
7.7
Describe the following sensors associated with DP installations: vertical reference sensor/unit,
motion reference unit, gyro compass, wind sensor (anemometer) and draught input sensor. ASOG,
TAM and CAM.
7.8
Describe the failure modes of the following sensors: vertical reference sensor/unit, motion
reference unit, gyro compass, wind sensor (anemometer) and draught input sensor.

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By the completion of the training session or period for DP Set Up the trainee should be able to:
7.9
Ensure the vessel is on DP in accordance with the vessel’s class and the vessel’s operation manual.
Class approved FMEA and ASOG (Complete DP Checklist)
7.10 Determine and set alarm and warning limits
7.11 Evaluate most appropriate PRS for specific DP-operations
7.12 Select the number of position reference systems required in accordance with the DP class
7.13 Use correct thruster allocation for a specific operation and weather conditions
7.14 Test vessel’s manoeuvring capability during prevailing weather conditions
7.15 Determine a Safe Position and minimum distances to stabilize the vessel in DP
7.16 Obtain information and clearance from e.g. installation, on issues important for the safe operationof the vessel under DP.
By the completion of the training session or period for DP Bridge Watchkeeping the trainee should be
able to:7.17 Demonstrate a continuous awareness of the vessel’s status, operation and impact of operating
under DP7.18 Recognise the importance of maintaining lookout and awareness of the external situation
including weather when controlling a vessel close to installations or other objects
7.19 Recognise situations in which to call the Master to the bridge
7.20 Log and report DP station keeping events
7.21 Monitor position reference systems, sensors and signal quality in anticipation of the possibility of
failure causing instant/violent reaction from main engines/thrusters
7.22 Monitor power output and thrust
7.23 Monitor thruster efficiency for station-keeping at different headings and drafts, which may affect
DP Class
7.24 Recognise DP-related changes in vessel systems and technical equipment which may affect DPClass
7.25 Recognise technical and operational issues which may limit or stop DP operations
7.26 Monitor that the DP operating parameters of continuous operating power are not exceeded.
By the completion of the training session or period for Position Keeping the trainee should be able to:
7.27 Recognise alarms related to the incorrect operation of the DP-system and maintaining position
7.28 Acknowledge alarms within time constraints
7.29 Discuss alarms with relevant department
7.30 Evaluate the possible consequences of each alarm and possibility to continue the operation
7.31 Analyse the consequence analysis alarm
7.32 Interpret visual indicators, indicating conditions which may result in malfunction ofDP
7.33 Monitor movement of the vessel and changes in the position and heading, in keeping with safe
excursion limits depending upon the ongoing task/operations
7.34 Monitor movement of the object / installation / target
7.35 Monitor by various means, changes in distance/heading between object and own vessel (ifapplicable)
7.36 Recognise limitations of vessel movement when having equipment or divers deployed.
By the completion of the training session or period for Environmental Conditions the trainee shouldbe able to:7.37 Recognise changes in environmental conditions
7.38 Recognise when environmental conditions become critical with reference to station keeping
7.39 Recognise increased importance of situational awareness when operating close to floating
objects.
By the completion of the training session or period for Alarms and Indicators the trainee should be
able to:7.40 Identify the procedures to follow for DP and non-DP alarms
7.41 Identify the procedures for when to change DP Alert status (e.g. from green to amber/yellow,
blue/white or red).
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By the completion of the training session or period for Change of DP Watch the trainee should be able
to:7.42 Prepare a hand-over checklist
7.43 Transfer vessel's status and DP-details when handing over the watch (where not covered by thewatch- keeping checklist)
7.44 Provide an update on the ongoing operation and planned operationalactivities
7.45 Review a hand-over checklist
7.46 Verify vessel’s position or movement and status7.47 Interpret all necessary information of vessel and operation
7.48 Take-over / hand over DP-watch in a formal and clear manner
7.49 Determine the DP-status and recent occurrences which may have an effect on the DP-operation
during the watch.
By the completion of the training session or period for Normal Completion of a DP Operation the
trainee should be able to:7.50 Identify safe departure route and best vessel heading for departure
7.51 Recognise external dangers prior to departure
7.52 Identify an Emergency Escape route which may or may not be the same as the normal departureroute
7.53 Retrieve Position Reference System Equipment from e.g. the installation or seabed (if applicableand as part of a Departure checklist)
7.54 Demonstrate moving to a safe position in appropriate steps
7.55 Recover / retract deployed equipment (if applicable).
By the completion of the training session or period for Operating in Joystick Mode (DP Joystick) the
trainee should be able to:7.56 Stop the vessel at a pre-determined position
7.57 Determine the need to stop the vessel completely before switching to DP control (system
specific)
7.58 Operate the DP Joystick to maintain position and/or heading in a controlled and safe manner
7.59 Operate the DP Joystick to change position and/or heading in a controlled and safe manner
7.60 Demonstrate DP Joystick station-keeping of the vessel under prevailing weather conditions.
By the completion of the training session or period for Emergency Situation the trainee should be
able to:7.61 Move the vessel to a safe position in a safe and controlled manner
7.62 Demonstrate an awareness of the Emergency Escape Route.
By the completion of the training session or period for Emergency Performance/Response the student
must demonstrate at least two of the following:
7.63 Demonstrate actions in case of unstable Position Reference System(s)7.64 Demonstrate actions when losing Position Reference System(s)7.65 Demonstrate actions if Position Reference System(s) suddenly indicate significant changes inposition/range/bearing data
7.66 Demonstrate actions in case of error in wind input
7.67 Demonstrate actions in case of a DP drive-off
7.68 Demonstrate actions in case of a DP drift-off
7.69 Demonstrate actions in case of a DP force-off
7.70 Demonstrate actions in case of one thruster runoff
7.71 Demonstrate actions in case of error in sensor input
7.72 Demonstrate the proper sequence of actions if experiencing an onboard emergency which may
influence DP-control during DP-operations
7.73 Explain actions when losing all DP control functions
Explain the proper sequence of actions if colliding or about to collide with an installation, nearby objects orvessels during DP-operations.

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8.

COURSE ASSESSMENT
The assessment for the Revalidation Course includes a theoretical (NI online) exam and a practicalassessment. Each component must be completed successfully. There is no specific order in which theymust be completed. After the course is completed, an entry will be made in the appropriate logbook.

9.

ONLINE ASSESSMENT
In order to be awarded a certificate of completion for the Revalidation Course the DPO must pass an
online assessment at the training centre.
The exam is composed of multiple choice questions that have already been developed from theInduction Course and the Simulator Course. The online assessment will consist of 30 questions and shallbe completed in one hour with a pass mark of 70%.
Students who fail the first attempt are allowed to have another two attempts within six months of thefirst attempt; however, the second attempt must be undertaken within 96 hours of the first attempt. If
the student fails these three attempts, then the student is required to repeat the Revalidation Cou rse
and undertake the assessment again.

10.

PRACTICAL ASSESSMENT
The practical assessment must be done individually. The practical assessment shall include the following
items which the student must pass to be awarded a certificate of completion for the Revalidation Course:
(i)
(ii)
(iii)
(iv)

Complete a DP Checklist
Set up the vessel on DP
Move the vessel from setup position to a worksite
Deal with a system/sensor/thruster failure or environmental change (at least two)

The training centres must develop their own practical exams based upon the course objectives listed
above.
The student must pass all the four items listed above. The training centre is responsible to ensure thatthe assessment is carried out in a professional manner and that the student is assessed with thoroughness
in line with the standards of the NI.
10.1

Practical Assessment Guidance for Training Centres
Below you will find guidance for the development and the examination process for the practicalassessment for the Revalidation Course.
10.1.1 General Guidancea.
Duration of practical assessment: Between one and two hoursb.
Pass or fail criteria: This item will be the most challenging. The student performance isevaluated by the instructor and in an ideal world; such an evaluation should be objective.
Although the student must pass all items it could be that some items are performed as a“pass” whilst other items could be defined as “fail”. It will be the overall performance ofthe student which determines if the practical assessment is a pass or fail. Failing forexample, to identify a small position deviation from one of the PRS inputs would notnecessarily mean that the student failed. Failing to identify that the vessel has lost DP Classand that the vessel is now operating without redundancy, would. Depending on the natureof the fail it is up to the DP Training Centre to determine if the student should be allowed
to retake the practical assessment. If the fail is related to safety critical items, as
determined by the Training Centre, the student should not be allowed to retake the

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c.

assessment, but should retake the course. Reason(s) for failing the student should be given
to thestudent in writing.
Students who fail at the first attempt, and are allowed to retake the practical assessment,
can do this only once. The second attempt must be agreed with the DP Training Centre
and carried out at their convenience.

20.1.2 Practical Assessment Scenario Guidance(i) Exam Scenario
After passing the written exam, each student will randomly draw a number linked to thescenario he/she will be examined on.
Scenarios are to be based on the course training objectives. All scenarios should be equalin complexity.
Each scenario will end with the vessel located at a worksite in close proximity to aplatform/structure. This could be a fixed platform, a semi-submersible rig, another vessel,
etc.
Based on the task to be performed by the vessel (at the worksite), there should be at least
two possible locations where the vessel can be positioned to complete the task (one drift
on and one drift off). The student will be expected to choose the better of the two. The
following are two examples of scenarios that could be used. The vessel might be required
to do an ROV inspection of a platform where there is sufficient tether available to work at
both locations. The vessel might be required to position under a crane for cargo operations
where there are two cranes available (one upwind and one downwind).
Each centre shall develop its own practical exam scenarios based on the DP equipment
fitted and the simulated platforms/structures it has available.
The centre will have 10 to 15 scenarios available for exam purposes. This will permit all
students to have a random selection. Multiple scenarios can be created by using the samestructure/vessel/task and simply changing the environmental conditions.
Time for planning the practical assessment shall be allocated to the student. Before theexam (20 minutes), each student will be presented with his/her scenario. This will permit
the student time to develop a plan as to how they will proceed. One student can carry out
the exam while the other is planning, this will save time during the exam process.
Prior to starting the exam, the student will be asked to state the planned vessel positionand heading when at the final worksite. The student will also state the direction from which(bearing) he/she will approach the worksite and the desired heading at exercise start. All
students will start at the same distance from the worksite. Before starting the exam, theinstructor will place the vessel (exercise start position) on the bearing and heading specified
by thestudent.
(ii) Checklist/Set up on DP
The DP checklist below is a sample only. It indicates the extent to which checks are to be
conducted and the content required. Each centre will develop its own checklist based on
DP equipment fitted, vessel power plant, thrusters, reference systems fitted etc. The flow
and layout of the checklist would also be as required by the individual centre. The centre
may wish to increase the content of the checklist and is free to do so.
There are items that may be omitted i.e. the below sample has two means of determining
vessel capability after worse case failure (DP capability plot and deselecting thrusters). Only
one means would be required.

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The sample below would take approximately 20 to 25 minutes for someone who is familiar
with the DP system/vessel. Ability of the individual student will vary. The students are to
use the same checklist for the exam as they do during course exercises. They will also be
informed that the checklist is part of the exam.
Some items on the checklist will require the vessel to be set up on DP. Therefore at somepoint during completion of the checklist, the student will place the vessel in DP mode.
Based on the results of the checklist, the student can request changes to generator, power,switchboard or thruster configurations. The student may also alter the planned approach
route and final worksite heading/position, based on the results of the checklist.
(iii) Approach to Worksite
After completing the checklist and set up on DP, the student will move the vessel to theworksite. The speeds and methods used by the individual student will vary. If the vessel isoutside the 500m zone at the start, this could take considerable time. As a benchmark, asingle move of 500m at 0.25m/sec would require 33 minutes. The actual moves during theexam will be undertaken in increments and at varying speeds, making it difficult to indicate
an actual time for this item. To reduce time requirements, for exam purposes, the exam
may start at distance of 250 to 300m from the worksite.
(iv) At the Worksite
The actual vessel task at the worksite can be as determined by the training centre. Thismight be diving operations, ROV operations, cargo operations etc.
The type of practical assessment (ie DP operation) should have been reflected or revised
during the Revalidation Course.
The last stage of the exam will be introducing a DP fault/failure or environmental change
for the student to deal with.
This specification identifies possible faults and indicates that at least two must be utilised.
Both can be introduced after the vessel is on location at the worksite but one must be
introduced at this stage. The other can be introduced at any stage in the exam, after thevessel is set up on DP. Considering the above, the exact timing of fault injection and thefaults to be used, with a particular scenario, will be determined by the training centre.
(v) Exam Time Required
If the exam starts at a distance of 250m from the worksite, the total time required for thepractical exam should be one to two hours per student. The extent to which the simulated
DP operation progresses (after positioning at the worksite) is determined by the training
centre.
The first student will require more time as he/she would require time to plan (20 minutes).
Subsequent students would get the same amount of planning time but would be doing sowhile another is being examined.

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10.1.3 Practical Assessment Mark Sheet Example
Each Training Centre must ensure that the training objectives are assessed in a proper
manner. It might be difficult to assess each student on all training objectives. Therefore, itwould be recommended that a selection of training objectives should be covered during
the assessment.
The tables on the following page show the items to be evaluated during the practicalassessment. Exercises are to be structured to enable evaluation for the items listed below.
11.

MARK SHEET EXAM NUMBER 1
Practical Assessment DP Revalidation Course

Name of student:

Task no:Exercise name/number:
1

Overall Pass/Fail

Instructor sign

Task description: DP Planning

1

Carry out operational planning, risk assessment and hazard identification tasks.

2

Evaluate most appropriate PRS for the DP operation, in accordance with the DP
class.

3
4

Pass

Fail

Pass

Fail

Determine the most appropriate final working position and heading.
Identify emergency escape route.
Additional Comments:

Task no:Task description: DP Set Up

1Complete DP checklist with accurate recording of data.

2

Select DP joystick mode. Operate the DP Joystick to maintain position and/or
heading in a controlled and safe manner.

3

Set up the vessel on DP in a controlled and safe manner.

4

Use correct thruster allocation for the operational and environmental conditions.

5

Ensure the vessel is on DP in accordance with the vessel’s required class; for theoperation being conducted (determine capability).

6

Determine and set appropriate alarm and warning limits for the operation being
conducted.

7

Select appropriate gain setting.
Additional Comments:

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Task no:Task description: DP Operations

1
2

Move the vessel to the final working location using appropriate movement steps.
Move the vessel to the final working location at safe speed/speeds.

3

At the final working location, select appropriate and reliable PRS in accordance with
the DP class.

4

Monitor and recognise any changes in position reference system or sensor
performance.

5

Monitor and recognise any change in power or thrust output.

6

Monitor and recognise any changes in environmental conditions.

7

Continue to ensure the vessel is on DP in accordance with the vessel’s requiredclass, for the operation being conducted (monitor capability).

Pass

Fail

Pass

Fail

Additional Comments:

Task no:Task description: DP Failure Modes
Recognise and respond to fault/system failure/environmental change andassociated alarms.

1

Specify failure mode:

Recognise and respond to fault/system failure/environmental change andassociated alarms.
2

Specify failure mode:

3

Evaluate the possible consequences of each alarm and the effect on continuing theoperation.

4

Change DP Alert status (e.g. from green to amber/yellow, blue/white or red) toreflect operational condition.
Additional Comments:

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12.

REVALIDATION COURSE TIMETABLE
Below is a suggested timetable, which can be used for the Revalidation Course.
DAY - 1Time

Subject
Registration,

AM

Introduction – Experience mapping
Familiarisation with centre equipment.

AM

Exercise briefing and exercise planning

Comments
Experience mapping would be a vital part of the
Course.
The previous experience and knowledge of theparticipants must be addressed and acknowledged
during the course.
Planning to be monitored by the instructor andguidance given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

Lunch
PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course
objectives where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.
DAY - 2Time

Subject

Comments

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

Exercise briefing and exercise planning

Planning to be monitored by the instructor andguidance given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course
objectives where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

AM

AM

Lunch

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DAY - 3Time

Subject

Comments

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

Exercise briefing and exercise planning

Planning to be monitored by the instructor andguidance given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course
objectives where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

AM

AM

Lunch

DAY – 4Time

Subject

Comments

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

Exercise briefing and exercise planning

Planning to be monitored by the instructor andguidance given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course
objectives where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

AM

AM

Lunch

DAY – 5Time

AM

Subject

Practical and theoretical examination

Comments
Practical examination on a minimum NI Class B
Simulator.
Theoretical On-Line examination.

Lunch
PM

Examination continued, if required.

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13.

DP CHECKLISTBelow is a suggested DP Checklist, which can be used for the Revalidation Course.
DP Checklist
Date

Time

Position N

E

Location

Water DepthLights / Shapes (On/Up)

Y/N

Read Latest Forecast

Y / N Lamp/Alarm Test Completed & O.K.

Y/N

System Setup
Controller Online A

B

Operator Station in Use

1

2

Centre of Rotation Selected
Speed Setting

Knots

Turn Rate Setting°/minute

High Precision Gain Selected

Setting: Low

Customised Gain SelectedMedium High

Setting: Surge Sway

Yaw

Alarm Limits
Position Alarm Settings

Warning Alarm

Enabled Y / N

Heading Alarm Settings

Warning Alarm

Enabled Y / N

PowerGenerators Available
Generators Online #1#1#2

Main Switchboard Split

Y/NUPS Checked & O.K.

Y/N

#2
#3

#3

#4

#4

#5

#5

#6

#6

Propulsion
Thrusters Available for DP Control
Thrusters Selected #1
Thruster #3 on

Bus 1

#2

#3

#2

#3

#4

#5

Port

Stbd.

#4

#5

#6 #7

#6 #7

Bus 2

Rudders Available for DP Control
Rudders Selected Port

#1

Stbd.

Thruster Mode Selected

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Sensors
Gyros Available#1#2 __ #3

Gyro in Use#1#2 __ #3

Differences Checked & Acceptable

Y/N

Vessel Heading in UseWind Sensors Available#1

Wind Sensor in Use #1#2 __ #3

Differences Checked & Acceptable#2___ #3

Y/N

Wind Speed & Direction in Use
VRS Available#1

VRS in Use #1#2 __ #3

#2 __ #3

Differences Checked & Acceptable

Y/N

Values Used

Roll

Heave Pitch

Draught Sensor Available
Draught Input

 TrueKnots

Y/N

SensorManualOperational

TransitDraught Input Checked & Acceptable Y / N Draught in UsemPosition Reference Systems
Available In Use (Accuracies Checked & Acceptable)
ArtemisY/N

Y/N

DGPS 1Y/N

Y/N

DGPS 2

Y/N

Y/N

Fanbeam Y / N

Y/N

HPR 1

Y/N

Y / N Transponders

HPR 2

Y/N

Y / N Transponders

RadiusY/N

Y / N Transponders

Taut Wire Port

Y/N

Y/N

Taut Wire Stbd.

Y/N

Y/N

Gate Valves

Port: Open / Closed

HPR Poles Port: Down / Up

Stbd.: Open / Closed

Stbd.: Down / Up

ROV Transponder
Co-ordinate System set to Display UTM

Y / N Datum Settings Checked & O.K.

Y/N

Joystick
Joystick Thrust

Reduced

Full

Joystick Precision High Speed
GeneralLow Speed
Joystick Environmental Comp.

Surge

Sway

Yaw

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Joystick Operational

Y/N

Propulsion Status
Thruster Setpoint/Feedback O.K.

Y/N

Rudder Setpoint/Feedback O.K.

Y/N

Power Status
Power (if Bus is Common): Used

Available

Power (if Bus is Split):

Used

Bus 2

Used

Bus 1

Available

Available

Communications Tested & O.K. (as applicable)
Crane Cab/Cabs

Y/N

Deck (Pipe/Cable Lay)

Y/N

Dive Control

DP Status Lights Y / N

Y/NDP Status Lights Y / N

Engine Control RoomY/N

ROV Control

DP Status Lights Y / N

Y/NChecklists
Dive Checklist Complete

Y/N

ROV Checklist Complete

Y/N

Engine room Checklist Complete

Y/N

Vessel Capability
Consequence Analysis Enabled

Y/N

Capability Plot Setup & Checked

Y/N

Deselect Thrusters #1, (#3), #5 & #7 (When #3 is connected to BUS 1)
Position Maintained

Y/N

Reselect Thrusters

Deselect Thrusters #2, (#3), #4 & #6 (When #3 is connected to BUS 2)
Position Maintained

Y/N

Reselect Thrusters

Vessel on Auto DP for 30 Minutes Y / N
DP Current
Alarms Page Checked
Printer Online

Y/N

Print Status

Y/N

Y/N

SignedDate

SignedDate

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Annex G
Refresher and Competency
Assessment Course
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP REFRESHER AND COMPETENCY ASSESSMENT© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI DP Refresher and Competency Assessment Course
Title
NI DP Refresher and Competency Assessment Course

Version1

Date
20/01/2023

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Contents
1. Introduction130

2. Minimum Entry Qualification Requirements

130

3. Number of Hours

130

4. Ratio of Students/Instructors/Equipment

130

5. Delivery Method

130

6. Course Aims

131

7. Course Objectives

131

8. Course Assessment

133

9. Online Assessment

134

10. Practical Assessment

134

11. Mark Sheet Exam Number 1 (Practical Assessment)

138

12. DP Refresher Course Timetable

140

13. DP Checklist

142

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1.

INTRODUCTION
The Nautical Institute (the NI) has introduced a DP Refresher and Competency assessment course as aresult of NI Training centres running the NI DP revalidation course reporting the benefit of using the NI
DP Revalidation course as a DP refresher course and competency assessment.
(i)
(ii)
(iii)
(iv)
(v)
(vi)

(vii)

2.

The Course is an accredited course with the course content and notes controlled by the Nautical
Institute. This will ensure an excellent standard across the DP Industry.
Course content is to match exactly the NI DP Revalidation course.
Course certificate will have the same logo as the NI DP Revalidation course.
Certificate name “Nautical Institute DP Refresher and Competency assessment”
Course is only available for DPOs with current DPO certificates.
The course allow DPOs who have not been on working DP vessel a method to refresh theirknowledge about DP operations, DP Bridge team work, Emergency DP resource Management andto stay current with the latest industry guidelines.
The course has a significant component of simulations which include failures, and this will be ofparticular benefit to DPOs who work on vessels which are on DP 24/7.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
The minimum entry requirement is a DPO Certificate issued by the NI. The original DPO Certificate should
be presented at the DP centre where the DP Refresher Course is completed.
The DP Refresher and Competency Assessment Course may be completed at any time as required.

3.

NUMBER OF HOURS
A minimum of 34 hours of teaching and simulator time is required for this course which includes the timeneeded for the examination and assessments. The course must schedule both practical and theoreticalaspects with about 50% of the time assigned to each. The course is to be delivered over five days.

4.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENTThe NI allows a maximum of four students per class being taught by one instructor per one Class B or A
Simulator.
By exception and where justified, five or six students may be considered at the discretion of the NI’s
Accreditation Team, based on the number of simulators in place, rotation of students and the use of the
training methodology in place.
When two different types of simulator systems are available in a training centre, the best practice is tokeep the trainee on the same simulator throughout the course.
A minimum requirement is to use an NI DP Class B Simulator to correspond with the training objectives
for the DP Refresher and Competency Assessment Course.

5.

DELIVERY METHOD
Training will be split equally between theory and practical exercises. Theory may be used to support thepractical exercises either as a briefing, a de-briefing or for demonstration purposes.

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6.

COURSE AIMS
The course is intended for those who have already been issued a DPO Certificate from the NI andrequired to refresh their knowledge about DP or need to completed high DP simulator because they areon DP 24/7 The overall course aim is to update the DPOs with the latest rules and regulations, positionreferences and sensors, known DP incidents and lessons learned. At the end of the course, the student
should:6.1.
Have acquired knowledge of the latest rules and regulations
6.2.
Have acquired knowledge of the latest developments within sensors and PRS
6.3.
Have acquired knowledge of the latest relevant DP incidents and why they occurred
6.4.
Be able to recognise the various alarm, warning and information messages
6.5.
Carry out operational planning, risk assessment and hazard identification tasks
6.6.
Set up the DP system for a particular task/operation
6.7.
Decide on courses of action because of systems failure

7.

COURSE OBJECTIVES
The following is a list of the objectives which should be attained by the DPOs upon completion of the DP
Refresher and Competency Assessment Course.
By the completion of the training session or period for DP Rules and Regulations the trainee should be
able to:7.1
List the various providers of documents containing statutory requirements and guidance relating
to DP operations, including:
7.1.1. IMO (including IMO MSC/Circ. 645 of 1994 and 1580 of 2017 Guidelines for Vessels with
Dynamic Positioning Systems)
7.1.2. Classification society DP rules
7.1.3. International Marine Contractors Association (IMCA)
7.1.4. Marine Technology Society (MTS)
7.1.5. IMCA and MTS guidelines for ASOG
7.2
Explain the purpose of documentation associated with DP operations, such as DP operations
manuals, Failure Modes and Effects Analysis (FMEA) and capability plots
7.3
Describe the IMO (DP) equipment classes and their application, with reference to the IMO
Guidelines for Vessels with DP Systems.
7.4
Understand the importance of reporting DP incidents knows where to find DP incident reports
and knows how to report DP incidents.
By the completion of the training session or period for DP Sensors and PRS the trainee should be able
to:
7.5
Describe the following position reference systems commonly associated with DP installations:Differential GNSS, hydroacoustic, INS, taut wire, Artemis, FMCW Radar and laser-based systems.
7.6
Describe the failure modes of the following position reference systems: Differential GNSS,
hydroacoustic, INS, taut wire, Artemis, FMCW Radar and laser-based systems.
7.7
Describe the following sensors associated with DP installations: vertical reference sensor/unit,
motion reference unit, gyro compass, wind sensor (anemometer) and draught input sensor. ASOG,
TAM and CAM.
7.8
Describe the failure modes of the following sensors: vertical reference sensor/unit, motion
reference unit, gyro compass, wind sensor (anemometer) and draught input sensor.
By the completion of the training session or period for DP Set Up the trainee should be able to:
7.9
Ensure the vessel is on DP in accordance with the vessel’s class and the vessel’s operation
manual. Class approved FMEA and ASOG (Complete DP Checklist)
7.10 Determine and set alarm and warning limits
7.11 Evaluate most appropriate PRS for specific DP-operations

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7.12
7.13
7.14
7.15
7.16

Select the number of position reference systems required in accordance with the DP classUse correct thruster allocation for a specific operation and weather conditions
Test vessel’s manoeuvring capability during prevailing weather conditions
Determine a Safe Position and minimum distances to stabilize the vessel in DP
Obtain information and clearance from e.g. installation, on issues important for the safe
operation of the vessel under DP.

By the completion of the training session or period for DP Bridge Watchkeeping the trainee should be
able to:7.17 Demonstrate a continuous awareness of the vessel’s status, operation and impact of operating
under DP7.18 Recognise the importance of maintaining lookout and awareness of the external situation
including weather when controlling a vessel close to installations or other objects
7.19 Recognise situations in which to call the Master to the bridge
7.20 Log and report DP station keeping events
7.21 Monitor position reference systems, sensors and signal quality in anticipation of the possibility of
failure causing instant/violent reaction from main engines/thrusters
7.22 Monitor power output and thrust
7.23 Monitor thruster efficiency for stationkeeping at different headings and drafts, which may affect
DP Class
7.24 Recognise DP-related changes in vessel systems and technical equipment which may affect DPClass
7.25 Recognise technical and operational issues which may limit or stop DP operations
7.26 Monitor that the DP operating parameters of continuous operating power are not exceeded.
By the completion of the training session or period for Position Keeping the trainee should be able to:
7.27 Recognise alarms related to the incorrect operation of the DP-system and maintaining position
7.28 Acknowledge alarms within time constraints
7.29 Discuss alarms with relevant department
7.30 Evaluate the possible consequences of each alarm and possibility to continue the operation
7.31 Analyse the consequence analysis alarm
7.32 Interpret visual indicators, indicating conditions which may result in malfunction ofDP
7.33 Monitor movement of the vessel and changes in the position and heading, in keeping with safe
excursion limits depending upon the ongoing task/operations
7.34 Monitor movement of the object / installation / target
7.35 Monitor by various means, changes in distance/heading between object and own vessel (ifapplicable)
7.36 Recognise limitations of vessel movement when having equipment or divers deployed.
By the completion of the training session or period for Environmental Conditions the trainee shouldbe able to:7.37 Recognise changes in environmental conditions
7.38 Recognise when environmental conditions become critical with reference to station keeping
7.39 Recognise increased importance of situational awareness when operating close tofloating
objects.
By the completion of the training session or period for Alarms and Indicators the trainee should be
able to:7.40 Identify the procedures to follow for DP and non-DP alarms
7.41 Identify the procedures for when to change DP Alert status (e.g. from green to amber/yellow, orred).
By the completion of the training session or period for Change of DP Watch the trainee should be able
to:7.42 Prepare a hand-over checklist
7.43 Transfer vessel's status and DP-details when handing over the watch (where not covered by thewatch- keeping checklist)
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7.44
7.45
7.46
7.47
7.48
7.49

Provide an update on the ongoing operation and planned operationalactivities
Review a hand-over checklist
Verify vessel’s position or movement and status
Interpret all necessary information of vessel and operation
Take-over / hand over DP-watch in a formal and clear manner
Determine the DP-status and recent occurrences which may have an effect on the DP-operation
during the watch.

By the completion of the training session or period for Normal Completion of a DP Operation the
trainee should be able to:7.50 Identify safe departure route and best vessel heading for departure
7.51 Recognise external dangers prior to departure
7.52 Identify an Emergency Escape route which may or may not be the same as the normal departureroute
7.53 Retrieve Position Reference System Equipment from e.g. the installation or seabed (if applicableand as part of a Departure checklist)
7.54 Demonstrate moving to a safe position in appropriate steps
7.55 Recover / retract deployed equipment (if applicable).
By the completion of the training session or period for Operating in Joystick Mode (DP Joystick) the
trainee should be able to:7.56 Stop the vessel at a pre-determined position
7.57 Determine the need to stop the vessel completely before switching to DP control (system specific)
7.58 Operate the DP Joystick to maintain position and/or heading in a controlled and safe manner
7.59 Operate the DP Joystick to change position and/or heading in a controlled and safe manner
7.60 Demonstrate DP Joystick station-keeping of the vessel under prevailing weather conditions.
By the completion of the training session or period for Emergency Situation the trainee should be
able to:7.61 Move the vessel to a safe position in a safe and controlled manner
7.62 Demonstrate an awareness of the Emergency Escape Route.
By the completion of the training session or period for Emergency Performance/Response the student
must demonstrate at least two of the following:
7.63 Demonstrate actions in case of unstable Position Reference System(s)7.64 Demonstrate actions when losing Position Reference System(s)7.65 Demonstrate actions if Position Reference System(s) suddenly indicate significant changes inposition/range/bearing data
7.66 Demonstrate actions in case of error in wind input
7.67 Demonstrate actions in case of a DP drive-off
7.68 Demonstrate actions in case of a DP drift-off
7.69 Demonstrate actions in case of a DP force-off
7.70 Demonstrate actions in case of one thruster runoff
7.71 Demonstrate actions in case of error in sensor input
7.72 Demonstrate the proper sequence of actions if experiencing an onboard emergency which may
influence DP-control during DP-operations
7.73 Explain actions when losing all DP control functions
7.74 Explain the proper sequence of actions if colliding or about to collide with an installation, nearby
objects or vessels during DP-operations.
8.

COURSE ASSESSMENT
The assessment for the DP Refresher and Competency assessment Course includes a theoretical (NIonline) exam and a practical assessment. Each component must be completed successfully. There is no

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specific order in which they must be completed. After the course is completed, an entry will be made in
the appropriate logbook.
9.

ONLINE ASSESSMENT
In order to be awarded a certificate of completion for the DP Refresher and Competency assessment
Course the DPO must pass an online assessment at the training centre.
The exam is composed of multiple choice questions that have already been developed from the
Basic/Induction Course and the Simulator Course. The online assessment will consist of 30 questions andshall be completed in one hour with a pass mark of 70%.
Students who fail the first attempt are allowed to have another two attempts within six months of thefirst attempt; however, the second attempt must be undertaken within 96 hours of the first attempt. If
the student fails these three attempts, they are student is required to repeat the Refresher course andcompetency Assessment Course and undertake the assessment again.

10.

PRACTICAL ASSESSMENT
The practical assessment must be done individually. The practical assessment shall include the following
items which the student must pass to be awarded a certificate of completion for the Course:
(i)
(ii)
(iii)
(iv)

Complete a DP Checklist
Set up the vessel on DP
Move the vessel from setup position to a worksite
Deal with a system/sensor/thruster failure or environmental change (at least two)

The training centres must develop their own practical exams based upon the course objectives listed
above.
The student must pass all the four items listed above. The training centre is responsible to ensure thatthe assessment is carried out in a professional manner and that the student is assessed withthoroughness in line with the standards of the NI.

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10.1 Practical Assessment Guidance for Training Centres
Below you will find guidance for the development and the examination process for the practicalassessment for the DP Refresher and Competency Assessment Course.
10.1.1

General Guidance•••

10.1.2(i)

Exam Scenario

Duration of practical assessment: Between one and two hours
Pass or fail criteria: This item will be the most challenging. The student performanceis evaluated by the instructor and in an ideal world; such an evaluation should beobjective. Although the student must pass all items it could be that some items are
performed as a “pass” whilst other items could be defined as “fail”. It will be theoverall performance of the student which determines if the practical assessment is
a pass or fail. Failing for example, to identify a small position deviation from one of
the PRS inputs would not necessarily mean that the student failed. Failing to identify
that the vessel has lost DP Class and that the vessel is now operating without
redundancy, would. Depending on the nature of the fail it is up to the DP Training
Centre to determine if the student should be allowed to retake the practicalassessment. If the fail is related to safety critical items, as determined by theTraining Centre, the student should not be allowed to retake the assessment, butshould retake the course. Reason(s) for failing the student should be given to thestudent in writing.
Students who fail at the first attempt, and are allowed to retake the practicalassessment, can do this only once. The second attempt must be agreed with the DP
Training Centre and carried out at their convenience.

Practical Assessment Scenario GuidanceAfter passing the written exam, each student will randomly draw a number linked tothe scenario he/she will be examined on.
Scenarios are to be based on the course training objectives. All scenarios should beequal in complexity.
Each scenario will end with the vessel located at a worksite in close proximity to aplatform/structure. This could be a fixed platform, a semi-submersible rig, anothervessel, etc.
Based on the task to be performed by the vessel (at the worksite), there should be atleast two possible locations where the vessel can be positioned to complete the task(one drift on and one drift off). The student will be expected to choose the better of thetwo. The following are two examples of scenarios that could be used. The vessel might
be required to do an ROV inspection of a platform where there is sufficient tether
available to work at both locations. The vessel might be required to position under acrane for cargo operations where there are two cranes available (one upwind and one
downwind).
Each centre shall develop its own practical exam scenarios based on the DP equipment
fitted and the simulated platforms/structures it has available.
The centre will have 10 to 15 scenarios available for exam purposes. This will permit all
students to have a random selection. Multiple scenarios can be created by using thesame structure/vessel/task and simply changing the environmental conditions.

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Time for planning the practical assessment shall be allocated to the student. Before theexam (20 minutes), each student will be presented with his/her scenario. This will
permit the student time to develop a plan as to how they will proceed. One student can
carry out the exam while the other is planning, this will save time during the exam
process.
Prior to starting the exam, the student will be asked to state the planned vessel positionand heading when at the final worksite. The student will also state the direction fromwhich (bearing) he/she will approach the worksite and the desired heading at exercise
start. All students will start at the same distance from the worksite. Before starting theexam, the instructor will place the vessel (exercise start position) on the bearing andheading specified by the student.
(ii)

Checklist/Set
up on DPThe DP checklist below is a sample only. It indicates the extent to which checks are to
be conducted and the content required. Each centre will develop its own checklist basedon DP equipment fitted, vessel power plant, thrusters, reference systems fitted, etc.
The flow and layout of the checklist would also be as required by the individual centre.
The centre may wish to increase the content of the checklist and is free to do so.
There are items that may be omitted i.e. the below sample has two means ofdetermining vessel capability after worse case failure (DP capability plot and deselecting
thrusters). Only one means would be required.
The sample below would take approximately 20 to 25 minutes for someone who isfamiliar with the DP system/vessel. Ability of the individual student will vary. The
students are to use the same checklist for the exam as they do during course exercises.
They will also be informed that the checklist is part of the exam.
Some items on the checklist will require the vessel to be set up on DP. Therefore atsome point during completion of the checklist, the student will place the vessel in DP
mode.
Based on the results of the checklist, the student can request changes to generator,
power, switchboard or thruster configurations. The student may also alter the planned
approach route and final worksite heading/position, based on the results of thechecklist.

(iii)

Approach toworksite(iv)

At theWorksite

After completing the checklist and set up on DP, the student will move the vessel to theworksite. The speeds and methods used by the individual student will vary. If the vessel
is outside the 500m zone at the start, this could take considerable time. As a benchmark,a single move of 500m at 0.25m/sec would require 33 minutes. The actual moves during
the exam will be undertaken in increments and at varying speeds, making it difficult toindicate an actual time for this item. To reduce time requirements, for exam purposes,
the exam may start at distance of 250 to 300m from the worksite.
The actual vessel task at the worksite can be as determined by the training centre. Thismight be diving operations, ROV operations, cargo operations, etc.
The type of practical assessment (i.e. DP operation) should have been reflected orrevised during the DP Refresher and Competency Assessment Course.
The last stage of the exam will be introducing a DP fault/failure or environmental change
for the student to deal with.
This specification identifies possible faults and indicates that at least two must be
utilised. Both can be introduced after the vessel is on location at the worksite but one
must be introduced at this stage. The other can be introduced at any stage in the exam,

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after the vessel is set up on DP. Considering the above, the exact timing of fault injection
and the faults to be used, with a particular scenario, will be determined by the training
centre.

(v)

Exam Time
RequiredIf the exam starts at a distance of 250m from the worksite, the total time required forthe practical exam should be one to two hours per student. The extent to which thesimulated DP operation progresses (after positioning at the worksite) is determined by
the training centre.
The first student will require more time as he/she would require time to plan (20minutes). Subsequent students would get the same amount of planning time but would
be doing so while another is being examined.

10.1.3Practical Assessment Mark Sheet Example
Each Training Centre must ensure that the training objectives are assessed in a proper
manner. It might be difficult to assess each student on all training objectives.
Therefore, it would be recommended that a selection of training objectives should becovered during the assessment.
Below are the items to be evaluated during the practical assessment. Exercises are to
be structured to enable evaluation for the items listed below.

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11.

MARK SHEET EXAM NUMBER 1
Practical Assessment DP Refresher and competency assessment Course

Name of student:

Exercise name/number:

Overall Pass/Fail

Instructor sign

1

Task no:Task description: DP Planning
1
Carry out operational planning, risk assessment and hazard identification tasks.
2
Evaluate most appropriate PRS for the DP operation, in accordance with the DP class.
3
Determine the most appropriate final working position and heading.
4
Identify emergency escape route.
Additional Comments:

Pass

Fail

Task no:Task description: DP Set Up
1Complete DP checklist with accurate recording of data.

Pass

Fail

2

Select DP joystick mode. Operate the DP Joystick to maintain position and/or heading
in a controlled and safe manner.

3

Set up the vessel on DP in a controlled and safe manner.

4

Use correct thruster allocation for the operational and environmental conditions.

5

Ensure the vessel is on DP in accordance with the vessel’s required class; for theoperation being conducted (determine capability).

6

Determine and set appropriate alarm and warning limits for the operation being
conducted.

7

Select appropriate gain setting.
Additional Comments:

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Task no:Task description: DP Operations
1
Move the vessel to the final working location using appropriate movement steps.
2
Move the vessel to the final working location at safe speed/speeds.
3

At the final working location, select appropriate and reliable PRS in accordance with
the DP class.

4

Monitor and recognise any changes in position reference system or sensor
performance.

5

Monitor and recognise any change in power or thrust output.

6

Monitor and recognise any changes in environmental conditions.

7

Continue to ensure the vessel is on DP in accordance with the vessel’s required class,for the operation being conducted (monitor capability).

Pass

Fail

Pass

Fail

Additional Comments:

Task no:Task description: DP Failure Modes
1
Recognise and respond to fault/system failure/environmental change and associatedalarms.
Specify failure mode:2

Recognise and respond to fault/system failure/environmental change and associatedalarms.
Specify failure mode:

3

Evaluate the possible consequences of each alarm and the effect on continuing theoperation.

4

Change DP Alert status (e.g. from green to amber/yellow, or red) to reflect
operational condition.
Additional Comments:

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12.

DP REFRESHER COURSE TIMETABLE
Below is a suggested timetable, which can be used for the DP Refresher and Competency Assessment Course.
DAY - 1Time

Subject
Registration,

AM

Introduction – Experience mapping
Familiarisation with centre equipment.

Comments
Experience mapping would be a vital part of the Course.
The previous experience and knowledge of theparticipants must be addressed and acknowledged
during the course.

Exercise briefing and exercise planning

Planning to be monitored by the instructor and guidance
given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course objectives
where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

AM

Lunch

DAY - 2Time
AM

Subject
Lecture covering course objectives

Comments
Centre to decide content of the lecture, keeping tocourse objectives.

Exercise briefing and exercise planning

Planning to be monitored by the instructor and guidance
given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course objectives
where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

AM

Lunch

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DAY - 3Time

Subject

Comments

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.

Exercise briefing and exercise planning

Planning to be monitored by the instructor and guidance
given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

PM

Lecture covering course objectives

AM

AM

Lunch

Debrief can be tailored to incorporate course objectives
where the opportunity presents.
Centre to decide content of the lecture, keeping tocourse objectives.
DAY - 4Time

Subject

AM

Lecture covering course objectives

AM

Exercise briefing and exercise planning

Comments
Centre to decide content of the lecture, keeping tocourse objectives.
Planning to be monitored by the instructor and guidance
given as needed. Guidance can be tailored toincorporate course objectives where the opportunity
presents.

Lunch
PM

Run exercise

Exercise designed to meet course objectives.

PM

Debrief exercise

Debrief can be tailored to incorporate course objectives
where the opportunity presents.

PM

Lecture covering course objectives

Centre to decide content of the lecture, keeping tocourse objectives.
DAY - 5Time

AM

Subject

Practical and theoretical examination

Comments
Practical examination on a minimum NI Class B
Simulator.
Theoretical On-Line examination.

Lunch
PM

Examination continued, if required.

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13.

DP CHECKLISTBelow is a suggested DP Checklist, which can be used for the Refresher Course.
DP Checklist
Date

Time

Position N

E

Location

Water DepthLights / Shapes (On/Up)

Y/N

Read Latest Forecast

Y / N Lamp/Alarm Test Completed & O.K.

Y/N

System Setup
Controller Online A

B

Operator Station in Use

1

2

Centre of Rotation Selected
Speed Setting

Knots

Turn Rate Setting°/minute

High Precision Gain Selected

Setting: Low

Customised Gain SelectedMedium High

Setting: Surge Sway

Yaw

Alarm Limits
Position Alarm Settings

Warning Alarm

Enabled Y / N

Heading Alarm Settings

Warning Alarm

Enabled Y / N

PowerGenerators Available
Generators Online #1#1#2

Main Switchboard Split

Y/NUPS Checked & O.K.

Y/N

#2
#3

#3

#4

#4

#5

#6

#5 #6

Propulsion
Thrusters Available for DP Control
Thrusters Selected #1
Thruster #3 on

Bus 1

#2

#3

#2

#3

#4

#5

Port

Stbd.

#4

#5

#6 #7

#6 #7

Bus 2

Rudders Available for DP Control
Rudders Selected Port

#1

Stbd.

Thruster Mode Selected

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Sensors
Gyros Available#1#2 __ #3

Gyro in Use#1#2 __ #3

Differences Checked & Acceptable

Y/N

Vessel Heading in UseWind Sensors Available#1

Wind Sensor in Use #1#2 __ #3

Differences Checked & Acceptable#2 __ #3

Y/N

Wind Speed & Direction in Use
VRS Available#1

VRS in Use #1#2 __ #3

#2 __ #3

Differences Checked & Acceptable

Y/N

Values Used

Roll

Heave Pitch

Draught Sensor Available
Draught Input

 TrueKnots

Y/N

SensorManualOperational

TransitDraught Input Checked & Acceptable Y / N Draught in UsemPosition Reference Systems
Available In Use (Accuracies Checked & Acceptable)
ArtemisY/N

Y/N

DGPS 1Y/N

Y/N

DGPS 2

Y/N

Y/N

Fanbeam Y / N

Y/N

HPR 1

Y/N

Y / N Transponders

HPR 2

Y/N

Y / N Transponders

RadiusY/N

Y / N Transponders

Taut Wire Port

Y/N

Y/N

Taut Wire Stbd.

Y/N

Y/N

Gate Valves

Port: Open / Closed

HPR Poles Port: Down / Up

Stbd.: Open / Closed

Stbd.: Down / Up

ROV Transponder
Co-ordinate System set to Display UTM

Y / N Datum Settings Checked & O.K.

Y/N

Joystick
Joystick Thrust

Reduced

Full

Joystick Precision High Speed
GeneralLow Speed
Joystick Environmental Comp.
Joystick Operational

Surge

Sway

Yaw

Y/N

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Propulsion Status
Thruster Setpoint/Feedback O.K.

Y/N

Rudder Setpoint/Feedback O.K.

Y/N

Power Status
Power (if Bus is Common): Used

Available

Power (if Bus is Split):

Used

Bus 2

Used

Bus 1

Available

Available

Communications Tested & O.K. (as applicable)
Crane Cab/Cabs

Y/N

Deck (Pipe/Cable Lay)

Y/N

Dive Control

DP Status Lights Y / N

Y/NDP Status Lights Y / N

Engine Control RoomY/N

ROV Control

DP Status Lights Y / N

Y/NChecklists
Dive Checklist Complete

Y/N

ROV Checklist Complete

Y/N

Engine room Checklist Complete

Y/N

Vessel Capability
Consequence Analysis Enabled

Y/N

Capability Plot Setup & Checked

Y/N

Deselect Thrusters #1, (#3), #5 & #7 (When #3 is connected to BUS 1)
Position Maintained

Y/N

Reselect Thrusters

Deselect Thrusters #2, (#3), #4 & #6 (When #3 is connected to BUS 2)
Position Maintained

Y/N

Reselect Thrusters

Vessel on Auto DP for 30 Minutes Y / N
DP Current
Alarms Page Checked
Printer Online

Y/N

Print Status

Y/N

Y/N

SignedDate

SignedDate

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Annex H
DP Emergency ShiphandlingCourseJanuary 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct, The
Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting fromuse of this information. The Nautical Institute cannot be held responsible for any damage to property, trainers or
operators whilst following these guidelines. This information is produced in good faith, but we cannot guarantee
the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE DP EMERGENCY SHIPHANDLING COURSE© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROLNI DP Emergency Shiphandling Course
Title
NI DP Emergency Shiphandling Course

Version1

Date
20/01/2023

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Contents

1.

Introduction

149

2.

Minimum Entry Requirements

149

3.

Course Aims

149

4.

Course Objectives

149

5.

Learning Objectives

150

6.

Number of Hours

152

7.

Ratio of Students/Instructor/Equipment

152

8.

Instructor Qualifications

153

9.

Delivery Method

153

10. Course Assessment

153

11. Online Assessment

153

12. Practical Assessment

153

13. Specific Equipment Requirements

153

14. Appendix 1 to DP Emergency Shiphandling – Learning and Proficiency Outcomes154

15. Appendix 2 to DP Emergency Shiphandling – Course Structure155

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1.

INTRODUCTION
The Nautical Institute (The NI) DP Emergency Shiphandling Course has been designed to provide industry
guidance for participants who engage in manual ship handling activities in vessels operating in Dynamic
Positioning mode. The course will enhance the safety of navigation in confined water and in close quarterto oilfield structure to increase the O.O.W. / DPO situation awareness, risk assessment and management
under different emergency situation and environmental conditions. It covers the learning objectives,practical assessment, the assessment skills tables and information about continuous assessment.
The expectation is that the participant will have successfully completed a Dynamic Positioning Operator
training programme. The course is suitable for DPOs seeking to enhance their skills and suitable forexperienced DPOs who may require refreshing their manual shiphandling skills and Officers new to offshore
vessels
The course will cover shiphandling duties on DP vessels.
The programme involves a course of study with continuous assessment during the course. The overallemphasis of the course is:1.1. To provide emergency shiphandling training for certificated and prospective DPOs
1.2. DP vessel ship handling knowledge and practical exercises for deck officers and Masters.
1.3. To use this course in compliance with on-board competency assessment as per:1.3.1. IMCA M117 The training and experience of key DP Personnel,
1.3.2. IMCA C002 IMCA Guidance on Competency Assurance and Assessment – Marine Division
1.3.3. IMCA C007 Guidance on Assessor Training.
1.3.4. STCW Table A-II/1
1.4. Ensure that candidates are prepared for emergency situations in which manual ship handlingtechniques are required AND the circumstances in which the change to manual should not bemade.
1.5. The course is comprised of two parts
1.5.1. Classroom – Instruction (Theoretical part maybe conducted on the Navigational Bridge(Simulator) to have more ship like atmosphere and to have descriptive materials at hand,
immediate use of material during briefing and debriefing of theory and exercise) and;1.5.2. Simulator - Upon successful completion of the course the participants will be able todemonstrate competence in a number of ship handling emergency scenarios. The participants
will be proficient in the conning of the vessel in different operational situations and loss ofequipment.

2.

MINIMUM ENTRY QUALIFICATION REQUIREMENTS
The minimum entry requirement is that participants should hold a deck Officer Certificate (Officer of thewatch (OOW), Chief Mate, Master or Cadets) or DPO qualification.

3.

COURSE AIMS
The aims of the course are to give the student the following:
3.1. Confidence to respond appropriately to major failure in the Dynamic Positioning control systems
3.2. To be able to make the decision when to change to Manual control
3.3. An improved understanding of shiphandling in the context of offshore operations
3.4. Experience of keeping the vessel safe through manual shiphandling skills in a range of conditions

4.

COURSE OBJECTIVES
The course includes conventional and azimuth propulsion simulation, use of thrusters, manoeuvring insheltered waters and offshore environments including close quarters manoeuvring, holding a vessel in the
one position after an emergency and operating with reduced machinery capability.

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The theory content will revise basic principles of ship handling including:
4.1. Discussion of wind/current, and their influence on the operation in adverse weather/windcondition
4.2. Planning of (safe) operation
4.3. Manoeuvring theory with focus on Offshore Support Vessels
4.4. The effects of displacement, draught, trim, speed, velocity, kinetic energy and under-keel
clearance on various manoeuvres, squat effect, turning circles and stopping distance.
4.5. The importance of the pivot point and effecting ship handling on vessels that are moving and not
steaming.
4.6. The effect of current, wind and waves on the vessel’s capabilities when vessel is on different
headings.
Specific focus on offshore activities will include:
4.7. The effect and interaction between different type of rudders and propellers, thrusters and theiroperational advantages and limitations
4.8. Advantages and Disadvantages of different types of thrusters.
4.9. Contingency planning in case of thruster, rudder and/or propeller failure.
4.10. Contingency operation in the event of a partial blackout
4.11. Correct procedures for changeover between manual, joystick and dynamic positioning
manoeuvring mode
4.12. Effect of a loss of heading when on DP and vessel turning beam on to conditions
4.13. Safe operation in different weather conditions
4.14. Thruster loss at low speed
4.15. Maneuvering without bow thrusters
4.16. Emergency ship handling after a worst-case failure.
4.17. Stopping distance when maintaining heading.
4.18. Effect of external forces on a vessel.
Documentation
Relevant ship characteristics and capabilities will be provided for vessels used for exercises on the simulator.
Students will have access to examples of sea trial reports, pilot cards, capability plots and other relevant
maneuvering information.
SafetyThe course will cover critical safety-related aspects including:
4.19. Use of emergency backup systems.
4.20. Holding position in open water and in channels after system failure.
4.21. Thruster emergency stops
4.22. Alarm associated with propulsion systems
5.

LEARNING OBJECTIVESThe expected learning outcome is that the students will be able to describe or demonstrate the following:
Vessel Machinery Characteristics
5.1. Types of Main Propulsion
5.1.1. Describe use of the major types of main propulsion systems including:(i)
Conventional twin/single-screw(ii)
Azimuthing propulsion
5.1.2. Compare the advantages and disadvantages of the major types of main propulsion systems.
5.1.3. Utilise the features of various azimuth type propulsion systems.
5.2. Propellers
5.2.1. Understand the difference between fixed-pitch and controllable pitch propulsion(CPP) propellers.
5.2.2. Compare the advantages and disadvantages of fixed-pitch and controllable pitch propellers.
5.3. Azimuthing Bow Thrusters
5.3.1. Describe the benefits of using azimuthing bow thrusters including their usein pulling
power and maneuverability when pivot point is on the stern.

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5.4.

5.5.

5.6.

Tunnel Thrusters
5.4.1. Describe the advantages and disadvantages of tunnel thrusters.
5.4.2. Describe the differences between fixed-pitch and controllable pitch tunnel thrusters.
5.4.3. Identify how the characteristics of water flow, hull design and speed of the vessel affectthe efficiency and effectiveness of a tunnel thruster.
Rudders
5.5.1. Describe the use of different configurations and types of rudders including: high-lift rudder,fishtail, conventional rudders and split rudders to increase side thrust.
5.5.2. Understand the advantages and disadvantages of each rudder type.
Power Management Systems (PMS)
5.6.1. Describe the functionality of a PMS.
5.6.2. Describe and understand how the PMSs may affect power availability in an emergency
shiphandling situation.

Vessel Manoeuvring Characteristics
5.7. Pivot Point of the vessel
5.7.1. Describe the effect that the use of different thrusters located at different positions on thehull has on the pivot points.
5.7.2. Describe the effect that trim has on a vessel’s Manoeuvring characteristics.
5.8. Environmental Forces
5.8.1. Describe an understanding of the effect that Wind, Sea and Current has on a vessel’s
Manoeuvring characteristics
5.8.2. Describe an understanding of the forces of wind and current based on the ship’s hullcoefficient and wind and current force and relative direction.
5.9. Other Factors
5.9.1. Describe the ability to maneuver a vessel under varying environmental, hydrodynamic andship pivot point conditions
Vessel Manoeuvring Modes
5.10. Traditional Manoeuvring
5.10.1. Describe the process of manual ship handling and station-keeping using individual
thrusters.
5.10.2. Describe proper use of thrusters, rudders and Azimuthing propulsion systems tomaneuver a vessel in varying sea conditions with no defects.
5.10.3. Describe the use of fixed pitch and CPP Azimuth thrusters with and without biasing
5.10.4. Describe the standard Offshore use of the aft control to berth and unberth
5.11. Heading Control and Joystick Manoeuvring
5.11.1. Describe changing centre of rotation and power requirements
5.11.2. Describe advantages of a set heading
5.11.3. Describe an understanding of the difference between an Independent Joystick and a DP
system joystick
5.11.4. Describe the importance of setting centre rotation to the centre of the vessel
5.11.5. Describe the correct use of weather and data inputs as these relate to heading control.
5.12. DP Manoeuvring
5.12.1. Describe changing rotation centres and power requirements of a DP system
5.12.2. Describe advantages of set heading when using a DP system
5.12.3. Describe the ability to maneuver using Joystick under varying environmental,hydrodynamic and ship pivot point conditions.
Operating Procedures & Risk Assessment
5.13. Operating Procedures & Risk Assessment:
5.13.1. Describe the importance of procedures and safety guidelines as they apply tooffshore marine operations. IMCA, MTS and Guidelines for Offshore Marine
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5.13.2. Describe the importance of industry best-practice in establishing a safe
working environment.
5.13.3. Understand the use of risk assessment processes and the benefits of assessing the risks
in mitigating hazards.
5.14. Company Specific Procedures with respect to industry best practices
5.14.1. Discuss the procedural considerations for operating alongside a platform
5.14.2. Describe scenarios when an operation may be suspended
5.14.3. Define risk assessment and management of change as applied to a company’s procedures
5.14.4. Describe the ability to apply procedures and risk assessments for a specific operation.
5.14.5. Describe ASOG, CAM and TAM modes
Special Manoeuvring Scenarios including Emergency Shiphandling5.15. Working alongside an installation
5.15.1. Define the information required before approaching an installation.
5.15.2. Define the information that may be found on a rig data card
5.15.3. Utilise the information from current and detailed weather reports
5.15.4. Describe the importance of crane information
5.15.5. Describe the process for setting up on “Drift ON” and “Drift OFF” side working.
5.15.6. Describe the ability to follow approach and departure procedures.
5.15.7. Describe the effect of changing trim and excessive trim
5.16. Operating with reduced equipment due to equipment failure
5.16.1. Describe the effect that a loss of bow thrusters on a azimuth propulsion ship may have on
maneuverability and station keeping
5.16.2. Describe the effect that a loss of stern thrusters on conventional twin-screw vessel
may have on maneuverability and station keeping
5.16.3. Manoeuvre using only azimuth thrusters (biasing and non-biasing techniques)
5.16.4. Describe the use of engines and rudders in the event of thruster failure.
5.16.5. Describe the ability to overcome equipment failure while maintaining safety of vessel.
5.16.6. Describe actions to be taken after DP failures with the simulator in DP auto mode. Important thestudent does not change to manual unless a complete failure of the DP system. i.e. vessel to be leftin DP control after worst case failure and only change to manual if vessel is not holding heading andposition.
6.

NUMBER OF HOURS
The course will be of at least 4 days’ duration with a minimum of 32 hours’ instruction, with at least 65%of the time assigned to practical ship handling exercises 1.

7.

RATIO OF STUDENTS/INSTRUCTORS/EQUIPMENT
The course will be run in English. The student-to-instructor/simulator ratio will be a maximum of 3
students to one instructor/simulator.
Course to be conducted at a Nautical Institute accredited Training centre. The Instructor must be
appropriately qualified and experienced including qualifications as a simulation instructor andrelevant seagoing professional qualifications
The instructor may be assisted by a Ship’s Master experienced in offshore vessel shiphandling.

1

The Nautical Institute will consider submissions for a shorter course with fewer students provided that a minimum of 9 hours actual bridge exercise time in control of theship is assigned to each participant

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8.

INSTRUCTOR QUALIFICATIONSInstructors must be approved instructors under the NI DPO Scheme.
The instructor/s delivering the course must be approved as an instructor at a NI accredited training centre.
He/she must be able to demonstrate that they possess the adequate ship handling knowledge whichaffirms them to be sufficiently competent to deliver the course.

9.

DELIVERY METHOD
The course will be a blend of learning provided by theory-based instruction with guided practicalsimulator- based exercises giving a balance of lectures, instruction and practical assessments. This will beachieved through a concentrated period of exercises on a DP equipped ship handling simulator, supported
by a program of lectures and instruction. This course may also be delivered, in part, using individualcomputers for training.

10.

COURSE ASSESSMENT
The course will include both a theoretical and practical assessment.

11.

ONLINE ASSESSMENT
An NI multiple-choice online assessment will be completed by each student at the end of the course.
Student who fail at the first attempt are allowed to have another two attempts within six months of thefirst attempt; however, the second attempt must be undertaken within 96 hours of the first attempt.
Failing these three initial attempts, the student is required to repeat the Shiphandling Course andundertake the assessment again.

12.

PRACTICAL ASSESSMENT
Practical assessments will be based on the conduct of each exercise and will determine the candidate’s
preparedness for manual shiphandling in emergency situations.
The training centres must develop their own practical exams based upon the course objectives listed above
and Course Skills Table below.
The practical assessment must be done individually. As a minimum, the exam must require the student tohold station after a DP emergency (for a specified period of time) and then move the vessel to a safe
location under manual control. The time period for holding station will be dependent on the time required
to abandon the operation underway at the time of the failure.
The training centre is responsible to ensure that the assessment is carried out in a professional manner andthat the student is assessed with thoroughness in line with the standards of the NI. Candidates who
successfully complete the online examination and practical assessments will receive a completion
certificate. Unsuccessful candidates will be advised to seek further training to meet the particular needs.

13.

SPECIFIC EQUIPMENT REQUIREMENTS
Simulator equipment required to run the course:
13.1 Nautical Institute Shiphandling Simulator OR a simulator that will match the requirement of NI
Shiphandling simulator

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14. APPENDIX 1 TO DP EMERGENCY SHIPHANDLING - LEARNING AND PROFICIENCY OUTCOMES
S= Skilled

K=Knowledgeable

A= Aware

DP Emergency Manoeuvring Course Skills Table
The course will include exercises using a variety of propulsion control techniques including:• Change over procedures from DP to manual• Emergency on DP controller• Joystick• Manual manoeuvring• Emergency operation• Thruster emergency stops• Emergency Bridge resource management
Training and practical sessions should address skills in a variety of environmental conditions including daylightand darkness.
Knowledge, understanding andproficiency

Methods for demonstratingcompetence(To be completed by the Centre)

Criteria for evaluatingcompetence(To be completed by the Centre)

Control
Familiar with the operation andtesting procedures of all bridge
manoeuvring equipment
Steering, main engine and thruster
control systems fully operational inmanual control only.
Bring the vessel to a complete stop
so she is making no way through thewater in minimum time without
over use of engines.
Knowledge of propulsion/steeringsystems and their controls
including partial blackout or loss of
power contingencies andemergency control systems.
Controlling the vessel withindependent propulsion units
Controlling the vessel withjoystick
Maintaining the vessel in one
position without changing theheading, in the vicinity of a fixedreference point/object with fulland restricted propulsion
availability
Manoeuvring the vessel to Port andStarboard or fore and aft keeping
the heading within 10 degrees, inthe vicinity of a fixed reference
point/object with full and restricted
propulsion

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Transferring in and out of DP to
joystick to manual control.
Manoeuvring and controlling thevessel as listed above, after(WCF) Worst Case failure of
propulsion
Manoeuvring the vessel in DP DR
Mode after loss of all positionreference systems.
Demonstrate how to allow forprevailing wind, currents, tidal
stream and expected changes
Demonstrate situational awarenessin respect of subsea pipelines,
wellhead and platform risers
locations
Emergency planning
Partial loss of propulsion power
Sudden changes in winddirection/strength
Aware of the actions in case of
emergency when vessel is in DP automode ie WCF, Thruster, generators
and Steering Failure etc.
Manoeuvring and controlling thevessel (box patterns/headingchanges) in the vicinity of a fixedreference point/object or by using
DGNSS with full or restricted
propulsion availability

EXAMPLE SIMULATOR EXERCISES FOR SHIP HANDLING
Trainee must be able to demonstrate:
14.1 Setup a vessel ready for emergency departure from installations
14.2 Appropriate initial actions in response to system failure
14.3 Holding the vessel in the one position and keeping the heading within 10 degrees in good andadverse weather/wind condition only using CPP/FPP Azimuths and thrusters after a worst casefailure. Monitor vessel speed with DGPS or DP screen.
14.4 Moving the vessel sideway away from danger only using CPP/FPP Azimuths and thrusters after aworst case failure
14.5 The importance of situational awareness both visually and with electronic aids
14.6 Emergency DP Bridge Resource Management
15.

APPENDIX 2 TO DP EMERGENCY SHIPHANDLING - COURSE STRUCTURE
The course must be a minimum of 32 hours duration including the assessment periods and must havea minimum of 20 hours assigned to exercises in the simulator. 2

2

The Nautical Institute will consider submissions for a shorter course with fewer students provided that a minimum of 9hours actual bridge exercise time in control of the ship is assigned to each participant

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Annex I
Training and Certification Scheme
for Key Technical DP Personnel(the DP Vessel Maintainer Course)
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct,
The Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting
from use of this information. The Nautical Institute cannot be held responsible for any damage to property,
trainers or operators whilst following these guidelines. This information is produced in good faith, but we cannot
guarantee the accuracy and/or completeness of the information, which is produced for guidance purposes only.

THE NAUTICAL INSTITUTE TRAINING AND CERTIFICATION SCHEME FOR KEY TECHNICAL DP PERSONNEL (THE DPVESSEL MAINTAINER COURSE)© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROL
Training and Certification Scheme For Key Technical DP Personnel (The DP Vessel Maintainer Course)
Title
Training and Certification Scheme For Key Technical DP
Personnel (The DP Vessel Maintainer Course)

Version1

Date
20/01/2023

TABLE OF CHANGES

163

Revalidation

New content v1(January 2023)
Revalidation matrix table included.

164

Grandfather Entry

Expiry date of grandfather entry included.

Page

Subject

Original content v2(January 2022)

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Contents
1.

Introduction160

2. Development of the Scheme

160

3.

160

The Role of The NI

4. International Safety Management (ISM) Code and DP Training

160

5.

Scheme Overview

161

6. Training Scheme

161

7.

163

Scheme Layout

8. Minimum Entry Requirements

163

9.

Revalidation

163

10. Grandfather Entry164

11. Online Assessment

164

12. Appendix 1 to Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course) – Training, Accreditation & Requirements

166

13. Appendix 2 to Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course) – Model Course

168

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1.

INTRODUCTION
This document provides guidance on the Nautical Institute Training and Certification Scheme
For Key Technical DP Personnel (The DP Vessel Maintainer’ Course) for onboard Technical Staff wishing to gain the
Nautical Institute Training and Certification Scheme For Key Technical DP Personnel (The DP Vessel Maintainer’
Course) and training providers wishing to be accredited to deliver Nautical Institute Key Technical DP Personnel
Training – DP Vessel Maintainers’ Part One Theory.
Short code for this scheme is DPVM.
This accreditation scheme has been developed to cover IMCA M 117 - The Training and Experience of Key DP
Personnel section 6.4 Training Courses for Key Technical DP Personnel and Appendix Two and Appendix Three.
The scheme also taking into consideration the following documents.
OCIMF Dynamic Positioning Assurance Framework Risk-Based guidance 2016, OCIMF DP FMEA Assurance
Framework Risk Based Guidance 2020, MTS- Guidance for Professional Development of DP Personal -PDDP2 andthe Nautical Institute course “DP Knowledge for technical staff”.
The course is designed to provide technical Staff with the knowledge required to understand the redundancy
concept for DP operations. The course is for Technical staff that have a good knowledge of ships systems andtherefore only covers the redundancy aspect of on-board systems to ensure safe DP operations.
A DP vessel depends on redundancy of all systems on-board to ensure Safe operations. Technical staff need to beable to identify the correct redundant setup of all systems, identify loss of redundancy in any system and therefore
understand when a vessel may have to suspend operations.

2.

DEVELOPMENT OF THE SCHEME
The scheme was developed based on feedback from the Industry, Students that have taken the DP Knowledge
for Technical Staff course and the NI Instructors that conducted the course.
The scheme consists of:•
A training centre course based on the NI DP knowledge for Technical staff that has been refined after
feedback.
•
The NI Online exam, which was part of the course, with additional questions.
•
A requirement for onboard DP seatime.
•Completion of a task logbook to record vessel specific training.
This document contains full details.

3.

THE ROLE OF THE NI
The Nautical Institute facilitates and administers the accreditation of Dynamic Positioning training centres and thecertification of DP operators as per the standard agreed by industry and flag administrations. The DP Vessel
Maintainer scheme will add a holistic approach covering both Deck and Engine room departments for the safe
operation of a DP vessel.

4.

INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE AND DP TRAINING
The scheme is considered as training towards the Nautical Institute Training and Certification Scheme
For Key Technical DP Personnel (The DP Vessel Maintainer’ Course).
Further training and experience and company competency assessment should be provided by the company as per
IMCA M117 guidelines and the ISM Code.
The objectives of the ISM Code are to ensure safety of life at sea, prevent human injury or loss of life and avoid
damage to the marine environment.
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All companies operating and/or owning ships must:
•
•
•
•
•

Provide for safe practices in ship operations and a safe working environment.
Establish safeguards against all identified risks.
Continuously improve safety management skills of personnel ashore and on-board ships, including
preparing for emergencies related to both safety and environmental protection.
Comply with all mandatory rules and regulations.
Ensure that applicable codes, guidelines and standards recommended by IMO, Flag states, Classification
Societies and marine organisations are considered.

Therefore, in regard to DP Engineer training, the ship operator, whether owner or charterer, must ensure that theEngineers on DP vessels undertakes the required initial training, including shore courses, and also that theEngineer is familiar with the equipment installed on the ship, both for normal operations and emergency
situations.
The NI does not provide DP training; rather it accredits the training institutions to provide training to for DP Vessel
Maintainer. A list of accredited DP Engineer training providers can be found on the NI’s website.
5.

SCHEME OVERVIEW
What is a DP Vessel Maintainer?
1.
2.
3.
4.

A DP Maintainer is a person onboard a DP vessel that is part of the Technical team whose duties include
safe DP operation and preventive maintenance of all DP related systems on board a DP vessel.
Has the knowledge of DP components and their location onboard the DP vessel to allow DP Maintainer tocommunicate with and complete repairs under the direct instruction from the equipment manufacturer.
Has the knowledge to stop maintenance before affecting the redundancy of the vessel
Has the Knowledge to know when a vessel is safe to conduct DP operations and is compliant with the DP
class of the vessel.

Why the DPVM Training Scheme is Necessary?
•
To ensure DP Vessel Maintainer has the training to carry out items in “What is a DP Vessel Maintainer”•
Measure the training quality worldwide of all centres•
Ensure DP Maintainers are familiar with DP Theory, DP concepts and DP systems and all associated systems
onboard their current vessel•
The Scheme ensures that training and experience meet a common minimum standard throughout the
Dynamic Positioning industry to ensure safe operations.
•
Understand all the redundancy aspect of onboard systems to ensure safe DP operations.
6.

TRAINING SCHEME
DP vessel Maintainer should be knowledgeable of the type and purpose of documentation associated with DP
operations, DP operations manual that is part of the operator safety management system. Charterer specificinstructions, Equipment manuals, Failure Modes and Effects Analysis (FMEAs) and capability plots and other DP
documents onboard as per IMCA M 109 - A Guide to DP-related documentation for DP vessels.
All training shall be given by properly qualified and suitably experienced personnel. Upon appointment to a vessel
operating in DP mode, DP Vessel Maintainer should be familiarized with the specific equipment fitted on thevessel, consideration should be given to the nature of the work of the vessel and the importance of the DP system
to this work.

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The flowchart below illustrates the scheme progression for new entrants, from the start of the training to theissuing of a certificate.

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7.

SCHEME LAYOUT
Part 1: DP vessel Maintainer Course, Onshore
Part one is a shore-based course provided by an accredited training institute and cover content as listed in the
Appendices.
Training school certificate name:“Nautical Institute Key Technical DP Personnel Training – DP Vessel Maintainers’ Part One Theory”
The course is conducted over five days with a minimum of 34 hours which include theory instructions, practical
exercises and practical exam and online exam.
This Annex also covers Instructor qualifications, extra simulator equipment required, course duration, practicalassessment, and NI online exam.
Part 2: DP Sea Time onboard active DP vessel and Task section of Logbook
Total days: 26 sea time days Onboard DP Class Vessel
Minimum days on DP: 7 days (2 hours operation per day)Task Sections.
Part 3: Statement of Suitability
Statement of Suitability (To be signed by both the Master and Chief Engineer).

8.

MINIMUM ENTRY REQUIREMENTS
Minimum Requirements for entry into the DPVM Scheme shall be as follows:
Following the 2010 Manila amendments to the STCW Convention and Code, The Nautical Institute (the NI) has
implemented the following criteria for entry into the DP Vessel Maintainer training scheme: The minimum
qualification is set at STCW Regulation III/1 – III /2 – III/3 – III/6 Engine and Regulation III/6 for ETOs. The Nautical
Institute will also accept anyone on a case by case basis that holds a technical officer’s position on any DP vessel.
This does not include ratings.
The training centre theory part and NI online exam for the course may also be attended by relevant shore-based
Technical staff and DPO and technical Cadets to improve their knowledge and they can be issued a certificate ofcompletion (Theory Only).
To be issued a Key Technical DP Personnel Certificate (The DP Vessel Maintainer’ Course Certificate) you must be
serving as part of the vessel Technical staff. i.e. Engineer or ETO.

9.

A.

REVALIDATION

The holder of a DPVM Certificate with 150 DP days or more sea time will need to:•

Successfully pass the NI Revalidation Course online exam and either:
i
ii

B.

NI-approved continuing professional development (CPD) schemeor
NI DPVM Refresher and Competency Assessment Course.

DPVM with 30 days or more DP sea time may revalidate with the following option

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•C.

NI DP Refresher and Competency Assessment Course.

DPVM with NO DP sea time or less than 30 days must complete the NI DPVM Revalidation Course.
When revalidating using the Revalidation Course for a second or subsequent time, the DP technicalstaff must follow the rules as per the standard with respect to sea time requirements.

Table 1 Revalidation matrix

1 Jan 2024

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of one year of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2025

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of two years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2026

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of three years of the NI-approved
CPD programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2027

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of four years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2028

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2029

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Since from 1st January 2029, the 12 months
latitude to complete the CPD programme does not apply.

10.

GRANDFATHER ENTRY
The Nautical Institute recognisers that there are many professionally trained and competent engineer already on
DP vessels that may wish to get a DPVM certificate. As a safe guard for the Industry the Nautical Institute will allow
engineers that have completed 150 days onboard a DP vessel to bypass DP training and just undertake the Nautical
Institute online exam at a NI training centre that is normally held at the end of the 5 days of training in a training
school. The Officer will still need to complete the task section of the DP Logbook and 26 days seatime.
Any Officers that have completed “DP Technical Knowledge for Technical staff part A” will not have to repeat theTraining centre course and online exam. They can apply for Logbook and complete the onboard training. The
grandfather entry will expire on 30 th June 2023.

11.

ONLINE ASSESSMENT
In order to be awarded a certificate of completion for the DP Vessel Maintainer Course the trainee must pass an
online assessment at the training centre. The exam is composed of multiple-choice questions and shall be

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completed in 1 hour 30 minutes. The online assessment will consist of 40 questions and shall be completed witha pass mark of 70%.
Students who fail at the first attempt are allowed to have another two attempts within six months of the firstattempt; however, the second attempt must be undertaken within 96 hours of the first attempt. Failing thesethree initial attempts, the student is required to repeat the DP Vessel Maintainer Course and undertake theassessment again.
On successful completion of the DP Vessel Maintainer Course and online assessment, the trainee Dynamic
Positioning Vessel Maintainer will be issued with a Nautical Institute Training and Certification Scheme for Key
Technical DP Personnel logbook in which his/her course, DP sea time, task completion and Statement of Suitability
as a DPVM are recorded.

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12.

APPENDIX 1 TO TRAINING AND CERTIFICATION SCHEME FOR KEY TECHNICAL DP PERSONNEL (THE DP VESSELMAINTAINER COURSE) - TRAINING, ACCREDITATION & REQUIREMENTS
Accreditation is given for the DP Maintainers Course.
Where the Nautical Institute Training centre has a “B” Class simulator and meets the requirement of “NI - Training
centre model Course DP Vessel Maintainer” to support the delivery and assessment of the DP Maintainer course,
may apply for accreditation to conduct the DP Maintainer Course.
The attention of master’s and Chief Engineers are drawn to this statement: the suitability of the officer toundertake full DP Vessel Maintainer duties keeping responsibility on board a DP vessel.
This is the final assessment of the trainee DP Vessel Maintainer and master’s and Chief Engineers should carefully
consider whether they are able to affirm the statements within this section before signing. The Statement of
Suitability should be completed at the end of final period of sea time prior to a certificate application being made.
Time to Complete the Training Scheme
In order to avoid deterioration of skills during the training period, all elements of the DP training scheme shall becompleted within two years. The two year rule applies for those who enter the schemes from 2021.
When applying and submitting documents to The Nautical Institute (the NI), ALL components of the programme(shore-based courses, DP sea time, task sections, Statement of Suitability form and other elements) must havebeen completed within the previous two years. In the event any of training phases fall outside of the two -year
validity period, the trainee will be required to repeat the expired training phase.
Discharge Book, Certificate of Discharge and Company Confirmation Letter
Trainee DP Vessel Maintainer are required to provide a confirmation or testimonial letter from the shipping
companies for all the DP sea time required for the DP Vessel Maintainer. This letter shall follow the conditions
below:••••

Be written on original headed paper from the shipping company.
Be signed and stamped by the Operations Manager or Engineer Superintendent or equivalent. Letterssigned by Masters or agency staff are not acceptable.
Be written and dated only after the DP Vessel Maintainer has completed the DP sea time claimed.
Confirm the total time the applicant has performed as a trainee DP Vessel Maintainer on board thevessel(s). The NI reserves the right to ask for further and more detailed information, such as the engine
room log, if applicable.

After completing the online application, the applicant shall send the following documents to the NI:••••

Copy of the STCW CoC, Letter of Service from Company or NVQ certificate (page with personal details,
validity date and CoC number);
Original DP Vessel Maintainer logbook
Copy of passport personal details page
Original Company confirmation letter/s confirming all DP sea time;

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••

Signed and dated PDF checklist available on the candidate’s account after payment. It is compulsory forthe trainee DP Vessel Maintainer to sign the declaration of data contained in the online application
Any other supporting documentation.

The NI reserves the right to return the logbook and application to candidates who do not apply online or if anythingis found to be incorrect or incomplete in the application or training.
Companies which verify their candidates to ensure requirements have been met before an application is made to
the NI tend to be more successful. This also assists the company in the management of their DP personnel andtheir training and progression.
The Process for Accreditation by The Nautical Institute
Usually, only centres approved by The Nautical Institute for DPO training will be accredited for this scheme.
However, the NI can also consider the approval for DPVM accreditation on a case by case basis.
Guidance on the procedures for accreditation is contained in “The Nautical Institute Certification and Accreditation
standard, Vol 2 (Accreditations).

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13.

APPENDIX 2 TO TRAINING AND CERTIFICATION SCHEME FOR KEY TECHNICAL DP PERSONNEL (THE DP VESSELMAINTAINER COURSE) – MODEL COURSE
This document covers the Training Centre section of the Nautical Institute Training and Certification Scheme
for Technical DP Personnel (DP Vessel Maintainers’ Certificate course) and is to be read in conjunction with
the Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) 2021.
The Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) 2021 includes detailrequirement for the accreditation of the Training Centres. Administration, classroom layout, training
equipment, student’s safety, and Simulators.
This document includes extra requirement for Instructor and Simulator equipment that is specific the DPVMClassroom base Training.
Introduction
This NI model course document is to be read in conjunction with:A.
B.

The Nautical Institute Training and Certification Scheme For Key Technical DP Personnel. (The DP
Vessel Maintainer’ Course). Name as DPVM in this document.
Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) 2021

Purpose of the NI model courses for DP Vessel Maintainer
The purpose of the NI model courses is to assist NI Training institutes and their teaching staff in organizing
and introducing new training courses, or in enhancing, updating or supplementing existing training material
where the quality and effectiveness of the training courses may thereby be improved.
As in all training endeavors, the knowledge, skills, competence, and dedication of Instructors are the key
components in the transfer of knowledge and skills to those being trained through NI standards.
Course shall be a minimum duration of five days with a minimum of 34 hours including classroom instruction,
simulator time and assessments.
This Course is Part One of The Nautical Institute Training and Certification Scheme for Key Technical DP Personnel(The DP Vessel Maintainer’ Course) which comprises the following:
Part One: Nautical Institute Key Technical DP Personnel Training – DP Vessel Maintainers’ Part One Theory Course
is a shore-based course provided by a Nautical Institute accredited training institute and cover course contents inthis document.
The course is conducted over five days with a minimum of 34 hours which include theory instruction, practical
exercises and practical exam and online exam. This course covers full details course contents, Instructor
qualifications, extra simulator equipment required, course duration and practical exam and online exam.
Part Two: DP Sea Time onboard active DP vessel and completing Task section of Logbook Total days: 26 days
Onboard DP Class Vessel.
Minimum days on DP: 7 days (2 hours operation per day)
Vessel specific and company specific training as listed in the DPVM logbook Task Sections
Part Three: Statement of Suitability
Statement of Suitability (To be signed by both the Master and Chief Engineer)
The NI DPVM Logbook covers the onboard training and drills required by the DP Vessel Maintainer. DP Vessel
Maintainer requires good understanding of on-board Familiarisation with the DP equipment, DP integration ofother systems onboard, DP Procedures, DP documents and their locations Effective training in the classroom andonboard should enable key DP technical personnel to respond quickly and appropriately to equipment failures
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and faults that may result in DP incidents, to identify when the vessel has a loss of redundancy and is required tobe moved to safe “drift Off” location before reinstating DP equipment to normal operating state.
Training centre’s or Organisations which have developed a training program that is compliant with NI DPVM course
requirements may apply for Accreditation by The Nautical Institute (the NI) for the course. When the organisationand course is accredited it will be authorised to issue certificates bearing the logo of the NI and to promote theircourse as being compliant with the standard of the NI.
Use of the NI DPVM model course
To use the model course effectively, Instructors should review the course plan and detailed syllabus,considering the information on the entry standards specified in the course framework. The actual level ofknowledge and skills and prior technical education of the trainees should be kept in mind during this review,
and any areas within the detailed syllabus which may cause difficulties because of differences between theactual trainee entry level and that assumed by the course designer should be identified. To compensate forsuch differences, all course material shall be sent to NI for review.
Lesson plans
Training centres are to develop lesson plans based on the detailed teaching syllabus and specifications ofsimulators. Instructors should pay due attention to the trainee's background and previous knowledge when
adjusting the course content to suit the trainee’s intake and advise of any revision of the course objectives
required. The detailed teaching syllabus describes required performances, which, together with the exercise
scenarios, will be used to deliver the course.
Presentation
The presentation of concepts and methodologies should be repeated in various ways until instructors are
satisfied that the trainee has attained each specific learning objective. The syllabus is laid out in learning objective format and each objective specifies theperformance required of the trainees to achieve objectiveof the learning outcomes.
Implementation
For the course to run smoothly and to be effective, considerable attention should be paid to the availability
and use of:-Properly qualified instructors.
Technical and non-technical support staff.
Teaching and other spaces.
Appropriate training equipment and teaching aids.
Videos and multi-media presentations.
Textbooks, appropriate technical papers, etc.
Minimum Class B simulator approved by The Nautical Institute
Extra simulator requirement for DP Vessel Maintainer practical training
Nautical Institute knowledge base database of training materials

Validation
The guidance contained in this document has been validated by the NI DPTEG on Human Element, Training andWatchkeeping for use by Administrations and training providers in developing relevant training program forthe effective implementation of uniform minimum standards for training and certification of seafarers.

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Part A: Course Framework
Aim
To give the student the following:
•
•
•
•
•

•
•
•
•
•
•

Understanding of the theoretical and practical operation of DP systems.
Technical understanding of the component parts of the DP and associated systems.
An understanding of the limitations of equipment and the effects of equipment failures.
An understanding of the limitations and the effects of incorrect operation of the systems.
An understanding of work which can safely be undertaken with and without the help of equipment
manufacturers, and more importantly, when to stop before affecting the vessels capability to perform DP
operations or redundancy.
The ability to fault find the DP system and its base components.
An understanding of FMEAs and the philosophy of system redundancy.
An improved ability to operate the Engine Room and DP equipment in a safe and competent manner.
An understanding of MTS vessel design philosophy and MTS fundamentals.
An understanding of cross connections and effect on redundancy.
This course covers DP knowledge and vessel / Type Specific onboard equipment training.

Scope
Seafarers responsible for designated dynamic positioning duties associated with the care, use or in
emergency response should have completed the NI Training for Key Technical Personnel (DP Vessel
Maintainers’ course for service on ships subject to Dynamic Positioning operations.
This course is essentially a course with practical guidance and information and provides training andqualifications for engineers, engine officers, ETOs on ships subject to the technical team.
The course consists theory andpractical exercises structured around the safe operation of DPShips, DP classes,
design of DP installations, propulsion machinery, auxiliary system, power generation machinery.
Training and Accreditation Standard
Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) current version
The Process for Accreditation by The Nautical InstituteNautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) current version
Entry standards
Refer to DP Vessel Maintainer Training and Certificate scheme, Accreditation standard.
Course intake limitations
Refer to DP vessel Maintainer Training and Certificate scheme, Accreditation standard.
Staff requirements & Instructor Qualifications
Course shall be conducted by an NI DP instructor who has also attended the NI DPVM course or NI DP
Knowledge for Technical staff Part A.
The course may be delivered by one or two instructors.

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The course shall have a suitably qualified ETO, Chief Engineer or DP Service Engineer support training. If the NI
Instructor is an Engineer or has good in-depth technical knowledge, then extra support may not be required
subject to review by the NI.
Teaching facilities and equipment
Suitable teaching spaces equipped with the relevant facilities should be provided to facilitate the effective
delivery of training, which could be through lectures, group exercises and discussions, as appropriate.
Where the use of multi-media and simulation is intended, it should be ensured that the appropriate multimedia equipment and simulators are made available.
The following items of equipment are recommended:







Audio-visual equipment and material
Whiteboard/interactive whiteboard/flipchart for demonstrations
Internet connection
Minimum DP class B Simulator recognized by The Nautical Institute
Extra simulator equipment as listed below
Requirements of Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation)
current version.

To enable the trainees to undergo practical exercises on DP Simulator that covers section B-V/f* from STCW
Code and the Objective of this document.
Delivery Method
The course will be theory and NI “B” class simulator based and will give the participant an overview of DP
operation and the effects of system and component failures. On completion of this course participants will
understand the general arrangements for DP systems and the principles of operation of the equipment.
Participants will gain an understanding of the importance of the interaction between the system components
and the modes of operation.
The course is set up to allow developing some of the course contents into computer-based training. The studentto-instructor ratio will be a maximum of eight students to one instructor to ensure proper learning.
However, a case may be made for up to 12 students depending on the equipment available and extra support
staff.
This course requires the ability to read and interpret ships drawings, typical product specifications, job sheets,
procedures, material labels and safety information as provided to operators. Writing is required to the level ofcompleting workplace forms. The course shall be delivered in English.
Teaching aids (A)
A1
A2
A3
A4
A5

Instructor manual
Visual presentations
VideosDrawings
Samples of sensors

DP Vessel Drawings or other means of demonstration of ship installations of systems for propulsion machineryand auxiliary power generation machinery.

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Note
1.

Other equivalent teaching aids, including multi-media training aids such as videos, CD- ROMs, e-learningmaterials and computer-based training (CBT), etc. may be used only if approved by Nautical Institute
before being used for training.

2.

NI will provide technical support documentation to training school via NI website Training Provider
logon
Training FMEA, vessel drawing, product information
IMCA document approve for use by Training centre
MTS documents approved for use by Training centre

Use of Simulators
If using simulator-based training, instructors should ensure that the aims and objective of these sessions aredefined within the overall training program and that tasks are selected to relate as closely as possible toshipboard tasks and practices.
Simulator Equipment Required
Simulator equipment required to run the classroom course:
The minimum simulator requirement is an NI Class B simulator in an accredited NI Training Centre. Course
contents shall have an assortment of photos of real equipment and DP installations. Photos must cover all partsof DP System: (i) Controller (ii) I/O units (iii) Optical isolators (iv) Switchboard (V) Environmental sensors (VI)
Position Reference Systems
Computer to display different types of serial strings. This may be augmented if a real sensor is available
Students should preferably be supplemented with a real hardware and associated equipment operational or nonoperational.
If a Training centre does not have some of the simulator equipment or screen to show I/O information etc on theirsimulator then on a case-by-case basis the auditor will ensure the training notes covers the required course
objectives.
Simulator exercises
7.1. Demonstrate a problem of command signal
7.2. Demonstrate a problem with the feedback signal
7.3. Demonstrate a thruster failing to full thrust
7.4. Demonstrate a reject problem with Gyro and wind sensor
7.5. Demonstrate a slow spread of position reference system, then deselect one position reference
system to show how a vessel can have a drive off with all equipment working correctly
7.6. Demonstrate a slow spread of position reference sensors until one position reference system isrejected by median test / Prediction test
7.7. Demonstrate the high loads caused if the set point speed is set too high.
7.8. Demonstrate the high load caused when changing heading when centre of rotation is set awayfrom the centre of the vessel
7.9. Demonstrate having the bow into high wind and current, then turn the vessel 90 degrees andshow high load and loss of position
7.10. Demonstrate if the DP is unstable
7.11. Monitor the Command and feedback value in mA on the DP Operator Screen.
7.12. Monitor input serial strings into the DP system on Operator screen if the string is simulated’or use computer program to generate serial string.

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Safety routines
Safety precautions during DP drills are important during this course and affect the course structure. Trainees
should always be protected from danger whilst the course is in progress. Training providers should consider
the training spaces, equipment, facilities available and the safety of trainees at all times. During the course,
especially during practical drills, trainees should strictly adhere to the safety rules laid down by the training
provider.
All the equipment used for practical training should be properly maintained and approved by the Nautical
Institute.
Part B: General Outline
General Course Content and Competencies
The general course content and competencies comprises of the following outline:
General Overview of DP
The Power System
The Thruster System
Control Systems and Sensors
Documentation
DP Operation and effects on DP system
Safe DP operation CAM, ASOG, TAM and TAGOS
Lessons Learned
Manning, Training, and competency assessment
Timetable
Course shall be a minimum duration of five days with a minimum of 34 hours instruction, simulator time andassessments. This NI course has been developed providing a recommended range in duration of 34 hours
over 5 days for lectures, demonstrations, or simulator exercises and NI online assessment and practicalassessment. The Training centre is to develop a formal timetable for this model course.
Training centres must develop their own timetable depending on:
The level of skills of trainees.
The numbers to be trained.
The number of instructors; andSimulator facilities and equipment
Normal practices at the training Centre.
Course Outline
Review of Nautical Institute DPVM Training Scheme.
DP Hardware and integration with other ships systems
DP Software, alarms and position control.
Power system and Thruster systems
Planned maintenance of DP and associated system and when to call service technician.
Documentation, DP equipment, Class, IMCA and MTS
Manning, Training, and competency assessment
Safe DP Operations

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Essential Non-DP Systems – safety systems
Future Trends including automation and Integrated Bridge Management Systems
Simulator Exercises
The course comprises lectures, demonstrations, and simulation exercises. The outline below identifies themain areas of the course.
Learning objective format is used in the detailed teaching syllabus given in Part C; the outline below is asummary of the course material. The numbering system used below reflects that of the detailed teachingsyllabus.
Part C: Detailed Outline
Part C correlates theknowledge, understanding and proficiencies defined in the STCW Code and IMCA 117, withthe specific learning outcomes that the trainees should achieve. Each specific outcome is presented as a topic
or sub-topic as a Learning Objective reflecting the knowledge, understanding and proficiency in section BV/f* from STCW Code.

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Learning objectives
The following detailed course outline has been developed in learning objectives.

1

Course contents and Competencies in Detail to be part of NI - Training centre model Course DP
vessel Maintainer

1.1

The following list of competencies are in detail to ensure that all training centre cover the samecontents, many of the items are just one statement on a PowerPoint. The numbering is based on
the current number for DP Knowledge for Technical staff. The Nautical Institute will supply
Training centres with an FMEA study and FMEA proving trial, IMCA, MTS and OCIMF documents
to base some of their training on.

2

Brief history of DP system development

2.1

Development of DP Systems and what is needed for offshore drilling

2.2

Brief discussion on the way DP is used3

Reasons why DP is used extensively; Client requirements; Safety etc.

3.1

DP can be used when water is too deep for Anchors

3.2

Removes the need to make fast to offshore installation and improves the safety for crews

3.3

Quick deployment at a new location of any type of vessel

3.4

Increasingly difficult to manually operate multi-thruster vessels

3.5

Provides a stable platform for crane ops, gangway ops, ROV ops etc.

4Types of DP Vessels

4.1

Course to briefly discuss the type of DP vessels and their use. OSV, drilling units, construction
vessels, dive vessels, pipe lay vessels, wind farm vessel, passenger vessels. Describe type ofthrusters fitted

5

Theory of DP control; Explanation of how the system positions the vessel; Heading; Feedback;Wind; Modelling, Kalman filter, controllers and DP current etc.

5.1

To be able to discuss briefly the main elements of a DP System, DP Computer/Controller, Thruster
and propulsion, Power systems, position reference and environmental sensors

5.2

Describe why the DP system requires a wind input

5.3

Describe why the DP system requires a heading input

5.4

Describe why the DP system requires an input for roll, pitch and possibly heave

5.5
5.6

Describe full Joystick mode
Describe joystick auto heading mode

5.7

Describe 2 axis control

5.8

Describe full 3 axis control

5.9

Describe the difference between DP Joystick and remote joystick and independent Joystick

5.1

Describe modelling

5.11

Describe the function of Kalman filters

5.12

Describe how DP current is calculated

6

DP equipment classes as defined in IMO guidelines and Classification Society rules.

6.1

Describe Class 1, Class 2 and Class 3 DP vessels

6.2

Describe enhanced notation.

6.3

Review DP system generic one line drawing for Class 1, 2 and 3 vessels

6.4

Describe redundancy

6.5

Describe Worst Case Failure (WCF) in terms of redundancy

6.6

Describe Loss of redundancy effecting class of the vessel

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6.7

Describe the overuse of power and the effect on WCF redundancy

6.8

Describe what class of vessel is best suited for each industry mission

6.9

Describe consequence analysis alarm and requirement for the use during class 2 and 3 operation

6.10

Describe what would trigger a consequence analysis alarm

7

Typical elements of a generic DP system

7.1

Describe the function of Controllers

7.2

Describe the function Serial input

7.3

Describe the function Analog and digital input and output

7.4

Describe the function Network system

7.5

Describe the function power Supplies

8

The Power System

8.1

All components and systems necessary to supply the DP system with power. The power system
includes:9

Fuel systems

9.1

Describe a generic redundancy fuel system

9.2

Describe potential failures and associated impact on DP Class

9.3

Describe how contaminated fuel can affect redundancy

9.4

Describe how the cross connection of a fuel system will defeat redundancy

9.5

Describe the effects of inadvertent operation of fuel tank Quick Closing Valves.

10

Cooling systems, Fresh and Sea Water

10.1

Describe a generic redundant cooling system for fresh and sea water

10.2

Describe the impact of system failures on DP Class

10.3

Describe cooling pipework separation required for class 3 redundancy

10.4

Describe the requirement to keep plate coolers, sea strainers clean and the effects of overheating.
Overheating will be leading to a reduction of power available and effect on redundancy.

10.5

Describe the use of two sea suction valves in a system

10.6

Describe the effect of weed and jelly fish blocking sea suctions

10.7

Describe the effect of ballast pump if connected to the same sea water system suction as the coolingsystem.

10.8

Describe the use of antifouling system requirements in sea water systems.

10.9
11

Compressed Air System

11.1

Describe the layout of a typical redundant compressed air system

11.2

Describe the possible effects of compressed air failure on DP operations

11.3

Describe precaution with sharing ships compressed air with on deck Industry mission equipment

12

Ventilation system

12.1

Describe layout of a redundant engine room ventilation system

12.2

Describe the possible effects of inadvertent closure of ventilation dampers during DP operation

11.3

Describe possible effects of gas detection and fire detection equipment could have on
ventilation systems.

13

HVAC

13.1

Describe layout of HVAC systems for redundant equipment operation

13.2

Describe the effect of loss of HVAC to Engine rooms, Equipment rooms, switchboard rooms, control
rooms and bridge could have on the DP system

14

Lubrication system

14.1

Describe a typical layout of a redundant lubrication system for an engine

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14.2

Describe a typical layout of a redundant lubrication system for propulsion system

14.3

Describe the important of a pre lubrication system on a standby generator engine to allow
quick start up.

14.4

Describe the consequence of loss of lubrication system for thrusters, CPPs and gearboxes

14.5

Describe the importance of oil sampling and testing as part of the maintenance routines

14.6

Generators and main engines

14.7

Main engines

14.8

Describe typical generation plant layout redundant power generation arrangements. Both fulldiesel-electric and direct drive main thrusters

15

Main switchboard

15.1

Discuss the generated voltage options and limitations with regard to main switchboard short circuitdesign.

15.2

Describe a typical layout and functionality of a redundant switchboard for a diesel electric power
plant

15.3

Describe interlocks on main switchboards

15.4

Describe potential failures and the impact on DP Class

15.5

Describe switchboard protection systems

15.6

Describe the term “designed to test”

15.7

Describe problem with main switchboard, under and over voltage, under and over cycles, shortcircuits.

15.8

Discuss the precautions to be taken before re-closing a bus tie or main breaker after a trip

15.9

Describe why you would have thermal imaging conducted on switchboards on DP vessels

15.10

Describe the function of automatic change-over systems

15.11

Discuss the problems with connecting mission equipment to a redundant main switchboard.

15.12

Discuss DC main switchboard concepts

15.13

Discuss monitoring equipment on main switchboard

15.14

Discuss Energy Storage system. Connections with switchboards. Max power usage, Battery safety

16
16.1

Generators
Describe typical arrangements on a DP2 vessel

16.2

Describe spinning reserve and power available

16.3

Discuss the arrangements required to ensure redundancy remains in place and what factors
influence redundancy

16.4

Describe the use of standby generators and at what load should generator auto start

16.5

Describe spinning reserve and power available

16.6

Describe the reason to disable auto stop on low load when on DP

16.7

Describe how the use of more than 45% utilization can affect redundancy

16.8

Describe how the electrical power available will affect thruster output

16.9

Describe how the electrical power available will affect the vessel capability plot

16.10

Describe load shedding

16.11

Be able to discuss a one-line electrical drawing

16.12

Describe how generator monitoring systems are different to power management systems

16.13

Describe AVR control base principal and result of AVR failure

16.14

Describe the typical plant layout for a diesel electric DP vessel, compare the layout to aconventional
vessel with twin CPP propellers. Discuss the advantages and disadvantages of both systems.

16.15

Describe engine shutdown and protection systems.

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17

Bus-tie requirements of IMO/class/ FMEA

17.1

Describe open and closed bus tie as per IMO 645 / IMO 1580

17.2

Discuss the precautions to be taken before re-closing a bus tie or main breaker after a trip

17.3

Describe how open bus tie can ensure a fault on one switchboard will not affect anotherswitchboard

17.4

Describe with an example how the main bus-tie breaker and all other breaker are setup as per FMEA

17.5

Describe benefit of closed bus tie systems

17.6

Describe that after WCF on a closed bus tie system the bus tie is to remain open if trip during WCF
until fault is found.

17.7

Describe breaker selective study, fault ride through and that the main bus tie is to open
before the generator breakers.

17.8

Discuss new requirements for testing of bus tie breakers

18Electrical systems and cabling communications

18.1

UPS

18.2

Describe a typical UPS arrangement for DP2 and DP3 operations

18.3

Describe the function of an Uninterrupted Power Supply

18.4

Describe how to operate the bypass of a UPS

18.5

Describe test requirements for a UPS

18.6

Describe typical alarms from a UPS

18.7

Describe maintenance and life of UPS batteries

19

AC supplies

19.1

Identify on a one line drawing the redundancy setup and ensure there is no cross connections

19.2

Identify what is connected to the AC circuits and possible loads

19.3

Describe a typical one line diagram for distribution and supply of AC circuits on a DP vessel

19.4

Identify what is connected to the AC circuits and which are critical to DP operations.

19.5

Describe all sub tie breakers need to stay open regardless if the main tie breaker is open or closed

19.6

Discuss circuit protection and fuses

19.7

Discuss testing of auto standby circuits for pumps, steering etc.

20

DC supplies

20.1

Describe a typical 24v DC Redundant supply one line diagram

20.2

Describe the various arrangements for backup supplies to engine control systems and switchboards

20.3

Describe the risk of cross connections 24v supplies
Describe the problem of earth faults on two redundant systems and the use of DC/DC isolated
supplies

20.4
20.5

Discuss the importance of clearing DC earth faults promptly for safe operation

20.6

Describe procedures for testing and maintenance of battery backup systems

20.7

Describe what could happen if there is a loss of charging power

20.8

Describe typical alarms from 24v DC systems

21

Digital interface

21.1

Describe a typical digital interface arrangement to a DP controller

21.2

Describe why a digital input is required by a DP controller and what system inputs normally use thistype of input

21.3

Describe how a digital signal may be transmitted over a network from a remote I/O station

21.4

Discuss fail safe modes for digital signals and networks

21.5

Describe the loss of redundancy upon failure of one multi-channel interface unit (I/O) with input
connected signal from two different redundancy groups

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21.6

Discuss testing of digital signals

22

Analogue interface

22.1

Describe the different analogue signals associated with DP control systems and their use

22.2

Describe the benefit of 4 to 20 mA signals for control and feedback of thrusters and main drives

22.3

Discuss testing of analogue signals

23

Serial interface

23.1

Describe the concept of serial data transmission and its use in DP control systems

23.2

Describe the various types of serial connections, RS232 & RS422

23.3

Describe the different types of NMEA protocol sentence formats and how to read them

23.4

Describe how to monitor NMEA string using the DP display, laptop OR meter

23.5

Describe a simple check for NMEA string data errors

23.6

Describe the benefit of using RS422 serial connections over RS232

23.7

Discuss serial isolators and serial signal convertors

23.8

Discuss cable requirements for interconnection of serial units

23.9

Discuss / show examples on different NMEA strings (i.e. GNSS, wind, gyro etc.)

23.10

Describe the purpose and use of optical isolator units

24

Network Systems

24.1

Network layout for DP system

24.2

Network storm

24.3

Network testing25

Power management system custom systems and IMO DP equipment class 2/3 requirements

25.1

Maintaining continuity of electrical power under all defined load and failure conditions

25.2

General system functions

25.3

Describe typical power management systems for a DP vessel

25.4

Describe why a breaker selective study is required and the importance.

25.5

Describe the difference between DP power limiting and Generator power management

25.6

Describe the reason to disable load dependent stop while in DP mode

25.7

Describe a generator monitoring system and the important information supplied.

26

Extra loads on switchboard with different operation, drilling, ROV etc

26.1

Describe the need for a new load balance study when connect extra equipment. i.e. ROV

26.2

Describe the possible reduced power to thrusters

26.3

Describe the possible effect on the vessels Capability plot

26.4

Describe the problem of only supply from one switchboard and the loss of the switchboard

26.5

Describe the possible of transferring fault and completes after failure of a piece of industrial
equipment

26.6

Describe what a load balance study is

26.7

Describe what the term “designed to test” means

26.8

Describe auto blackout recovery

26.9

Describe load dependent start and the fact that the vessel could be passed the WCF load before
extra generator start.

26.10

Discuss why there may be different parameters in the PMS for DP operation and Sea Mode.

26.11

Discuss system failures that can affect the operation of the PMS and backup operating modes thatare available.

26.12

Discuss advanced generator supervisory systems and their independent operation from the PMS.

26.13

Extra redundancy required for working “drift on”.

26.14

Describe allow more spinning reserve when working drift on.

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27

Cabling

27.1

Describe the need to keep cables away from heat, exhaust flow

27.2

Describe the physical cable routing for Class 3 vessels as per IMO 645 / 1580 andClassification Society requirements.

27.3

Describe the importance of separation between power cables and control and data cables.

27.4

Discuss use of separate cable trays and physical routing to maintain redundancy.

27.5

Describe the use and grounding arrangements for screened signal cables.

27.6

Describe the problem of replacing cables with the wrong type, not twist pairs

27.7

Describe the problem of network cable near radio transmitters

27.8

Discuss the use of fiber optic cable and its advantages over conventional types

28

The thruster system

28.1

All components and systems necessary to supply the DP system with thrust force and direction. The
thruster system includes:

28.2

Azimuth thrusters, Tunnel thrusters, Propellers and other systems

29

Thruster control concepts

29.1

Describe how a DP system typically is connected to a thruster control system, including normal
control and back-up control (on thruster control system).

29.2

How will emergency operation of thrusters affect the DP control of the thrusters?

30

Thruster redundancy

30.1

Thruster supply change over

30.2

Describe how changing over a thruster that has failed could transfer the fault to a second
redundancy group31

Thruster failure modes

31.1

Describe “Fail as set”

31.2

Describe “Fail to zero”

31.3
31.4

Describe “Fail to full”
Describe why you would lose the ready signal.

31.5

Describe that emergency stops will still work when vessel is in DP control

31.6

Effect on the DP system of a failed thruster

31.8

Describe the counterbalance effect of other thrusters when a thruster fails and the vessel is left infull auto DP mode
describe thruster control by IP over Ethernet controlled and trouble shooting

31.7

32

Azimuth thrusters, tunnel thrusters, propellers and other systems

32.1

Describe standard fixed pitch propeller advantages and disadvantages.

32.2

Describe standard CPP advantages and disadvantages.

32.3

Describe tunnel thruster advantages and disadvantages.

32.4

Describe Drop down and fixed in position azimuth thruster.

32.5
32.6

Describe Fixed pitch thrusters’ advantages and disadvantages.
Describe CPP Az thruster advantages and disadvantages.

32.7

Describe flap / Becker rudders and advantages and disadvantages.

32.8

Describe fishtail rudders and their advantages and disadvantages.

32.9

Describe propeller nozzles advantages and disadvantages

32.10

Describe Variable frequency drives and advantages and disadvantages.

32.11

Describe Direct drive and advantages and disadvantages.

32.12

Describe constant speed RPM motors for CPP thrusters and advantages and disadvantages.

33

Thruster control concepts

33.1

All components and systems necessary to supply the DP system with thrust force and direction. The
thruster system includes:

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33.2

Describe the thruster ready signal and what parameters are required for it to be present.

33.3

Describe auto start-up of thrusters and auto selection into the DP system if a full blackout auto
recovery system fitted. Recovery system is programmed into the power management system.

33.4

Describe command and feedback signals (mA and V) and which one is better,

33.5

Describe emergency stop on thruster.

33.6

Describe wire break monitoring.

33.7

Describe remote I/O concepts used in thruster control network or can bus systems.

33.8

Describe backup redundancy on control systems.

33.9

Describe typical alarms on thruster controls and DP systems.

33.10

Describe testing of thruster signals for DP trials.

34

Thruster redundancy

34.1

Describe typical thruster main power supply systems for redundancy

34.2

Describe typical backup hydraulic pumps, steering motors, cooling pumps, filters, cooling systems
and fans fitted to rudder and thruster systems.

35

Thruster failure modes

35.1

Describe what would indicate the following on a DP system – Fail as set, fail to zero, fail to full, lossof ready signal.

35.2

Describe at hydraulic problem with CPP thrusters.

35.3

Describe a thruster could always have a mechanical problem.

36

Control systems and sensors

36.1

All control components and systems, hardware and software necessary to dynamically position thevessel. The DP control system consists of the following:37

DP operator workstation

37.1

Describe a typical operator workstation and the various hardware components.

37.2

Describe the management for change for software

37.3
37.4

Describe the DP system must be full tested to check operation after software upgrade
Describe typical maintenance and testing that should be carried out on workstation

37.5

Describe a typical procedure for total shut down and re-starting of a DP control system

37.6

Discuss ability to download log files for analysis

38
38.1

Control processor(s)Describe the function of the control processor in the DP control system

38.2

Describe the redundant design incorporated into the control system

38.3

Describe the redundant interconnections between the control processor and the I/O units

38.4

Describe how a failure on a DP controller is typically handled to maintain position-keeping

38.5

Describe how some DP systems use a PLC as part of the control system

39

Independent joystick system (IJS)

39.1

Describe why IJS is needed

39.2

Describe the difference between IJS and portable / wing joysticks

39.3

Describe the class requirement for IJS

39.4

Describe that some older vessel the IJS can use the same controllers

39.5

Describe how a IJS is powered

39.6

Describe which DP sensors and references are also typically used for the IJS

40Peripherals

41

Printer

41.1

Describe the DP printer and requirements for it to be online during DP operations

41.2

Discuss DP data loggers as independent to the DP system, can replace as long as you can print
alarms.

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41.3

Discuss ability to download log files for analysis

42

Changeover switch, manual controls/DP/joystick

42.1

Describe the design of a typical changeover switch as a multi-gang switch on a single operating
spindle and are not electrical connected

42.2

Describe that a common changeover switch removes the ready signal from the thruster to DP
system42.3

Describe the changeover switch in a Network thruster control system

42.4

Describe emergency to manual on a network control system

42.5
42.6

Describe wire break monitoring on emergency change over DP to manual and on a DP to Manual
network control system.
Describe that the emergency stop and backup/emergency controls will still work with changeoverswitch set to manual or DP mode or IJS Mode43

DP software

43.1

Describe the six degrees of freedom and which of these the DP system controls

43.2

Describe hydrodynamic model

43.3

Describe aeronautical model

43.4

Describe DP mathematical model and PID control loop

43.5

Describe DP current

43.6

Describe error affecting the DP current

43.7
43.8

Describe reason for the mathematical model to become unstable
Describe auto swap on the operator station and controllers. And class rules about swapping

43.9

Describe DP modes

43.10

Describe backup copy and reloading program under instructions for manufactures.

44

Alarms44.1

Describe the need to set alarms to activate to warn at any early stage

44.2

Describe that the DPO and engineer must understand what the alarm is and what caused the alarm

44.3

Describe how to find information about an alarm in vessels documents and on-screen help

45

Position reference systems: hardware, software and sensors

45.1

Describe why position reference systems are used by the DP program

45.2

Describe the minimum number of position reference systems required to meet class 1, 2 and 3

45.3

Describe position reference system voting

45.4

Describe the difference between “fixed” and “mobile” relative position reference systems

45.5

Describe what happens when all position reference systems are lost from the DP system

46

DGPS/DGNSS

46.1

Describe principle of GNSS systems

46.2

Describe DGNSS and the use of correction to improve the quality of position fix

46.3

Describe the different way DGNSS corrections are received

46.4

Describe the disadvantages of DGNSS system

46.5

Describe the advantages of DGNSS system

46.6

Describe the use of INS to improve the reliability of position

46.7

Describe how to identify an antenna problem

46.8

Describe the blocking of correction signal

46.9

Describe the Azimuth and elevation of a corrections satellite

46.10

Describe failure modes

46.11

Describe maintenance and logical fault finding

46.12

Describe Jamming and spoofing of DGNSS system

47

Acoustic

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47.1

Describe principle of an acoustic system.

47.2

Describe why the speed of sound through the water is required

47.3

Describe advantages

47.4

Describe disadvantages

47.5

Describe failure modes

47.6

Describe maintenance and logical fault finding

47.7

Discuss transponder types and use, charging of transponders

48

Taut wire

48.1

Describe principle of a Taut wire system

48.2

Describe advantages

48.3

Describe disadvantages

48.4

Describe failure modes

48.5

Describe maintenance and logical fault finding49

Laser - system

49.1

Describe principle of a CyScan system

49.2

Describe advantages

49.3

Describe disadvantages

49.4

Describe failure modes

49.5

Describe maintenance and logical fault finding

49.6

Describe the different types of laser targets, use and maintenance

49.7

Describe CyScan AS targets

49.8

Describe SceneScan targetless laser system

50

Microwave – systems, short- and long-range

50.1

Describe principle of a RadaScan, Radius, Artemis system

50.2

Describe the positioning of Interrogator units

50.3

Describe advantages

50.4

Describe disadvantages

50.5

Describe failure modes

50.6

Describe maintenance and logical fault finding

50.7

Describe transponders and battery maintenance requirements

51

Inertial navigation systems

51.1

Describe principle of the inertial navigation system (INS)51.2

Describe advantages

51.3

Describe disadvantages

51.4

Describe how INS is used with DGNSS and hydro acoustic systems.

51.5

Describe failure modes

51.6

Describe maintenance and logical fault finding52

DP sensor systems

53

Gyro

53.1

Describe the principle of a standard gyro compass

53.2

Describe the principle of a fiber optic Gyro compass

53.3

Describe failure modes

53.4

Describe why a gyro might need to be set to manual speed and latitude

53.5

Describe maintenance and logical fault finding

54

Environment sensors - MRU/VRU

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54.2

Describe why a DP system needs a MRU/VRS input

54.3

Describe failure modes

54.4

Describe maintenance logical fault finding and calibration required

54.5

Describe that some MRU/VRS have internal batteries

55

Environment sensors - wind sensor

55.1

Describe principle of propeller and ultrasonic wind sensors.

55.2

Describe wind feed forward

55.3

Describe the effect on DP from wind sensor outputting a too high speed and effect on model

55.4

Describe the effect on DP from wind senor outputting a too low speed and effects on DP model.

55.5

Describe advantages and disadvantages of sensor types

55.6

Describe maintenance and logical fault finding

55.7

Describe simple checks, flags,

55.8

Describe problem with the poor positioning of wind sensors.

56

Documentation

57

DP manual58

Describe every DP vessel must have DP Manual which outline DP Operations, Company DP policy,
onboard documents, training and vessel hardware. Some classifications require the DP manual to
be class reviewed.
FMEA

58.1

Describe what FMEA stands for

58.2

Describe why an FMEA is required and the legislation associated with FMEA

58.3

Describe what is contain in the two main section of an FMEA

58.4

Describe the content of the vessel study

57.1

58.6

Describe the process of developing an FMEA and the international guidelines that arerecommended(vi)Describe the overall contents of the proving trials section

58.7

Describe the meaning of A, B and C findings

58.8

Describe the requirement for FMEA to be Class approved

58.9

Describe what WCFDI worst case failure is and why is it important

58.10

Describe how to conduct FMEA trials safely

58.11

Describe why a copy of the FMEA must be in the engine room and control room

58.12

Study of an actual Vessel FMEA to illustrate the process of redundant system review

58.13

Describe action to take if errors are found in FMEA

58.5

59

Describe the use of FMEA functional description and block diagrams for fault finding andtracing of faults.
DP annual trials

59.1

Annual trials as per IMO 1580 and IMCA M 190

59.2

Describe CPP and thruster wire breaks need to be tested every year

59.3
60

Describe that the redundancy group are to be tested each year
Capability plots

60.1

Describe what a capability plot is

60.2

Describe capability plot for WCF

60.3

Describe the difference between a capability plot and a footprint plot

60.4

Describe why a foot print plot cannot be used to check a capability plot

60.5

Describe the errors that can occur within Capability plots

58.14

60.6
60.7

Describe how to use max thruster limit of 45% utilization to safeguard against error incapability plots
Describe online capability plot

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60.8

Describe why reducing the number of generators and power available can affect the capability plot

61

Management of Change Procedures

61.1

Describe what is meant by Management of change

61.2

Describe why management of change is important

61.3

Describe what management of change is required for changes of hardware, software, FMEA

62

System and equipment manuals

62.1

Discuss the importance of having a full set operating and maintenance manuals for all DP related
systems.

62.2

Discuss the importance of having a full set of up to date ‘as built’ technical drawings for the vessel.

62.3

Discuss the use and development of bridge and engine room DP checklists.

63

Hazards

63.2
64

Describe the importance of not carrying out unauthorised maintenance during any DP
operation and permit to work.
Describe managing risk during reinstatement of equipment
Incident reporting - IMCA and MTS schemes

64.1

Discuss incident reporting forms for IMCA and MTS.

64.2

Discuss recent and relevant incident reports.

65

Planned maintenance system

63.1

65.1
65.2

Discuss the importance of an effective planned preventative maintenance system for all machineryand equipment related to DP.
Discuss the importance of maintaining good record keeping and equipment histories.

65.3

Discuss the importance of record keeping of service reports and technical bulletins relating to theDP equipment.

65.4

Describe the process and responsibilities of planning maintenance activities which may affect DP
operations.

65.5

Discuss the requirements to carry critical spares for all DP equipment

66

DOCUMENTAION

66.1
67

IMO documents

67.1

Describe IMO 645 and IMO 1580

67.2

Describe IMO 738 and links to IMCA 117

68

OCIMF - Oil Companies International Marine Forum

68.1

DP Failure Mode Effects Analysis Assurance Framework Risk Based Guidance69

Use of IMO 645 / 1580 by Class, IMCA and MTS

69.1

Discuss Class use of IMO 645 / 1580 and IMCA/MTS documents to formulate Class rules.

70

MTS Documents available and what they contain

70.1

MTS Design Philosophy

70.2

Offshore Tech Guidance DP- classed vessels with closed bus-tie(s)70.3

DP Vessel Design Philosophy Guidance Part 1

70.4

DP Vessel Design Philosophy Guidance Part 2

70.5

MTS DP Operation Guidance

70.6

DPGuidance_Part2_Appendix3_Logistics

70.7

DP Guidelines on Testing of DP Systems

70.8

DP Tech Committee DP Operations Guidance_part1

70.9

MTS tech ops

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70.10

Techop Annual DP Trials and Gap Analysis

70.11

Techop FMEA Gap Analysis

70.12

Techop FMEA Testing

70.13

Cross Connections

70.14

All other tech ops

71

IMCA Documents available and what they contain

71.1

IMCA M103-The design & Operation of DP vessels

71.2

IMCA M109-DP Related Documentation for DP vessels

71.3

IMCA M117-Guidelines for the training & experienced of key DP personnel _September 2016

71.4

IMCA M125-Safety Interface Document for a DP vessel working near an Offshore Platform

71.5

IMCA M140-Specification for DP Capability Plot

71.6

IMCA M163-Guidelines for Quality Assurance & quality control of software

71.7

IMCA M166-Guidance on Failure Modes and Effects Analysis (FMEA)

71.8

IMCA M182-MSF International Guidelines for the Safe Operation of DP OSV

71.9

IMCA M190-Guidance for Developing and Conducting DP Annual Trials programmes

71.10

IMCA M206-A guide to DP electrical power and control systems

71.11

IMCA M220-Guidance on Operational Activity Planning

71.12

IMCA M244-Guidance on vessel USBL systems for use in offshore survey, positioning and DP
operations

71.13

IMCA M247-Identify DP System Components and their Failure Modes

71.14

IMCA M252-Guidance on position reference systems and sensors for DP operations

72

Manning, training and DP emergency drills

72.1

Describe engine-room manning and watchkeeping principles for DP operations

72.2

Describe requirements for good communication between bridge and engine room at all times

72.3

Describe the use of checklists and need to promptly report to Bridge of any changes inoperational status

72.4

Describe the need to keep the Chief Engineer updated with any operational problems

72.5

Describe the operation of the status alert system

72.6

Describe the requirement for comprehensive engine room standing orders

72.7

Describe the requirement for a comprehensive handover during change of watch-keepers

72.8

Describe the Planning of on-board drills, real and desktop

72.10

Describe the use of ‘mobilisation’ and ‘start of project’ DP trials to ensure system operational
readiness
Describe the development of standard engine room DP procedures for vessel

72.11

Describe the need for performing DP drills and their different types

72.12

Describe how to conduct a Partial blackout drill.

72.13

Describe how to conduct a full blackout drill.

72.14

Describe how to conduct a drill for a broken fuel line.

72.15

Describe how to conduct a drill for a broken cooling pipe.

72.16

Describe how to conduct a fire drill when on DP.

73

DP operation and effects on DP system

74

ASOG – principle, layout and use of activity-specific operational guidelines

74.1

Describe IMCA 220 and MTS Tech Ops documents outline ASOG in detail

74.2

Describe ASOG list how the vessel equipment is setup for the current industry mission

74.3

Describe ASOG should match the FMEA

74.4

Describe ASOG will state what action to take after a failure

74.5

Describe ASOG needs to be approved by charterer, shore management and vessel

74.6

Describe how the ASOG will be use as a decision-making tool after a failure

72.9

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74.7

Describe the ASOG is used for the safe setup of DP vessel

74.9

Describe the ASOG is the bridging document between the vessel and charterer and layout how the
DPO must have their vessel setup and operational limits
Describe the alignment of alert light system and ASOG

74.10

Describe how the ASOG/CAM is used to reduce risk

74.11

Describe the CAMO must match class approved FMEA

74.12

Describe the use of ‘status light’ system on DP vessels

74.8

75

Describe the ASOG/CAMO is a bridge document between vessel documentation andcharterer working limits and equipment setup requirements.
CAMO – principle and layout of critical activity mode of operation

75.1

Describe IMCA 220 and MTS Tech Ops documents outline CAMO in detail

75.2

Describe that CAMO mode set is setup as redundancy mode of operation

75.3

Describe how the CAMO must match the vessel FMEA

76

TAM – principle and layout of task-appropriate mode

76.1

Describe IMCA 220 and MTS Tech Ops documents outline TAM in detail

74.13

76.3

Describe that TAM requirement could be less than required by the FMEA and after a failure thevessel could have a loss of position.
Describe TAM can be used to reduce fuel when the loss of position would not affect safety of vessel.

77

TAGOS – principle and layout of thruster and generator operating strategy

77.1

Describe how the TAGOS can be used to list what combination of generators can be online, settingof all tie breakers and maximum percentage of load used.

77.2

Describe the TAGOS arrangements

78

Limitations of different type of DP operations

78.1

Describe the mode of operation will depend on the modes supplied with DP system

78.2

Describe the reason DP vessel cannot be used for anchor handling without tow winch tension meteris feed into DP and the problem if tension meter fails.

76.2

79

SIMOPS

79.1

Describe limitations and extra redundancy required when vessel is in close proximity and drift on.

79.2

Describe that extra redundancy and generators may be requested by DPO in a high-risk drift on.

79.3

Describe at times the main watch-keeping engineer might need to stay in the control room

79.4

Describe how vessel can be affected by thruster wash from other vessels

79.6

Describe how working in close proximity to other vessels might limit the options for manoeuvring
the vessel in event of a failure.
Operating in open water

79.7

Describe how in open water the vessel (ROV / Bell) might be "drift on" to a subsea asset.

79.8
79.9

Describe which position reference system will not work
Possible effects of subsea operation on DP vessels.

79.10

Underwater current on drilling risers, Lars, tether and ROV leading force on DP

79.11

Launch and recovery high risk operation

79.12

Danger of tether becoming entangled in thrusters

79.5

80

Possible effects of remote access

80.1

Describe using Remote diagnostics and the danger of use during DP

80.2

Describe the damage of cross connecting network system and cyber attack

81

Lessons learned

81.1

Common causes of DP incidents (past incident case studies)

81.2

Review IMCA DP incident flowcharts

81.3

Review of various published Incident report. (IMCA, MTS, Coastguard)

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81

Information required when reporting system problems

81.1

Remote diagnostics – what information is required, where to find and how to communicate.

81.2
81.3

Describe common methods of copying system log files from operator station computer for
fault analysis by equipment maker.
Describe the use of screen shots and photos of the equipment to aid fault finding. Also
copies of the alarm printouts of both DP and machinery alarms when fault occurred.

81.4

Discuss the importance of maintaining records of correspondence of any fault with the equipment
maker’s service department and including in all relevant company technical and operations
departments.

81.5

Discuss the trend in remote access via satellite link of some equipment makers. Highlight the
security risks of this type of arrangement.

Part D: Instructor Manual
The Instructor manual and its Guidance Notes provide a summary of the topics that are to be presented. The
manual provides information on teaching methodology and organization, and the areas that are consideredappropriate and important to achieve the relevant learning outcomes. Instructors should prepare relevant lessonplans for the delivery of each topic of the course specifying the teaching strategy and method to be used anddescribe the learning activities of the trainees.
Course notes and resources
The course notes, PowerPoint and extra technical information can be supplied as paper based or in electronic format.
Student takeaway
The Nautical Institute recommends the DP Operator’s Handbook eBook to be issue to each student
Training centre course training notes approved by the NI.
Part E: Evaluation and Assessment
The effectiveness of any evaluation depends to a great extent on the precision of the description of what is to beevaluated. The detailed teaching syllabus is thus designed, to assist the instructors, with descriptive verbs, mostly
taken from the widely-used Bloom's taxonomy. Evaluation/Assessment is a way of finding out if learning has takenplace. It enables the assessor (instructor), to ascertain if the trainees have gained the required skills and knowledge
needed at a given point to effectively demonstrate their competence to perform the tasks set out.
Assessment
In assessing the achievement of competences in section B-V/f* from STCW Code, assessors should be guided by
the criteria for evaluating competences.
Course Assessment
An online assessment using multiple-choice questions will be completed by each student at the end of the course. The
NI will administer an online assessment. Participants successfully completing the assessment will be issued with a course
completion certificate. Candidates will also be required to undertake a practical assessment administered by the Centre.
The following are to be part of a practice exam on the Class “B” simulator. Using the DP system display:

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•
•
•
•
•
•
•

Identify a thruster pitch feedback/rpm error
Identify a thruster command error
Identify a position reference system fault, failure or degradation.
Identify a sensor fault or failure.
Identify a power plant configuration where the redundancy concept could be defeated.
Identify a scenario where the vessel is being operated beyond its redundant limits so the WCFDI is defeated.
Identify an alternative thruster or power configuration (thruster or generator not available) and determine
whether or not the redundancy concept is intact or defeated. Can operations be conduc ted?
• Describe actions with reference to ASOG/CAMO/TAM in response to an equipment status change.
Online assessment
The trainee must pass an online assessment at the training centre to be awarded a certificate of completion
for the DP Vessel Maintainer Course. The exam is composed of multiple-choice questions and shall becompleted in 1 hour 30 minutes. The online assessment will consist of 40 questions and shall be completedwith a pass mark of 70%.
Students who fail at the first attempt can have another two attempts within six months of the first attempt;
however, the second attempt must be undertaken within 96 hours of the first attempt. Failing these three
initial attempts, the student is required to repeat the DP Vessel Maintainer Course and undertake theassessment again.
On successful completion of the DP Vessel Maintainer Course and online assessment, the trainee Dynamic
Positioning Vessel Maintainer will be issued with a Nautical Institute Dynamic Positioning Vessel
Maintainer’s logbook in which his/her courses, DP sea time, task completion and Statement of Suitability
as a DPVM are recorded.

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Annex J
Training and Certification Scheme for
DP Station-keeping Systems for
Remote Operations(Remote DP Operator Certificate)January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct, The
Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting fromuse of this information. The Nautical Institute cannot be held responsible for any damage to property, trainers or
operators whilst following these guidelines. This information is produced in good faith, but we cannot guarantee
the accuracy and/or completeness of the information, which is produced for guidancepurposes only.

© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org
www.nialexisplatform.org

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DOCUMENT VERSION CONTROL
Remote DP operator
Title
Remote DP Operator

Version1

Date
20/01/2023

TABLE OF CHANGES

Page

Subject

Original content v1(January 2022)

New content

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Contents

1.

Introduction

194

2.

Development of the Scheme

194

3.

The Role of the NI

194

4.

International Safety Management (ISM) Code and DP Training

194

5.

Scheme Overview

195

6.

Training Scheme

195

7.

Scheme Layout

197

8.

Minimum Entry Requirements

197

9.

Revalidation

198

10. Recognition of Prior Learning

198

11. Appendix 1 The NI Model Course- DP Station Keeping Systems for Remote DP Operator Certificate 199

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1.

INTRODUCTION
This document provides guidance on the Nautical Institute Training and Certification Scheme for DP Station
Keeping Systems for Remote DP Operator Certificate.
A Remote DP Operator Certificate is a Nautical Institute certificate for an Officer operating a remote vessel
while the vessel is engaged in DP operation from a remote location.

2.

DEVELOPMENT OF THE SCHEME
The scheme was developed based on feedback from the industry and operators of remotely operated
vessels.
The scheme consists of:• A training centre course NI standard Induction and NI simulator course• The NI Online exam for Induction and Simulator• NI Model Course - DP Station-keeping Systems for Remote DP Operator Certificate• Sea time operating DP remotely• Completion of a Remote DP Operator NI Logbook and tasks.

3.

THE ROLE OF THE NI
The Nautical Institute facilitates and administers the accreditation of Dynamic Positioning training centres
and the certification of DP operators as per the standard agreed by industry and flag administrations. The
Remote DP Operator course is a holistic approach covering both industry best practices for onboard DPO
training and the addition of remote operations training. This is to maximise the use of current training
centres and allow for new Officer, partly trained or full training DPO to join remote operations.

4.

INTERNATIONAL SAFETY MANAGEMENT (ISM) CODE AND DP TRAINING
The scheme is considered as training towards the Nautical Institute DP Station-keeping Scheme for Remote DP
Operator Certificate.
The company should provide further training, experience, and competency assessment as per IMCA M117
and the ISM Code.
The objectives of the ISM Code are to ensure the safety of life at sea, prevent human injury or loss of life andavoiddamage to the marine environment and property.
All companies operating and/or owning ships must:
a.
b.
c.
d.
e.

Provide for safe practices in ship operations and a safe working environment.
Establish safeguards against all identified risks.
Continuously improve safety management skills of personnel ashore and on-board ships,
includingpreparing for emergencies related to safety and environmental protection.
Comply with all mandatory rules and regulations.
Ensure that applicable codes, guidelines and standards recommended by IMO, Flag states,
ClassificationSocieties and marine organisations are considered.

Regarding remote operations, the ship operator, whether owner or charterer, must ensure that Remote DP
Operators undertake suitable initial training covering all relevant duties and operations of controlling thevessel remotely, including normal and emergencies. The NI does not provide remote DP operator training;
instead, it accredits the training institutions to offer training to remote DP operators.
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5.

SCHEME OVERVIEWThe Remote DP operator certificate is designed to make the maximum use and knowledge of existing NI training
centres, and NI approved DP instructors, officers new to the remote vessel or DP vessel industries, partly trained
officers and existing DPOs in order to ensure a suitably trained and skilled workforce to operate DP vessels
remotely.
The knowledge required of a remote DP operator is broadly the same as that of a DP operator on a crewed vessel.
Supplemental knowledge is, however, needed to cover the operation of a vessel remotely. The training core isbased on the Industry best practice of the Nautical Institute DP operators’ certificate.

6.

TRAINING SCHEME
By completing the Training Scheme for DP Station Keeping Systems for Remote Operations, the DP Operator will
receive a DP Certificate: ‘Dynamic Positioning Station Keeping Systems for Remote Operations’. This type of
certification is restricted to DPOs who have completed the required DP training through remote DP Systems.
DP Station Keeping Systems for Remote Operations training differs from the Offshore training scheme, andtrainees should look carefully at these differences. The training scheme uses the same Offshore logbook forrecording the time when engaged in DP Operations, but additional documents must be completed
The scheme uses NI Remote DP Operator Logbook to record operational experience on remotely stationed DP
Systems. A minimum of 120 hours (achieved in not less than 40 days) engaged in operating a remotely operated
DP classed vessel must be completed in Phase B along with the task sections and then Phase D of another 120
hours (achieved in not less than 40 days) engaged in operating a remotely operated DP classed vessel. Up to andincluding a maximum of 2 hours can be recorded in one operational day. The hours and DP operational experiencein phases B and D must be recorded carefully and accurately entered in the relevant sections. The DP Class andthe DP system must be entered.
The task section used in the Training Scheme for DP Station-keeping Systems for Remote Operations Scheme isalso different from the offshore training scheme. It reflects the sector needs and is kept under regular review toaddresses contemporary needs and operations. The separate task section in the offshore logbook is todemonstrate evidence of operational experience in the completion of specific tasks relating to this scheme.
This task section can only be signed off by an RCC Master holding a DP Certificate. Those responsible for signing
this section of the logbook should adhere to high professional standards and appropriately rigorous assessmentsof trainees before signing that a training task has been completed.
The tasks must not be block signed; each task must be signed and dated individually.
The RCC Master is required to countersign each section once all tasks in that section have been completed andsigned by a certificated remote DPO. If the Master is a certified remote DPO, then a note shall be made in thelogbook and, the master’s DP Certificate number must be annotated for verification. The Master can then signboth sections. The signature confirming the time engaged in DP operations in the log book should match themaster’s signature for the tasks for the dates that they were engaged in DP operations.
Operating company confirmation letters are required for all DP operations including dynamic positioning training
experience.
Any DP operational experience gained while the logbook is at the NI for verification can be counted towards
gaining certification or applying for an upgrade.

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STATION KEEPING SYSTEMS FOR REMOTE OPERATIONS DP CERTIFICATE FLOWCHART

Phase A: DP Induction course + online
examination

NI Model course for Remote DP Operators

Phase B: A minimum of 120 DP hours inremote DP control and completion of task
sectionon DP 1, 2 or 3 vessels.

Achieved in not lessthan 40 days.

Phase C: DP Simulator Course + online
examination.

Phase D: 120 DP hours in remote DP control
using DP 1, 2 or 3 vessels + company

Achieved in not lessthan 40 days.

Phase E: Statement of Suitability signed off

by RCC MasterObtain company confirmation letter.
Complete online DP application and send
documents to the NI office.
UNSUCCESSFUL:
candidate need toobtain more DP
operations andhours in remote DP
control of a classed
DP vessel as per NI
requirementsNo

240 DP hours in remote DP

Yes

Remote Operations DP Certificate

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7.

LAYOUT OF THE NAUTICAL INSTITUTE TRAINING AND CERTIFICATION SCHEME FOR REMOTE DP OPERATORSPHASE A. NI DP INDUCTION COURSE
Standard NI Induction course provided by an accredited training centre and cover content as listed in the
Appendices. Nautical Institute Certification and Accreditation standard, Vol.1 – (Current version) plus NI online
exam.
Layout of the Nautical Institute Training and Certification Scheme for Remote DP Operators.
PHASE A1 NI MODEL COURSE FOR DP STATION KEEPING SYSTEM FOR REMOTE DP OPERATOR CERTIFICATE.
Complete detail of this course is in Appendix One. The course covers all extra knowledge required to operate avessel remotely.
PHASE B: DP SEA TIME ONBOARD ACTIVE DP VESSEL AND TASK SECTION OF LOGBOOKThe Officer is required to log 120 hours of remotely operating a Vessel controlled by a DP system in a minimum of
40 days and complete the task section of the Remote DP Operator NI Logbook before attending the NI Simulator
course.
PHASE C: NI DP SIMULATOR COURSE
Standard NI Simulator course provided by an accredited training centre and cover content as listed in the
Appendices. Nautical Institute Certification and Accreditation standard, Vol.1 – (Current version) plus NI online
exam.
PHASE D: DP SEA TIME ONBOARD ACTIVE DP VESSEL AND TASK SECTION OF LOGBOOKThe Officer must log an extra 120 hours of remotely operating a Vessel controlled by a DP vessel in a minimum of
40 days and complete the task section of the Remote DP Operator NI Logbook. Furthermore, obtain a company
confirmation letter.
PART 3: STATEMENT OF SUITABILITY
Statement of Suitability signed off by Remote DP Operator Team Leader.
NOTES ON REMOTE DP SEA TIME
All remote DP sea time shall be when the DP operator controls remotely operated vessel from a remote location
when the vessel is controlled in fully auto DP mode. A company confirmation letter to be supplied to NI covering
all Remote DP Sea time.

8.

MINIMUM ENTRY REQUIREMENTS
Following the 2010 Manila amendments to the STCW Convention and Code, The Nautical Institute (the NI) has
implemented the following criteria for entry into the DP Operators training scheme:
The minimum qualification is set at STCW Regulation II/1 - II/2 - II/3 Deck, Regulation III/1 – III /2 – III/3 – III/6
Engine and Regulation III/6 for ETOs
STCW

DEFINITION

II/1 Deck

Officers in charge of a navigational watch on ships of 500 GT or more.

II/2 Deck

Master or chief mate on ships of 500 GT or more.

II/3 Deck

Officers in charge of a navigational watch and Masters on ships of less than 500 GT.

III/1 Engine

Officers in charge of an engineering watch in a manned engine-room or designatedduty engineers in a periodically unmanned engine-room.

III/2 Engine

Chief engineer officers and second engineer officers on ships powered by main
propulsion machinery of 3,000kW propulsion power or more.

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III/3 Engine

Chief engineer officers and second engineer officers on ships powered by main
propulsion machinery of between 750kW and 3,000kW propulsion power.

III/6 ETOElectro-Technical Officer

Alternative appropriate Marine Vocational Qualifications (MVQs) will be considered on a case by case basis. The
NI defines an MVQ as a non-STCW Certificate of Competency issued by a white list Maritime Administration foruse in the administration’s local waters only.
9.

REVALIDATIONThe Remote DP Operator Certificate is valid for five years. In order to maintain the currency of the certificate, theholder shall obtain at least 300 hours of service as a Remote DP Operator within the past five years, continue tohold a valid Watchkeeper certification for the type and size of the vessel that is being remotely controlled.

10.

RECOGNITION OF PRIOR LEARNINGThe Remote DP Operator certificate is designed to maximise existing trained DPOs and provide a framework
for training remote vessel personnel to conduct DP operations.
Officers that have prior learning (Phase A) – The NI Induction course and passed the online exam – only.
Complete NI Model Course for Remote DP Operators.
Complete seatime and task section in the NI Remote DP Operator Logbook.
Complete NI DPO Simulator Course.
Complete seatime and record in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Team Leader.
Officers that have prior learning – NI Induction and Simulator course and passed both online exams.
Complete The NI Model Course for Remote DP Operators.
Complete seatime and task section (Phase B and D) in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by RCC Master.
*Note seatime onboard a vessel does not count towards Remote DP operator.
Officers that have prior learning – Holder of an Offshore DPO certificate:
The existing DPOs must complete the Model course and 120hrs at RCC before applying the certificate to the NI.
Model Course for Remote DP Operators.
Complete all seatime and task sections (Phase B ) in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by RCC Master.
*Note seatime onboard a vessel does not count towards Remote DP operator.
Note: Officers can use two NI DPO Logbooks
1. One for use during remote operation.
2. One for use when working offshore onboard a DP Vessel.
3. The NI permits the Inductions and the Simulator course to be recorded into both logbooks
4. If the Induction and/ or Simulator course has been conducted prior to the remote logbook being in use, a notereferencing the other logbook can be inserted

11.

APPENDIX 1. NI MODEL COURSE - DP STATION KEEPING SYSTEMS FOR REMOTE DP OPERATOR CERTIFICATE.
The NI Model course of Remote DP Operator covers all extra knowledge required to operate a vessel in DP
remotely. The Course can be conducted online at an Accredited NI Training Centre and NI Approved RCC.
See appendix 1 for complete details.

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APPENDIX 1. DP STATION KEEPING SYSTEMS FOR REMOTE DP OPERATOR CERTIFICATE MODEL COURSEINTRODUCTION
This document covers the extra training for remote DP operators, which is required and the Nautical Institutetraining for the Offshore DP Scheme.
The Remote DP Operator certificate is designed to maximise existing trained DPOs and provide a framework
for training remote vessel personnel to conduct DP operations.
The knowledge required of a remote DP operator is broadly the same as that of a DP operator on a crewed
vessel. Supplementary knowledge is, however, required to cover the operation of a vessel remotely. The
training core is based on the industry best practice of the Nautical Institute DP operators’ certificate.
Purpose of the NI model course for a Remote DP Operator Certificate
The purpose of the NI model course is to assist NI Approved Training Centres and their teaching staff so the quality
and effectiveness of the training courses may thereby be controlled and maintained.
As in all training endeavors, the knowledge, skills, competence, and dedication of Instructors are the key
components in transferring knowledge and skills to those being trained through the NI standards.
This model course shall be a minimum duration of three days with a minimum of 20 training hours, includingclassroom instruction and assessments. The course covers the theoretical knowledge and extra training
required for operating a vessel using Dynamic Positioning remotely from a Remote-Control Centre (RCC).
The NI Model course for Remote DP Operators can be conducted online by the NI approved RCC or a Training
Centre that the Nautical Institute approves.
Layout of the Nautical Institute Training and Certification Scheme for Remote DP Operators.
Phase A. NI DP Induction CourseStandard NI Induction course provided by an accredited training centre covers the content listed in the Appendices.
Nautical Institute Certification and Accreditation standard, Vol.1 – (Current version) plus the NI online exam.
Phase A1 NI Model Course for DP Station Keeping System for Remote DP Operator Certificate.
Full detail of this course is in Appendix One. The course covers all the extra knowledge required to operate a vesselin DP Remotely.
Phase B: DP Sea Time will be gained an active DP vessel and Task Section of Logbook Completed remotely.
The Officer is required to log 120 hours of remote vessel operation whilst controlled by a DP system over a minimumof 40 days and complete the task section of the Remote DP O perator NI Logbook.
Phase C: NI DP Simulator CourseStandard NI Simulator course provided by an accredited training centre and cover content as listed in the
Appendices. The Nautical Institute Certification and Accreditation standard, Vol.1 – (Current version) plus the NI
online exam.
Phase D: DP Sea Time will be gained remotely from an active DP vessel and Task Section of Logbook Completed.
The Officer must log an extra 120 hours of remote vessel operation whilst controlled by a DP system over aminimum of 40 days, complete the task section of the Remote DP Operator NI Logbook, and obtain a company
confirmation letter.
Part 3: Statement of Suitability
Statement of Suitability signed off by Remote DP Operator Master.

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Recognition of Prior Learning
The Remote DP Operator certificate is designed to maximise existing trained DPOs and provide a framework
for training remote vessel personnel to conduct DP operations.
Officers that have prior learning (Phase A) – The NI Induction course and passed the online exam – only.
Complete NI Model Course for Remote DP Operators.
Complete seatime and task section in the NI Remote DP Operator Logbook.
Complete NI DPO Simulator Course.
Complete seatime and record in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Team Leader.
Officers that have prior learning – NI Induction and Simulator course and passed both online exams.
Complete NI Model Course for Remote DP Operators.
Complete seatime and task sections (Phase B and D) in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Master (Team Leader).
*Note seatime onboard a vessel does not count towards Remote DP operator.
Officers that have prior learning – Holder of an Offshore DPO certificate
Complete NI Model Course for Remote DP Operators.
Complete all seatime and task section (Phase B and D) in the NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Team Leader.
*Note seatime onboard a vessel does not count towards Remote DP operator.
Note: Officers can use two NI DPO Logbooks
1. One for use during remote operation.
2. One for use when working offshore onboard a DP Vessel.
3. The NI permits the Inductions and the Simulator course to be recorded into both logbooks
4. If the Induction and/ or Simulator course has been conducted prior to the remote logbook being in use, a notereferencing the other logbook can be inserted
Use of the NI Remote DP Operator model course.
To use the model course effectively, Instructors should review the course plan and detailed syllabus,considering the information on the entry standards specified in the course framework. The trainees' actuallevel of knowledge, skills, and prior education should be kept in mind during this review, and any areas within
the detailed syllabus that may cause difficulties because of differences between the actual trainee entry-level
and that assumed by the course designer should be identified. The Nautical Institute shall approve the course
material.
Lesson plans
To ensure the standard of training delivery of this new course, The Nautical Institute will supply lesson plans basedon the detailed teaching syllabus via an industry working group. Instructors should pay due attention to thetrainee's background and previous knowledge when adjusting the course content to suit the trainee’s intake andadvise of any revision of the course objectives required.
Presentation
The Nautical Institute will review and approve the training material.
Implementation
For the course to run smoothly and to be effective, considerable attention should be paid to theavailability and use of:••••Properly qualified instructors.
Suitable teaching and other spaces.
Appropriate training equipment and teaching aids.
Videos and multimedia presentations.

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••Soft copy or hard copy training notes.
Nautical Institute knowledge base database of training materials.

Validation
The guidance in this document has been validated by the Nautical Institute Dynamic Position Training andExecutive Group (DPTEG) on Human Element, Training and Watchkeeping for use in RCC to control remoteoperated DP vessels.
PART – A : COURSE FRAMEWORKAim
To give the student the following:
Understanding of the theoretical and practical operation of a remotely operated DP vessel.
Scope
Operators are responsible for designated D ynamic Positioning duties associated with the care, use or
emergency response of Remotely Operated DP Vessels.
Minimum Entry Requirement
Following the 2010 Manila amendments to the STCW Convention and Code, The Nautical Institute (the NI) has
implemented the following criteria for entry into the DP Operators training scheme:
The minimum qualification is set at STCW Regulation II/1 - II/2 - II/3 Deck, Regulation III/1 – III /2 – III/3 – III/6
Engine and Regulation III/6 for ETOs
STCW

DEFINITION

II/1 Deck

Officers in charge of a navigational watch on ships of 500 GT or more.

II/2 Deck

Master or chief mate on ships of 500 GT or more.

II/3 Deck

Officers in charge of a navigational watch and Masters on ships of less than 500 GT.

III/1 Engine

Officers in charge of an engineering watch in a manned engine-room or designatedduty engineers in a periodically unmanned engine-room.

III/2 Engine

Chief engineer officers and second engineer officers on ships powered by main
propulsion machinery of 3,000kW propulsion power or more.

III/3 Engine

Chief engineer officers and second engineer officers on ships powered by main
propulsion machinery of between 750kW and 3,000kW propulsion power.

III/6 ETOElectro-Technical Officer

Alternative appropriate Marine Vocational Qualifications (MVQs) will be considered on a case by case basis. The
NI defines an MVQ as a non-STCW Certificate of Competency issued by a white list Maritime Administration foruse in the administration’s local waters only.
Staff requirements & Instructor Qualifications
The course shall be conducted by an NI approved DP instructor who demonstrated sufficient knowledge of theremote operation.
Teaching facilities and equipment
The course shall be conducted in a Nautical Institute Approved training centre. Suitable teaching spaces shall beequipped with equipment required by the Nautical Institute Certification and Accreditation standard, Vol.2 –(Current version)

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Delivery of training shall be effective, which can be achieved through lectures, group exercises anddiscussions, as appropriate. The use of multi-media and simulation is intended, it should be ensured thatthe appropriate multi-media equipment and simulators are made available.
When the course is conducted online, group discussions and student feedback shall form part of training
delivery.
Delivery Method
The course will be theoretical and give the participant an overview of remote DP operation and the effects ofsystem and component failures. Upon completion of this course, participants will understand the typicalarchitecture of Remote DP systems and the principles of remote DP operation.
The course is set up to allow some or all course contents to be presented using online delivery methods. The studentto-instructor ratio will be a maximum of eight students to one instructor, regardless of training delivery method,
to ensure proper learning.
PART – B : GENERAL OUTLINE
Timetable
The course shall be a minimum duration of three days with a minimum of 20 hours teaching timeCourse Outline•
Introduction to the remote operation of maritime systems•
Vessel Tasking and Monitoring•
Control Centre organisation•
Introduction to mission risks and mitigations during remote operation•
Off-Nominal Conditions – Response and Mitigation•
Remote sensors•
Autonomous remotely operated systems and case studies•
Future Developments•
Cross-industry learnings (road, rail, aviation)•
Task section of the Remote DPO logbook•
DP system screen for fault finding.
The course comprises lectures and videos of RCC and Remote DP Operators controlling a DP vessel.
The learning objective format is used in the detailed teaching syllabus given in Part C; the outline below
summarises of the course material. The numbering system used below reflects that of the detailed
teaching syllabus.
Course Assessment
An assessment using multiple-choice questions will be completed by each student at the end of the course.

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PART – C : DETAILED OUTLINE
Learning objectives
The following detailed course outline has been developed in learning objectives.
1

Introduction to the remote operation of maritime systems

1.1

Simple description

1.1.1

Why remote operation vs manned operation

1.1.1.1

Manned vessel

1.1.1.2

Unmanned vessel

1.1.2

Remote control vs remote monitoring

1.1.3

Operation from a standby vessel

1.1.4

Operation from shore based RCC

1.1.5
1.1.6

Remote operation using on board autonomy (example – remote commandfor DP to move vessel)
Remote operation without onboard autonomy (example – remote joystick
control)

1.2

Important elements

1.2.1

Data communications

1.2.1.1

Coastal (cellular)

1.2.1.2

Mid ocean (satellite)

1.2.1.3

Other (vessel to vessel)

1.2.1.4

Communications redundancy

1.2.1.5

Link latency

1.2.1.6

Bandwidth

1.2.1.7

Throughput throttling, dropped packets, antenna shadowing

1.2.1.8

Data compression

1.2.1.9

Cyber/link security

1.2.2

Situational awareness – for navigational purposes

1.2.3

Situational awareness – on board vessel (ie need to monitor offloading
operations while holding station next to a rig)

1.2.4

Need for onboard functions (ie collision detection during navigation)

1.2.5

Voice communications with other vessels (ie remote VHF)

1.2.6

SOLAS – providing aid to other vessels in need

1.3

Regulations

1.3.1

Ship design

1.3.2

Responsible party

1.3.3

Jurisdiction (RCC in Norway, remote vessel flag state is Bahamas, vessel
collides with another vessel off coast of Africa with loss of life)2

Vessel tasking and monitoring

2.1

Need for operational protocols

2.1.1

Operational start up (at dock or anchor)

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2.1.2

Coastal and high traffic area operation

2.1.3

Oceanic operation

2.1.4

Protocol for handover to another operator, or control transfer to anotherdesk in RCC

2.1.5

Risk analysis

2.1.6

Safe operation

2.2

Monitoring vessel data

2.2.1

Engines and generators

2.2.2

Propulsion, steering and thrusters

2.2.3

Trim and ballast

2.2.4

No audio or tactile feedback (no deck vibration at RCC)

2.2.5

Identification of problems based on instrument data only

2.2.5.1

For low bandwidth data links may only receive a reduced set of data, or
update rate for some data may be low.

2.2.5.2

May have to direct that specific data is sent to identify a root cause

2.2.6

Alerts and alarms

2.3

Situational awareness

2.3.1

Sensor fusion presentation

2.3.2

360-degree video?

2.4

Vessel radio(s) and voice communication

3

Control centre organisation

3.1

Staffing of RCC

3.1.1

Management

3.1.2

Responsibilities

3.2

Need for controlled access to physical control centre(s) within RCC – security

3.3

Control desk

3.3.1

One per vessel

3.3.2

One per multiple vessels (?)

3.3.3

Protocol to hand desk over to another operator

3.3.4

Protocol to hand vessel over to another desk

3.3.5

Desk equipment failure

3.4

Need for standards (can one desk operate with equipment from different
suppliers of shipboard equipment)

3.5

Record keeping

3.5.1

Logbook

3.5.2

Data logs

4

Introduction to mission risks and mitigations during remote operation

4.1

Degrading or loss of communications with vessel

4.2

Equipment failure

4.3

Piracy4.4

Sensor spoofing or other malicious interference

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5Off-nominal conditions – response and mitigation

5.1

Escalation of issues

5.2

Degrading or loss of communication with vessel

5.3

Physical security threats to vessel

5.4

Cyber attacks

5.5

Suspected sensor spoofing

5.6

Maritime emergency response – SOLAS

5.7

RCC emergency response (fire, physical attack, earthquake)

5.8

Pollution prevention

5.9

Vessel allision, collision, or other on vessel problem

6

Remote sensors

6.1

Position, heading and environmental (if no DP system)

6.2

Sensor fusion and presentation of data

6.2.1

Video

6.2.1.1

Visual presentation

6.2.1.2

Object detection

6.2.1.2

Distance measurement

6.2.1.3

Single camera vs dual camera (stereoscopic)

6.3.2

LIDAR

6.3.2.1

Object detection

6.3.2.2

Distance measurement

6.3.3

Radar

6.3.3.1

Object detection

6.3.3.2

Distance measurement

6.3.4

AIS

6.3

Audio

7

Autonomous Remotely operated systems and case studies

7.1

Concepts of uncrewed Remotely Controlled Maritime Autonomous Surface
Ship

7.2

Industry regulations and responsibilities

7.3

Understanding some of seafarer training needs

7.4

Principles of Autonomous systems

7.5

Safety principles and risk assessment on board

7.6

Command control and communication skills

7.7

Cognitive and technical skills,

7.8

Some skills for human machine interaction

7.9

System checks and planned maintenance

7.10

Rough Sea awareness and handling

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7.11

Route planning and monitoring and operational limits

7.12

Emergencies contingencies and degraded sensors such as GPS, Gyro errors

7.13

Bridge team management structure on board

8

DP system screen for fault finding

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Annex K
Continuing Professional Development (CPD)
for Revalidation of the Nautical Institute DP
Operator Certificate and DPVM Certificates
ACCREDITATION STANDARD
January 2023

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DISCLAIMER
Whilst every effort has been made to ensure that all the information in this document is updated and correct, The
Nautical Institute cannot be held responsible for any loss, financial or otherwise, direct or indirect, resulting fromthe use of this information. The Nautical Institute cannot be held responsible for any damage to property, trainers,
or operators whilst following these guidelines. This information is produced in good faith, but we cannot guarantee
the accuracy and/or completeness of the information, which is produced for guidance purposes only.

© The Nautical Institute 2023
200B Lambeth Road, London SE1 7JY, United Kingdom
Tel: +44 (0) 207 928 1351 Fax: (0) 207 401 2817
www.nautinst.org www.nialexisplatform.org

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DOCUMENT VERSION CONTROL
Continuing Professional Development (CPD) ACCREDITATION STANDARD
Continuing Professional Development (CPD)

Version1

Date
20/01/2023

TABLE OF CHANGES

Page
207

Subject
CPD

Original content v1 (January 2022)

New content
New edition

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Contents
SECTION 1: CPD FOR REVALIDATION FOR THE NAUTICAL INSTITUTE DP OPERATOR CERTIFICATEAND DPVM CERTIFICATE211

INTRODUCTION TO THE NI CPD STANDARD
The role of The Nautical Institute.
•

The International Safety Management Code (ISM) and Dynamic Positioning (DP) Training
IMCA 117 – IMO approved standard•

Overview of The Nautical Institute’s DP revalidation and the use of CPD. Pathways to revalidation of
NI DP Operator Certificate and DPVM Certificate Deck Officers•

Technical Staff with the DP Vessel Maintainer Certificate (DPVM)•

Who can gain NI approval to operate a CPD scheme for the revalidations of DPO and holder of
DPVM certificate•

CPD – Revalidation flowchart.

SECTION 2: TRAINING AND ACCREDITATION STANDARD

215

Time to complete the Training Scheme Certificate
SECTION 3: THE PROCESS FOR ACCREDITATION OF CPD BY THE NAUTICAL INSTITUTE216

APPENDIX 1:
217
Key DP Personnel Continuous Professional Development (CPD):

•
•
•
•

CPD definition
DP competency and CPD
DP refresher training
Maintaining personal performance

APPENDIX 2:
220
Nautical Institute - CPD contents:• Section One• Section Two
DP position reference systems and sensors
Power and power generation systems
Thrusters and thruster control systems
DP system computer, controllers, network
IMO, IMCA, MTS and class documents
DP documentation on board DP vessels• DP set-up• DP bridge watchkeeping• Position-keeping• Environmental conditions• Alarms and indicators• Change of DP watch• Normal completion of a DP operation

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SECTION 1

CPD FOR REVALIDATION FOR NAUTICAL INSTITUTE DP OPERATOR CERTIFICATE AND DPVM
CERTIFICATESINTRODUCTION TO THE NI CPD STANDARD
The dynamic positioning industry has asked The Nautical Institute to provide a solution to help stop skill fading
and keep knowledge updated to ensure safe DP operations.
This document provides standards for CPD schemes approved by the NI.
This accreditation standard has been developed taking into consideration the following documents:••

IMCA M117 and relevant IMCA documents

•
•
•
•

MTS DP documents

OCIMF Dynamic Positioning Assurance Framework risk-based guidance
NI DP Operator’s Handbook
IMCA DP Event Reporting Scheme
Advice from Industry stakeholders through DPTEG.

These standards have been developed and kept up to date with the full engagement and cooperation of the
Nautical Institute DP Training Executive Group (DPTEG).
THE ROLE OF THE NAUTICAL INSTITUTE
The Nautical Institute facilitates and administers the accreditation of continuing professional development
schemes (CPD) for revalidating the Nautical Institute DP Operator Certificate and DPVM Certificates as per thisstandard approved by DPTEG.
The NI runs a CPD workshop every year for CPD providers to review CPD content.

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THE INTERNATIONAL SAFETY MANAGEMENT CODE (ISM) AND DYNAMIC POSITIONING (DP) TRAINING
The NI DP CPD scheme is considered part of “continuously improve” training of ISM Code and is part of the Nautical
Institute revalidation of the DP Operator’s Certificate and the DP Vessel Maintainer’s Certificate.
IMCA M117 guidelines and the ISM CodeThe objectives of the ISM Code are to ensure the safety of life at sea, prevent human injury or loss of life and avoid
damage to the marine environment. The International Maritime Organization’s Maritime Safety Committee (MSC)
issued circular MSC/Circ.738, which noted that IMCA had prepared a publication on the “Training and experience of key
DP personnel” and invited member governments to bring that publication to the attention of the bodies concerned andapply the guidelines to the training of key DP personnel.
All companies operating and/or owning ships must:• Provide for safe practices in ship operations and a safe working environment• Establish safeguards against all identified risks• Continuously improve safety management skills of personnel ashore and on board ships, including
preparing for emergencies related to safety and environmental protection• Comply with all mandatory rules and regulations• Ensure that applicable codes, guidelines and standards recommended by IMO, flag states, classificationsocieties and marine organisations are considered.
Regarding DP operator and DP technical staff training, the ship operator, whether owner or charterer, must ensure“continuing improvement” programmes are in place for everyday operations and emergencies.
The NI does not provide DP training; instead, it accredits training institutions. A list of training providers for NI-accredited
CPD can be found on the NI’s website.

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OVERVIEW OF THE NAUTICAL INSTITUTE’S DP REVALIDATION AND THE USE OF CPD
The main aim of the NI revalidation is to stop skill-fade and continue upgrading skills to ensure safe DP operations.
Pathways to revalidation of NI DP Operator Certificate and DPVM Certificate
DECK OFFICERSA.

DPO with 150 DP days or more sea time will need to:•

Successfully pass the NI Revalidation Course online exam and either:i. NI-approved Continuing Professional Development (CPD) Schemeorii. NI DP Refresher and Competency Assessment Course.
B.

DPO with 30 days or more DP Sea-time may revalidate with the following option:

i. NI DP Refresher and Competency Assessment Course.
C.

DPO with NO DP sea time or less than 30 days must complete the NI DP Revalidation Course. Whenrevalidating using the Revalidation Course for a second or subsequent time, the DPO must follow the rules
as per the standard with respect to sea time requirements.

TECHNICAL STAFF WITH THE DP VESSEL MAINTAINER CERTIFICATE (DPVM)

D.

The holder of a DPVM Certificate with 150 DP days or more sea time will need to:•

Successfully pass the NI Revalidation Course online exam and either:iii NI-approved continuing professional development (CPD) schemeoriv NI DPVM Refresher and Competency Assessment Course.

E.

DPVM with 30 days or more DP sea time may revalidate with the following option•
F.

NI DP Refresher and Competency Assessment Course.

DPVM with NO DP sea time or less than 30 days must complete the NI DPVM Revalidation Course.
When revalidating using the Revalidation Course for a second or subsequent time, the DP technicalstaff must follow the rules as per the standard with respect to sea time requirements.

Regardless of which option is taken, The Nautical Institute recommends using the NI-approved CPD for all
the officers.

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WHO CAN APPLY TO THE NI FOR APPROVAL TO OPERATE A CPD SCHEME FOR REVALIDATION OF THE NI DPO ANDHOLDER OF DPVM CERTIFICATEA.

All the NI-accredited training centres, following Nautical Institute approval.

B.

Any other CPD supplier that meets the Nautical Institute CPD Standard can apply.
To obtain approval for a CPD programme for use in NI revalidation, the following are required:•

The learning material used and the login for the CPD programme must be available to the DPO
and DPVM for a minimum of five years•••

The Nautical Institute accreditation is for the complete training programme•

Online questions and an answering system that are available to the officer, in order to support
training••

The officer must be able to send feedback about the CPD

CPD can either be fully online or instructor-led training online
The CPD supplier must appoint a subject matter expert (SME) to monitor the content and operationof the CPD scheme. As a minimum, the SME must have seagoing experience on DP vessels withexperience with FMEA and annual trials; it is recommended that they are also a NI DP instructor.

Online DP simulation exercises or practical exercises on board.

The Nautical Institute accreditation for the training provider and for CPD is for three years.

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MINIMUM REQUIREMENTS TO USE THE NI-APPROVED CPD SCHEME AS PART OF REVALIDATION••The officer must hold a valid NI DP Operator Certificate or DP Vessel Maintainer Certificate.
No CPD will be counted towards revalidation while the certificate is expired.

Note: Apart from their use in the revalidation process, CPD schemes should be made available and arerecommended for use by all key DP personnel.
SECTION 2: TRAINING AND ACCREDITATION STANDARD
Accreditation is given for the DP Maintainer’s Course.
Where a centre has an appropriate simulator to support the delivery and assessment of the DP Engineering
Course, this may be used, upon Nautical Institute validation, to complement the sea time experience andprovide the practical elements of the course, including emergency situation training.
The Statement of Suitability should be completed at the end of the final period of sea time prior to a certificate
application being made.
The attention of Master and Chief Engineer is drawn to this statement concerning the final assessment of the
trainee DP engineer:
the officer’s suitability to undertake full DP engineering watchkeeping responsibility on board a DP vessel
Masters and Chief Engineers should consider carefully whether they can affirm the statements within thissection before signing.
TIME TO COMPLETE THE CPD SCHEME
CPD, as the name suggests, should be a continuous programme throughout the five-year period that theofficer holds a valid DPO Certificate or DPVM Certificate.
The officer must hold a valid DPO or DPVM Certificate to gain sea time or use CPD for revalidation purpose.
However, use of CPD is encouraged for all key DP personnel at all times.
CERTIFICATE OF COMPLETION

•
•
•
•

A certificate is to be provided at the end of each module. Each module is to run for a maximum of one year.
The certificate lists the contents of the module completed
The certificate must be unique to the candidate
The NI is to be advised of all certifications issued, so that the NI can validate the authenticity of thecertificate.

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SECTION 3: THE PROCESS FOR ACCREDITATION OF CPD BY THE NAUTICAL INSTITUTE

Usually, only centres approved by The Nautical Institute for DP training will be accredited, after audit and approval,
for running the NI DP CPD Scheme.
The CPD Scheme must be audited and reaccredited every three years.
An organisation that is not a Nautical Institute-approved training centre may apply to run the scheme, and the NI
will review the application. It is recommended that the organisation supplying the CPD does so through NI training
centres.
Noted: The CPD needs to be provided by a third party or by a training centre that has been approved by the NI torun the NI DP CPD Scheme.
Nautical Institute accreditation will be for three years.
IMPLEMENTATION OF CPD SCHEME
Table 1 Revalidation matrix

1 Jan 2024

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of one year of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2025

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of two years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2026

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of three years of the NI-approved
CPD programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2027

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of four years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2028

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Those who do not meet all the newrequirements will be given 12 months to do so, after which they can reapply for revalidation.

1 Jan 2029

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have to sit the NI
Revalidation Course online exam and complete a minimum of five years of the NI-approved CPD
programme or complete the NI DP Refresher Course. Since from 1st January 2029, the 12 months
latitude to complete the CPD programme does not apply.

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APPENDIX 1
Guidelines for the Training and Experience of Key DP personnel(This text is taken from IMCA 117 Section 10)

10

Key DP Personnel Continuous Professional Development (CPD)

10.1

CPD Definition

For the purpose of these guidelines CPD is the systematic maintenance, improvement andbroadening of knowledge, understanding, personal qualities and skills throughout theindividual’s working life.
Typical CPD activities include:

attending training courses;

work-based learning;

distance learning and private study;

preparation and delivery of lectures and presentations;

writing DP related industry papers;

attending lectures, seminars or conferences;

acting as a mentor or instructor.

The benefits of CPD include:

realising an individual’s potential;

improved morale and motivation;

improved company performance;

smarter crew appraisal processes.

CPD programmes should be an integral part of the vessel owner/operator SMS and should
establish the assessment and training periods for key DP personnel and whether this isconducted onboard or ashore.

10.2

DP Competency and CPD

The interrelationship between qualification, experience, maintaining competence and theprinciple of revalidation is described in section 8. The development, maintenance andretention of such skills can be assured by:Continuous regular performance of DP operations:−All key DP personal should maintain a record of their experience gained on DP vessels;

Regular training and practice of DP skills:−

Structured training plans should be developed by companies to ensure that all
personnel have the best preparation to respond efficiently and effectively to all

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anticipated normal, potential abnormal and emergency DP operations;

Refresher training:−Mentoring:−In order to mitigate the risk of skill fade, those involved in key DP roles should
undergo regular performance assessment. The establishment of performance
objectives and setting of other goals should be considered at annual career
appraisals where used;

Preparation for future technology and operational innovations:−

10.3

Mentoring is an effective way to develop junior personnel into better and more
effective crew members. It is now accepted that people learn in different ways andunderstanding the character of those being mentored is key for those mentoringothers. Companies should provide a structured mentoring process including
issuance of guidance and objectives to mentors;

Regular performance assessments and setting of objectives:−

The risk of skill fading can be mitigated by periods of formal refresher training.
Refresher training is a fundamental requirement for all DP personnel;

CPD can facilitate the introduction of new technology, improved practices andprocedures ina safe, timely and effective manner.
DP Refresher Training

The following should be considered when assessing whether refresher training is required:changes to operational conditions and circumstances;

performance assessment or a periodic crew appraisal indicates a need for re-training;employment on a vessel engaged in an extended operation, for example, on a
drilling unit or afloatel, which spends prolonged periods in one location.

10.4

Maintaining Personal Performance

The three main issues affecting DP personnel performance are:


the individual’s DP experience;

the operational requirements of the DP vessel;

the vessel specific DP system.

The following is recommended for key DP personnel:i)Persons who have not operated a DP system for more than two years should attend aformal DP system refresher course or otherwise demonstrate their competency. DPOs
should additionally complete 12 hours of simulator training or alternatively operate
the DP system onboard under supervision prior to standing a watch (see Note 1 below).

ii)

All effort should be made to ensure key DP personnel new to the vessel attend DP trials
when these are undertaken by the vessel.

iii) Attendance at DP trials should be recognised as a positive learning experience andincorporated into the training schedules of key DP personnel to ensure as far as
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Note 2).
iv) If the vessel has not conducted DP operations for a period of 90 days or more,
adequate re- familiarisation should be completed by DP personnel prior to recommencing DP activities. This can be reduced by half if 12 hours of simulated DP
system operations spread over a period of three days is completed.
v)

For personnel returning to a vessel on which they served on more than two years
previously, with or without DP experience in between, a minimum period (see vii) of
familiarisation training is recommended (see Note 3).

vi) For recommended periods of familiarisation for key DP personnel, see section 8.
vii) The above assumes that a familiarisation procedure is in place and that personnel havetime to operate equipment prior to the vessel starting work.
viii) After three years since last operating a particular type of DP system, or not operating
any DP system, a DPO should be deemed to be joining a vessel with an unfamiliar DP
system, guidance is provided under section 8.2.
ix) In addition to vii, a DPO who has not operated a DP control system for five years ormore should re-join their DPO training scheme or otherwise undergo a special
refresher course designed for such personnel.
x)

If DP reference input systems have been changed or upgraded, training is to be
conducted to ensure DP personnel are familiar with the new systems and are aware of
any changes made to the FMEA.

Note 1: For DP training there are basically two types of simulators in the industry – theonboard simulator and the simulator found in a shore-based training centre. On the shorebased simulator it is usually possible to input a full range of variables, including errors andfailures. The inclusion of the DP simulator into a full mission bridge simulator, where thetrainee has the entire bridge to manage, including the DP system with all its inputs.
Companies should consider what options are available and appropriate.
Note 2: Whilst these guidelines are the product of industry good practice, such practice mayneed to incorporate some flexibility to cope with the variation in individual key DP
personnel’s competence and ability, together with the vessel’s operational requirements.
Note 3: If DP operations are not in progress, then an equivalent level of training could be
provided by simulator training. See the comments in Note 1 regarding simulators.

For the latest version of IMCA 117 ,please visit IMCA website; www.imca-int.com

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APPENDIX 2"Remind, Refresh, Educate"Core Module DP Regulations & Guidance
IMO - Introduction, purpose, highlights including IMO MSC/Circ. 645 and IMO Circ.
1580
IMCA - Introduction, purpose, highlights

Yr 1

Yr 2

Yr 3

x
x

MSF - inc, GOMO / MSF182

x

Class Rules - Introduction, purpose, highlightsxFlag State - Introduction, purpose, highlights
New or update publications and bulletins in the last 12 months
Management of change - The importance, lessons learned through station keeping
events.

x
x

x

x

x

x

x

x

x

x

x

x

x

x

x

x

IMCA DP Station keeping Event Reporting SchemexLessons learned from DP Station Keeping Eventsx

DP Emergency Drills and Scenarios - Rules, guidance, purpose, results criteria,(examples annually)
Roles & Responsibilities of Key DP personnel (according to M117)

Yr 5

x

MTS - Introduction, purpose, highlights

Regulatory updates in the last 12 months

Yr 4

x
x

x

x
x

x

x

DP Testing & Trials
FMEA
FMEA - purpose, class & guidance requirements, class involvement, specificguidance, objectives, failure types (single, common, hidden, etc)
FMEA Proving trials - guidance, purpose, requirements, what should bedemonstrated (redundancy concept, effectiveness of protective functions, stabilityof the system over full range of load conditions, monitoring functions, degraded andfailure condition, etc.)
FMEA 5 years proving trials - purpose, requirements, guidance, what should bedemonstrated, etc
DP Annual Trial

x

x
x
x

x

IMCA M190, purpose, class & guidance requirements, class involvement, specificguidance, objectives, IMCA DP Practitioner Accreditation Scheme
Field Arrival Trialsx

Guidance, purpose, requirements, what should be demonstrated
DP Networks (Move to DP System)
DP Network system - overview & the risks, guidance available

x

x

x

DP Network system - Operational & Failure considerations

x

x

x

DP Network system - Lessons learnt from DP Events DP Network systemx

Redundancy Concepts
Worse Case Failure (WCF) & Worst Case Failure Design Intent (WCFDI) - explainedx

DP Capability plots - Purpose, IMO / Class requirments

xOpen/closed bus operations - Rules, guidance, considerations, risks,

x

x

x

x

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Cross Connections - the risks and managing those risksx

DP Position Reference Systems and Sensors
Introduction to Position References & Sensorsx

Different Principles including relative & absolute and general challenges eg,
blocking of signals
Considerations for appropriate selection of PRS for DP operations
PRS Interaction and calibrating PRSPRS Lessons learnt from DP events
DGNSS

x

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Laser

x

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Laser (No Reflector)x

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Microwavex

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Hydroacousticx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
INSx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Taut Wirex

Overview, advantage, disadvantage
Operational & Failure considerations
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Lessons learnt from DP Events
New developments in last 5 years
Gangway Sensorsx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Wind Sensor
Overview, advantage, disadvantage, inc. how wind profiles can be affected byassetsx

Operational & Failure considerations
Lessons learnt from DP Events
New developments in last 5 years
Heading Sensorx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events INS
New developments in last 5 years
MRU / VRUx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events MRU
Current Sensorx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events DGNSS
New developments in last 5 years
Tension Sensorx

Overview, advantage, disadvantage
Operational & Failure considerations
Lessons learnt from DP Events Tension sensor
New developments in last 5 years
Draft Sensor
Overview, advantage, disadvantagexOperational & Failure considerations
Lessons learnt from DP Events Draft sensor
New developments in last 5 years
DP System Computer, Controllers, Network, IJSGeneral
DP System Computer, Controllers - Overview inc. controllers & operator stationsx

DP System Computers and controllers- Lessons learnt from DP Events
Mode changes (Auto to Manual, etc) - considerations and lessons from DP station
keeping eventsIJS Overview

xRules & guidance

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Power supplies - Redundancy philosophy
Location of control station
Exercises & Drills
Power and Power generation Systems and UPS
GeneralPower Management (e.g. General requirements / impact of mission equipment(e.g. effect on station keeping capability), operating within capability)xBlackout Preventionx

Load dependent Starting & stopping of power generationx

Power generation - basics of frequency & voltage control (active & reactive power)x

Open and Closed Bus operation
Short circuit testingPower limit – As per IMO 1580
Hybrid Battery systems - Guidance, concept, principles, risksx

UPS - following redundancy, the requirements of operationx

DC Grids
Lessons Learnt
Thrusters and Thruster control systems
Thrusters - Overview

x

Thruster types - Overview, advantage, disadvantage
Thruster allocation / Modes of operation - e.g. bias and considerations therein
Thruster control system - the basics including EM stops and emergency/Backup
controls
Thrusters - Failure modes and their effects on operations
Lessons learnt from DP Events
New developments in last 5 years
DP Operations
Operational Planning & Decision Support Tools
General operational planning – configuration of DP systems (CAM / TAM) and
ASOG to define operational, environmental and equipment performance limits
applicable when operating vessel and provide guidance on actions in the event ofthese limits being exceeded.

xx

DP alert light system
DP setup procedures
DP watch keeping procedures
Environment conditions
DP Operations Manualx

Layout of company standard operating procedures and Vessel specific DP
operating procedures
DP Logs and Checklistsx

Purpose, overview of expectations / requirements
Capability Plots and Footprint plots

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Simultaneous Operations (SIMOPS)

xConsiderations for simultaneous operations involving DP and non DP vessels
Mission Specific Operations
General Considerationsxx

Introduction to different mission types & available guidance
The mission - its interaction with DP redundancy concept (load limitation
priorities, sharing of common supplies (e.g., power, cooling, ventilation), DP3 F&F
integrity of mission equipment, draught changes (e.g. heavy lifts), wind profile,blocking of PRS signals
Reference systems & Sensors (general considerations from a mission perspective)
Operational planning (general considerations from a mission perspective)
Dive Support Vessels

x

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Pipe Lay/Cable Lay

xGeneral description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
ROV Support

x

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Heavy Liftx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Float Overx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Accommodationx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Drillingx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
FPSO Floating Production Storage and Offloading Unitx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Shuttle Tankers

xGeneral description / considerations - specific to mission

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Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Trenchingx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Jack-up (Self-elevating)x

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Offshore Support and Anchor Handlingx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Well Stimulationx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Rock Placementx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
Dredgingx

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
Operational Considerations & Planning - specific to mission
SOV Service Operations Vessels

x

General description / considerations - specific to mission
Reference Systems & Sensors - specific to mission
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