Certification andAccreditation Standard
Volume 1: Training and Certification
February 2024

The Nautical InstituteCertification and Accreditation Standard
Vol.1 – Training and Certification

February 2024 – Version 1

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 to property or personnel while following
these guidelines. This information is produced in good faith, but The Nautical Institute cannot
guarantee the accuracy and/or completeness of the information, which is produced for
guidance purposes only.
Published by The Nautical Institute200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org© The Nautical Institute 2024
Design by Phil McAlllister Design

Document version control
NI Certification and Accreditation Standard Vol 1 – Training and Certification
Title

VersionDate

NI Certification and Accreditation Standard Vol 1 – Training and Certification

1

27/02/2024

Table of changes
Page

Subject

Original content v1(January 2023)

New content v1(February 2024)
Volume 1 new designand layout

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3.9 Upgrading from Limited to
Unlimited Certificate

The Nautical Institute Certification and Accreditation Standard, Vol.1

Reworded the section

Table of contents
Section 1: Introduction to the dynamic positioning operator training...............................................................5
Section 2: Information applicable to all DP Operator Training Schemes..........................................................12
Section 3: Offshore Training Scheme.......................................................................................................................................16
Section 4: DP Self-Elevating Platform (Jack-up) Training Scheme.........................................................................23
Section 5: Shuttle Tanker Training Scheme..........................................................................................................................26
Section 6: Revalidation criteria and conversion routes for DP certificates.......................................................29
Annex A – DP Induction Course.................................................................................................................................................39
Annex B – DP Simulator Course..................................................................................................................................................53
Annex C – Sea Time Reduction Course..................................................................................................................................80
Annex D – Shuttle Tanker Course A..........................................................................................................................................99
Annex E – Shuttle Tanker Course B.........................................................................................................................................106
Annex F – DP Revalidation Course.........................................................................................................................................114
Annex G – Refresher and Competency Assessment Course..................................................................................134
Annex H – DP Emergency Shiphandling Course..........................................................................................................154
Annex I – Training and Certification Scheme for Key Technical DP Personnel(The DP Vessel Maintainer Course).........................................................................................................................................169
Annex J – Training and Certification Scheme for DP Station keeping
Systems for Remote Operations (Remote DP Operator Certificate)..................................................................206
Annex K – Continuing Professional Development (CPD) for Revalidation of
the Nautical Institute DP Operator Certificate and DPVM Certificates ...........................................................225

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Section 1: Introduction
to the dynamic positioning
operator training

1
1.1

Introduction to the Dynamic Positioning Operator
Training Standard
This document provides guidance on the Dynamic Positioning Operator (DPO) Training Scheme
for providers wishing to be accredited to deliver training and for prospective DPOs.
The DP Accreditation and Certification schemes were developed by The Nautical Institute (TheNI), working in association with flag states, the oil industry, the diving industry and offshore
contractors to establish internationally accepted standards. It has been operational for more than
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 and processes and sets
out the accreditation procedure for training providers against agreed standards. Until 2013, it was
the only training scheme for DPOs accepted internationally by the offshore industry and DPO
certification by The NI is often stated as a requirement by DP vessel charterers.
In September 1983, the scheme was adopted as an internationally accepted standard for any DSV
or other DP-operated vessel working within 500 metres of any offshore installation by 105 outof 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 theAberdeen conference, the scheme was accepted as an official guideline by the then Minister ofEnergy 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 andkept up-to- date 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 (ISM) Code and dynamic
positioning (DP) training
The scheme is considered as initial training towards the DP Certificate. Further training andexperience 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 oflife and avoid damage to the environment, in particular to the marine environment.

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Section 1: Introduction to the DP operator training

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 onboard 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), andthat the operator is completely familiar with the equipment installed on the ship, both for normal
operations and emergency situations.
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 requires the completion of a number of components and theparticipation of many parties, namely the prospective DPO, the vessel owner/operator, the Masterand DPOs of DP vessels and the training centres. This document provides guidance to theseparties on the requirements and operation of the scheme. The NI issues the final DP Certificate toprospective 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 theold to the new Offshore Scheme.
The old Offshore Scheme refers to those who started training before 1 January 2015 and hold theA6 blue/green and A5 black logbooks. Details are on The NI Alexis Platform 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 (DPTEG) was established to facilitate communication and input from a
broad range of stakeholders.
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 andpromote best practice.
Make decisions on a consensus basis.
Promote the standing of the DPO Training Scheme in the best interests of the industry.

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Section 1: Introduction to the DP operator training

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 regional training provider (RTP)
representatives in America, Europe and Asia, and The Nautical Institute.

ISOA
IMCA

OCIMF

NI

ICS

DPTEG Chairman = NI Member
IADC

RTPs

DPTEG Secretary = NI Head of Qualifications M&O
Other organisations may be invited to join DPTEG, as appropriate. The DPTEG operates inaccordance with its terms of reference. 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 accreditation of DP training centres, certification of DPOs and consensusbuilding among DPTEG members and administers the schemes in accordance with the criteria
agreed by DPTEG.

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Section 1: Introduction to the DP operator training

1.5

The role of regional training providers (RTPs)
Training providers are located throughout the world. Since they are widely dispersed, it would beunrealistic for all training providers to gather in one location, so the centres were grouped into
broad regions:
The Americas.
Europe and Africa.
Asia and Australasia.
Each region elects a group representative/coordinator whose job is to inform the group of DPTEG
developments and gather group concerns/responses in order to relay these to DPTEG or ask thatthey be included in the DPTEG meeting agenda. Communication with training providers in theirregion is accomplished 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 RTPs holds one face-to-face meeting and one online meeting andeach training centre must send a representative to a meeting at least once every three years as
a condition of accreditation. If a training centre does not send a representative, the centre canrelay its concerns/responses through the regional representative/coordinator. Not sending a
representative at least once every three years is grounds for withdrawal of accreditation. RTPs
operate in accordance with the terms of reference for this group. For guidance and procedures,
see Annex 11 in Volume 2 of the Nautical Institute Accreditation and Certification Standard.

1.6

Minimum requirements
Following the 2010 Manila amendments to the STCW Convention and Code, The Nautical Institutehas implemented the following criteria for entry into the DP Operator 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.
STCWDefinition

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 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 bycase basis. 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 befound on the approved list may be accepted into the training scheme without pre-approval orreference to NI. The approved list can be found on the website, www.nialexisplatform.org. In caseof any doubt, training centres and prospective DPOs should check qualifications with The NI.

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Section 1: Introduction to the DP operator training

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) and the DP Simulator Course (Phase C). The remaining 60 DP sea time days (PhaseD) and the subsequent suitability sign-off (Phase E) must be completed only after they holdan appropriate STCW Certificate of Competency.
Candidates who completed Phase B when they were a cadet are not allowed to claim for asea time reduction (STR) in Phase D of the training scheme and must complete a minimumof 60 DP sea time days in Phase D.
Prospective DPOs on the DP Self-Elevating Platform (Jack-up) Scheme who are in theprocess of training for an STCW certificate may complete the DP Induction Course(Phase A), the 60 days onboard with 15 DP operations (Phase B) and the DP Simulator
Course (Phase C). The remaining 60 days onboard and 15 DP operations (Phase D) andthe 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 andtwo 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 of Competency.
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.
Centres should keep electronic copies of students’ documentation for a minimum of five years (orlonger if required by local policies) for audit purposes and to keep track of student records andtheir logbook entries. . They may also be needed for reference should any questions arise at a laterstage of the student’s application process.
Marine Vocational Qualification (MVQ)
Before starting the Induction Course, the candidate must present their documents to the training centre.
If these do not meet the minimum requirements as set out in this document, the training centre willadvise the candidate to contact The NI for official approval to attend the course. The candidate must
provide a copy of the documents of competency or proficiency and/or any other relevant document asevidence of qualification. The NI will assess those documents and may or may not issue an authorisation
letter to the candidate 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 the website, 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 theirstudents before accepting them on to the Induction Course and the DP scheme. The Certificate ofCompetency number should be noted and properly recorded by the centre in the student’s record andin the logbook provided to them. The NI will require a copy of the Certificate of Competency when
receiving their application to cross-check 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.

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Section 1: Introduction to the DP operator training

1.7

TCW 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 ofCompetency 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
those certificates, ie within restricted areas/limits from the coast of the issuing state on vessels of acertain size only.

1.8

Old and New Training Scheme Rules
The Old Offshore 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 havetheir training assessed according to the old DP scheme rules, unless the trainee has opted totransfer to the New Offshore Scheme. 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 thencompleted within five years.
Trainee DPOs who started the training scheme from 1 January 2015 (ie the Induction Course) will
carry on training under the criteria and conditions set up for the new training scheme.

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Section 1: Introduction to the DP operator training

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 positionand heading 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 andprotection of the marine environment.

3.

The content of training and experience should include coverage of the following
components of a DP system:
a.
b.
c.
d.
e.
f.
g.

4.

DP control station.
power generation and management.
propulsion units.
position reference systems.
heading reference systems.
environmental reference systems.
external force reference systems, such as hawser tension gauges.

Training and experience should cover the range of routine DP operations, as well as thehandling of DP faults, failures, incidents and emergencies, to ensure that operations arecontinued or terminated safely.
Training should not be limited to DPOs and Masters only; other personnel onboard, suchas electrotechnical and engineer officers, may require additional training and experience
to ensure that 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 be knowledgeable of the type and purpose of documentation associatedwith 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 DPtrained personnel should be familiarised with the specific equipment fitted on and thecharacteristics of the vessel. Particular consideration should be given to the nature of thework of the vessel and the importance of the DP system to this work.

*Note there are no corresponding regulations in the Convention or sections in part A of the Codefor sections B-V/a, B-V/b, B-V/c, B-V/d, B/Ve, B-V/f and B-V/g
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, p34

1

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The Nautical Institute Certification and Accreditation Standard, Vol.1

Section 2: Information
applicable to all DP Operator
Training Schemes2
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 onboard a
DP vessel.

This is the final assessment of the trainee DPO and Masters 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 acertificate application being made.
Masters signing this should enter their own DP Certificate number if held. The signature and theship’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 onboard.
If the Master is the holder of the logbook they should have this section signed by a certificated
DPO or the Relief Master onboard, who should enter their own DP Certificate number.

2.2.

Time to complete the training scheme
To avoid deterioration of skills during the training period, all elements of the DP Operator Training
Scheme must be completed within five years. The five-year rule applies for those who haveentered the schemes from 1 January 2015.
When applying for a new certificate and submitting documents to The Nautical Institute, allcomponents of the programme (shore-based courses, DP sea time, task sections, Statementof Suitability form and other elements) must have been completed within the five years prior
to the date the Statement of Suitability is signed. In the event any of the training phases falloutside 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 thedate the Statement of Suitability was signed and the date the application is received at The NIshould not exceed three months.

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Section 2: Information applicable to all DP Operator Training Schemes

2.3.

Company confirmation letter
Trainee DPOs are required to provide a confirmation or testimonial letter from their 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 orequivalent. Letters signed 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 onboard the vessel(s).
Offshore Scheme: recorded DP sea time must only include actual DP time served onboard
the vessel(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 sea time can be claimed onboard 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 did not have a mooring system deployed. If applicable, The NI reserves theright to ask for future and more detailed information, such as a deck log.
DP Self-Elevating Platform (Jack-up) Scheme: recorded days onboard, number, dates andlocations of the DP operations
Shuttle Tanker Scheme: recorded sea time, number, dates and location of the offshore
loading operations.
Limited DPO Certificate-holders upgrading to Unlimited Certificates need only provide
confirmation of 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 for the DP application unless the candidate can prove extenuating reasons.
The confirmation letter must be obtained by the candidate and sent to The NI with theirapplication, not afterwards. Applications received by The NI without a confirmation
letter for all the DP sea time claimed will be treated as a query, which will delay issuing acertificate.
It is the company’s responsibility to cross-check the DP sea time claimed by the trainee
DPO to ensure that the candidate has completed the proper training and undertaken thecorrect amount of DP sea time. Should any false statement be received, The NI reserves
the right to take such action as necessary. The company should check the information thatthey 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 thedaily report of the vessel and the crew list.

2.4

Certification application
The attention of trainee and Masters is drawn to the Logbook and Application guides that areavailable on The NI’s Alexis Platform website (http://www.nialexisplatform.org/) and on requestfrom The NI.
It is strongly recommended that the relevant guides are read before making an application to
avoid incorrect completion of the logbook. Failure to meet the application requirements for acertificate will cause a delay in issuing the certificate.
The logbook has been designed so that all elements of the training scheme can be completed
and entered. To apply for a DP Certificate, the applicant is required to register their personal details
and DP sea time online through The NI’s Alexis Platform website.

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Section 2: Information applicable to all DP Operator Training Schemes

It is important that every period of service onboard a DP vessel should have a start and finish
date and be authenticated by the Master’s signature. Entries without a finish date will not counttowards the required DP sea time.
If the trainee DPO wishes to submit their logbook while still onboard the DP vessel, they shouldhave an appropriate date entered; that date may not be in future. Entries should not be blocksigned or stamped.
The trainee DPO may decide to stay onboard after submitting their logbook to be assessed andverified by The NI. In that case this sea time cannot be used or counted towards DP sea time toobtain 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.
Any other supporting 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
the company in managing 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 morethan 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 beallocated the same 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 can be replaced by either the training centre where
the trainee DPO undertook the Induction Course, or The NI. A replacement will be issued
on condition of receiving a copy of the affidavit and police report from the trainee DPO.
Please note some training centres may no longer hold stock of these logbooks. If this is thecase, please contact The NI.
Training centres are required to inform The NI of every logbook replaced and a note is put
into the trainee 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.

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Section 2: Information applicable to all DP Operator Training Schemes

Holders of black logbooks issued since 2013:
These logbooks are numbered and only The NI can replace them. The original affidavit andpolice report must be sent to The NI.
The logbook will be allocated the same individual number as the lost one and each page will beara stamp 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 arebeing 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 Operator 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 be banned from the system for a period of one to five years, dependent on the evidence
presented. The NI reserves the right not to accept applications or letters from companies involvedin fraudulent cases.

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Section 3: Offshore Training
Scheme3
3.1

The DP Offshore Training Scheme
By completing the DP Offshore Training Scheme within five years the DP operator may receive oneof the three types of DP certificate:
Unlimited Certificate: for training completed onboard vessels classed DP1/2/3 where atleast 60 DP sea time days have been completed on vessels of DP Class 2 or 3, and at least
30 of these days have been completed as the last sea time in Phase D.
Limited Certificate: for training completed onboard 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 onboard vessels of Unclassed DP,
DP Class 0 or a mix of experience onboard 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 thefollowing 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. It
gives 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.
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.

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Section 3: Offshore Training Scheme

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.

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 in the DP Information Centre on The NI website.
Phase A:DP Induction course+
online examination
Phase B:A minimum of 60 DP sea time days
AND completion of task section on
DP1, 2 or 3 vessels+company
confirmation letter
Note: A maximum of 90 DP sea timedays can be completed in Phase B. Up
to 30 excess active DP sea time days
can be carried over from Phase B to
Phase D. Maximum 30 passive DP sea
time days can be used in Phase B.

Phase C:DP Simulator course+
online examination
Phase D:
60 DP sea time days on DP1, 2 or 3
vessels+company confirmation letter
Note: Up to 30 excess active DP sea timedays in Phase B can be used towards therequired 60 DP sea time days in Phase D

Phase E:
Statement of Suitability signed
off by Master of last DP vessel

Optional STR Course
If completed, one week. Sea Time
Reduction Course is counted as 30days DP sea time and will reduce
30 days of Phase D

30 DP sea time days on DP1, 2 or 3
vessels+company confirmation letter

Complete online DP application andsend document to the NI office
NI assess and verifies basedon the criteria below
UNSUCCESSFUL: Candidate mustre-join the above process as
instructed by the NI

No

120 DP sea time days?
Yes

No
LIMITED CERTIFICATE

Minimum of 60 DP
sea time days on
DP2/3 vessels?
Yes

Upgraded from Limited to
Unlimited DP Certificate: minimumof 60 DP sea time days on board
certified class 2/3 DP vessel+Statement of Suitability signed by
Master in the last vessel+company
confirmation letters are required
before submitting documents to the NI

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No

Last 30 DP sea timedays on DP2/3 vessels?
Yes
UNLIMITED CERTIFICATE

Note for Phase D:
A minimum of 60 DP sea time days must
be completed for Phase D. A maximum of
30 DP sea time days can be up of excess
active days carried over from Phase B into
Phase D. A minimum of 30 active DP sea
time days must be completed in Phase D
before Phase E is signed.

Section 3: Offshore Training Scheme

3.4

Offshore Unclassed DP Certificate flowchart
This flowchart sets out the route that must be followed to obtain a DP Operator Certificate(restricted to Unclassed vessels).
Phase A:DP Induction course+
online examination
Phase B:A minimum of 60 DP sea time days
AND completion of task on
unclassed DP vessels+company
confirmation letter
Note: A maximum of 90 DP sea timedays can be completed in Phase B. Up
to 30 excess active DP sea time days
can be carried over from Phase B to
Phase D. Maximum 30 passive DP sea
time days can be used in Phase B.

Phase C:DP Simulator course+
online examination
Phase D:
60 DP sea time days on unclassed DP
vessels+company confirmation letter
Note: Up to 30 excess active DP sea timedays in Phase B can be used towards therequired 60 DP sea time days in Phase D

Phase E:
Statement of Suitability signed
off by Master of last DP vessel

Optional STR Course
If completed, one week. Sea Time
Reduction Course is counted as 30days DP sea time and will reduce
30 days of Phase D

30 DP sea time days on unclassed
vessels+company confirmation letter

Complete online DP application andsend document to the NI office
NI assess and verifies basedon the criteria below
UNSUCCESSFUL: Candidate mustre-join the above process as
instructed by the NI

No

120 DP sea time days?
Yes
UNLIMITED CERTIFICATE

To upgrade from an UNCLASSEDRESTRICTED certificate to a
LIMITED certificate see Route 1
in Section 5

Converting the
Unclassed Certificate to Limited
or Unlimited Certificate

To upgrade from an UNCLASSEDRESTRICTED certificate to a
LIMITED certificate see Route 1
in Section 5

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Note for Phase D:
A minimum of 60 DP sea time days must
be completed for Phase D. A maximum of
30 DP sea time days can be up of excess
active days carried over from Phase B into
Phase D. A minimum of 30 active DP sea
time days must be completed in Phase D
before Phase E is signed.

Section 3: Offshore Training Scheme

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 for a minimum of two hours per day claimed. The allowance of up to 25% of total
qualifying time in passive mode may only be completed during Phase B (up to a maximum of 30days). A minimum of 75% of the total DP sea time claimed must be done in active mode.
Note: The wording concerning the amount of passive sea time allowed has been changed toclarify the rules 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 shiphandling training using manual controls using only the thrusters available
after worst 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 a standalone 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 ahigh-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 conductedin passive mode.
The NI DP sea time days allow for many different DP vessel types and operations andspecify the minimum 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 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 onboard) 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. (See Section 5 for information about Shuttle Tanker days.)
Position mooring or thruster-assisted mooring (TAM): The time onboard a vessel with theclassification of POSITION MOORING or THRUSTER-ASSISTED MOORING (TAM) and DP classnotation 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.

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Section 3: Offshore Training Scheme

There is one page for each embarkation for recording DP sea time in the logbook. These pages willhold the information for 10 DP days so additional pages may need to be used to record all DP days
for the 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 in addition 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 Notefrom The Nautical Institute – Guidance to Masters and DPOs’, which is available on The NI website.
Note: Certificated 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
sections of the logbook. Candidates are eligible for admission on to the DP Simulator Course only
if the DP 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 andthe simulator courses (to a maximum of 30 days), will normally be counted towards the totalrequirement of 120 DP sea time days. However, the candidate must complete at least 30 DP sea
time days after the DP Simulator Course and obtain the Statement of Suitability signed by the
Master of the last vessel the candidate has served on before submitting their documents to The NI.
Note: Trainee DPOs completing the blended DP Induction Course return to the training centre
within three months after completion of the online theory lessons to complete the induction course
in its entirety. No sea time will be accepted until the induction course is completed in its entirety.
The DP sea time should be carefully and accurately entered in this section. It is important thatthe 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 thecompany 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 onboard 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 certified DPO onboard. If the Master is a certified DPO onboard, then anote shall be made in the logbook and the Master’s DP Certificate number must be annotated forverification. The Master can then sign both sections.
If the trainee DPO is the Master, they are permitted to sign off the task sections once the certified
DPO onboard has signed off the tasks for that section individually.

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Section 3: Offshore Training Scheme

3.7

DP sea time reduction
The period of supervised DP sea time days after the DP Simulator Course may be reduced by amaximum of 30 days by the satisfactory completion of an STR Course.
This course can be done straight after the Simulator Course, but trainee DPOs are required to
do a minimum of 30 DP sea time days onboard a classed DP vessel and have the Statementof Suitability signed by Master after the course. A company confirmation letter is required forverification of that DP sea time.
As with the other components of the scheme, all DP time or courses leading to reduction of DP
time must 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 onboard a DP2/3 classed vessel, or
120 DP sea time days, of which a minimum of 60 DP sea time days are onboard 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 onboard a DP1/DP2/DP3 classed vessel where less than 60 required
DP sea time days are completed onboard a DP2/3 vessel.
UNCLASSED DP VESSEL RESTRICTED CERTIFICATE will be gained if the trainee has:
120 DP sea time days onboard a DP Unclassed vessel, or
120 DP sea time days onboard a DP Class 0, or
120 DP sea time days with a mix of experience onboard 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.

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 onboard DP2 or 3 classed vessels, recorded in an NI DP logbook. Any DP sea
time logged onboard DP2 or DP3 classed vessels previously used to obtain the original Limited
Certificate cannot be counted again, but any other valid sea time on a DP2 or DP3 classed vesselsthat has been gained after the date the original Limited Certificate, or after a revalidated Limited
Certificate has been issued, and whilst the certificate is still valid, will count for the issuance ofan Unlimited Certificate. Only sea time that has been logged within the previous five years at
the time of application will be valid for this purpose. However, provided the application is madewithin three months of the date of the signing of the Statement of Suitability, the five years can becounted up to the date of signing. The NI will implement this on a case-by-case basis.

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Section 3: Offshore Training Scheme

When applying to upgrade to an Unlimited Certificate, The NI will require the logbook, a new
Statement of Suitability upgrade form signed by the Master of the last Class 2 or 3 vessel, theoriginal Limited Certificate and the confirmation letter from the shipping company for the new sea
time experience to be sent 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 numberthat was issued prior to their first DP Certificate. Once all qualification requirements have been
confirmed, The NI will issue an Unlimited Certificate.

3.10

Converting from Unclassed to Limited/Unlimited
Information on how to convert an Unclassed DP Certificate to a Limited or Unlimited DP Certificate
can be found in Section 6.

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Section 4: DP Self-Elevating
Platform (Jack-up) Training Scheme

4
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 onboard self-elevating vessels.
DP Self-Elevating Platform (Jack-up) training is completed differently from the Offshore Training
Scheme and trainees should look carefully at the differences. The training scheme uses the same
DP Offshore Logbook for recording the time onboard the vessel, but additional documents must
be completed.
It uses the same lettered phases as the offshore scheme, trainee’s record days onboard the DP
vessel and number of DP operations. A minimum of 60 days onboard a DP classed vessel plus 15 DP
operations must be completed in Phase B along with the task sections and then 60 days onboard a DP
classed vessel and 15 DP operations are also required for Phase D. The days onboard in Phases B and D
are to be recorded within these sections of the logbook. The DP operations that are completed during
this time onboard 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 the DP Self-Elevating Platform (Jack-up) Training Scheme also differs from the
Offshore Training Scheme. A separate task section document has been produced that will replace
the task sections within the logbook.
The task section may only be signed off by a certificated DPO onboard 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 onboard. If the Master is a certified DPO onboard,then a note shall be 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 thetime onboard the DP vessel in the logbook should match the Master’s signature for the tasks forthe dates that they were onboard.
If the trainee DPO is the Master, they are permitted to sign off the task sections once the certified
DPO onboard has signed off the tasks for that section individually.
Copies of the additional documents required for the DP Self-Elevating Platform (Jack-up) Scheme
can be 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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Section 4: DP Self-Elevating Platform (Jack-up) Training Scheme

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 thefollowing 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 to a 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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Section 4: DP Self-Elevating Platform (Jack-up) Training Scheme

4.4

Self-Elevating Platform (Jack-up) DP Certificate flowchart
Phase A:DP Induction course+
online examination
Phase B:
15 DP operations and minimum
60 days on board AND completionof task sections on board classed
DP 1, 2 or 3 vessels
Phase C:DP Simulator course+
online examination
Phase D:
15 DP Operations and 60 days on
board classed DP 1, 2 or 3 vessels
Phase E:
Statement of Suitability signed
off by Master of last DP vessel
Obtain company confirmation
letters, complete online DP
application and send documents
to The NI office
UNSUCCESSFUL: Candidate needs
to obtain more DP operations anddays on board of a classed DP
vessel as per NI requirements

No

120 days on board+
30 DP Operations?
Yes

RESTRICTED TO SELF-ELEVATING
PLATFORM VESSEL CERTIFICATE
Upgraded to Limited DP Certificate:minimum of 60 DP sea time days on
board certified class DP1 vessel+
statement of suitability signed by
the Master of the last vessel+
company confirmation letter are
required before submitting
documents to the NI
Yes

Upgraded to Limited DP Certificate:minimum of 60 DP sea time days on
board certified class DP2/3 vessel+
statement of suitability signed by
the Master of the last vessel+
company confirmation letter are
required before submitting
documents to the NI
Yes

LIMITED CERTIFICATEUNLIMITED CERTIFICATE
Definition of a self- elevating DP operation:
Site arrival, set-up on DP, approach and elevation

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The Nautical Institute Certification and Accreditation Standard, Vol.1

Section 5: Shuttle Tanker
Training Scheme

5
5.1

DP Shuttle Tanker Training Scheme
On successful completion of the Shuttle Tanker Training Scheme the DP operator will receivea Restricted Shuttle Tanker Certificate. This type of certification is restricted to DPOs who havecompleted their DP training onboard 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 atotal of four phases 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 onboard a shuttle tanker with participation inat least 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 seven offshore loading operation within 96 days, it will be necessary for the trainee
to undertake more sea time until they complete the eighth offshore loading operation as
required.
OR
Pathway B: Minimum of 96 days onboard 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 may be used to simulate a realexperience of approach to buoys and positioning during loading operations. The engine andbridge 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 andunderstanding as well as coping with errors, faults and failures + practical assessment+ online examination. (A minimum of 24 days sea time and two offshore loading
operations must be completed before the trainee 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 onboard a shuttle tanker withparticipation in at least two complete offshore loading operations to include field arrival, set-up
approach, connection, loading, disconnection and departure.
Phase 4: Statement of Suitability signed off by the Master of the last shuttle tanker vessel.
Applicants must also provide confirmation letters for all sea time and offshore loading operations.

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Section 5: Shuttle Tanker Training Scheme*A minimum of 24 days sea time and two offshore loading operations must be completed before
the trainee attends the DP Simulator Course.
The shuttle tanker vessel Master and the vessel operating company are both required toconfirm that the trainee’s practical experience and understanding is satisfactory. This provides
the assurance that the trainee’s recorded entries are legitimate and that they have achieved arecognised level of competence.
The Shuttle Tanker Scheme gives an aggregate minimum of 120 days onboard and a minimumof 10 loading operations as the pre-certification practical experience. The Phase 3 practicalexperience stage must comply with 24 days onboard and two complete loading operations– whichever limit is reached last. There is no option for any sea time reduction within thisprogramme, ie the Sea Time Reduction and Offshore Loading Courses will not reduce the sea timerequired 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 todisembarking 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 Masterand company 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
must complete 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
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.

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Section 5: Shuttle Tanker Training Scheme

Course A (see Annex D)One- or two-day training courses that are provided by either the training centres or the
manufacturers of position reference systems (PRS). These courses are recognised, not accredited,by The NI. More information regarding recognition of a course can be found on the website, The
Nautical Institute Academy Courses (nautinst.org).
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.

5.3

Shuttle Tanker DP Certificate flowchart
The components of the scheme are set out in the following flowchart, which illustrates the routethat 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 1:
DP Induction course+
online examination

Phase 2:96 days sea time + 8 offshore
loading operations + completionof task section in logbook+ Activities 1-3
Activities in Phase 2 can becompleted in any order

Activity 1
DP Simulator Course + practicalassessment + online examination
Activity 2
Training Course A (Position
Reference Systems Course)
Activity 3:
Training Course B (Shuttle
Tanker Specific Behaviours
Simulator Course)

Activities in Phase 2 can becompleted in any order

Phase 3:24 days seatime + 2 offshore
loading operations

Phase 3:24 days seatime + 2 offshore
loading operations

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

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

Complete online DP applicationand send documents to
The Nautical Institue office

NI assess andverifies documents.
Document complaints?

Total 120 days on board

SHUTTLE TANKER
CERTIFICATE ISSUED

28

Phase 2:96 days sea time + approved
onboard Simulation for 6 loading
operations + 4 real loading
operations+ completion of task
section in logbook + Activities 1-3

The Nautical Institute Certification and Accreditation Standard, Vol.1

Complete online DP applicationand send documents to
The Nautical Institue officeTotal 120 days on board

No

Yes

Applicant must re-join the above
process as instructed by
The Nautical Institue

Section 6: Revalidation criteria
and conversion routes forDP certificates6
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 the previous five years or work as a DP instructor at an NI-accredited training centre.
Any certificates dated on or before this date that had not been revalidated by 31 December 2019became invalid from 1 January 2020. Full reference to NI Circular 003/2019 should be made if
applicants are unsure how to revalidate 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 thefollowing routes for revalidation or conversion.

Route 1
Route 3: Conversion from Limited or Unlimited to
Shuttle tanker restricted certificate (option a and b)

RESTRICTED TO UNCLASSED VESSELS Route 5(or class zero DP vessel)
Route 1
Route 6

LIMITED CERTIFICATE(Class 1 DP vessel)

UNLIMITED CERTIFICATE(Class 2 or 3 DP vessel)

Route 7UNLIMITED CERTIFICATE(Class 2 or 3 DP vessel)

SHUTTLE TANKER CERTIFICATE(Class 1, 2 or 3 DP vessel)

Route 8SHUTTLE TANKER CERTIFICATE(Class 1, 2 or 3 DP vessel)

SELF-ELEVATING PLATFORM(Class 1, 2 or 3 DP vessel)

Route 10SHUTTLE TANKER CERTIFICATE(Class 1, 2 or 3 DP vessel)

LIMITED CERTIFICATE(Class 1 DP vessel)

Route 9

Route 4

Route 2:upgraded to

DP Initial training or upgrade route

29

RESTRICTED TO UNCLASSED VESSELS(or class zero DP vessel)

Route 9SELF-ELEVATING PLATFORM SCHEME

SHUTTLE TANKER SCHEME

OFFSHORE SCHEMEDP INITIAL TRAINING AND REVALIDATION ROUTE

The Nautical Institute Certification and Accreditation Standard, Vol.1

Revalidation route

Section 6: Revalidation criteria and conversion routes for DP certificates

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, thetrainee DPO must obtain at least 120 DP sea time days onboard a DP1 or DP2/3 classed vessel,
complete a new task section, have a Statement of Suitability form signed off by the Masterandobtain a confirmation letter from the company. DP1, 2 or 3 classed sea time used in theapplication before the issue of the Unclassed Restricted Certificate may be reused in theconversion 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 time must 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 to
The NI, along with their application, The NI DP Logbook, a new task section (a printable version
can be found 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 the shipping company for the new sea time experience.
The conversion DP sea time training must be logged in The NI DP Logbook, not in any otherlogbook. The conversion application must be completed through the online system, using thesame candidate customer account number that was issued with their first DP Certificate. At theend of this process, The NI will, if appropriate, issue a new Limited or Unlimited Certificate.
The chart below explains how this conversion is calculated by The NI
Example Initial application where persongained Unclassed Certificate New DP time presented for upgrade
DP seatime onunclassed
vessel

1

30

(A)
90

DP sea time DP sea time Total DP sea
on classed on classed time
vesselvesselNew DP sea New DP sea Total DP
time logged time logged sea time
on a classed on a classed on classed
vesselvesselvessels

DP1 (B)
This isequivalent
to TCVDP

DP2/3(B1)This isequivalent
to TCVDP

DP1 (RR)

1

23

20

40

(C)
150

60

The Nautical Institute Certification and Accreditation Standard, Vol.1

DP2/3 (SS)

0

(E)
60

How much DP sea
time this person
has done in total
onboard classed
vessel, summingup time for
initial certificate
and upgrade?
(B+B1+RR+SS)

120

NI verification of new DP sea time
towards Limited/Unlimited certificate
Result for a
Result for a
LIMITED Certificate FULL Certificatea.
(B+B1) +(RR+SS) >= 120 days.

a.
(B+B1) +(RR+SS) >= 120 days.

b.
(E) >= 60 days?

b.
(E) >= 60 days?

c.
SS>=60 days?

c.
SS>=60 days?

d.
d.
Certificate issued? Certificate issued?
a) Yesa) Yesb) Yesb) Yesc) Yesc) Nod) Cert. issuedd) NoSection 6: Revalidation criteria and conversion routes for DP certificates

2

43

52

40

135

25

20

45

137

a) Yesa) Yes

b) No

b) No

c) No

c) No. Candidate
needs another 40days on classed
vessel to reach aminimum of 60days required forfull certificated) No. Candidate
needs another 1
5 days on classed
vessel to reacha minimum of
60 days.
3

4

5

6

7

31

28

52

80

15

22

70

28

22

65

35

30

40

20

55

63

128

120

122

135

120

50

24

18

0

30

The Nautical Institute Certification and Accreditation Standard, Vol.1

28

40

41

81

5

78

64

59

81

35

178

132

101

201

133

a) Yesd) Noa) Yesb) Yesb) Yes

c) No

c) No

d) Cert. issueda) Yesd) Noa) Yesb) Yesb) Yes

c) No

c) No

d) Cert. issued
a) No

d) No
a) No

b) No

b) No

c) No

c) No

d) No. Candidate
needs 19 days onclassed vessel toreach a minimumof 120 daysa) Yesd) No. Candidate
needs 19 days onclassed vessel tototal the 120 days
required, being
these 19 days to bedone on DP Class
2/3 vessela) Yesb) Yesb) Yesc) Yesc) Yesd) Noa) Yesd) Cert. issueda) Yes

b) No

b) No

c) No

c) No

d) No. Candidate
needs 25 days onclassed vessel toreach a minimumof 60 days as
requiredd) No. Candidate
needs 55 days onclassed vessel toreach a minimumof 60 days as
requiredSection 6: Revalidation criteria and conversion routes for DP certificates

8

9

10

11

12

13

32

102

95

32

50

35

28

21

21

80

25

90

70

0

39

15

45

80

30

123

155

127

130

205

128

40

65

45

40

10

20

The Nautical Institute Certification and Accreditation Standard, Vol.1

10

0

35

23

0

55

50

65

75

63

10

75

71

125

175

133

215

175

a) No

a) No

b) No

b) No

c) No

c) No

d) No. Candidate
needs 49 moredays on classed
vessel to total
120 days and
10 to total aminimum of 60days required for
Limited Certificatea) Yesd) No. Candidate
needs 49 moredays on classed
vessel to total
120 days and aminimum of 50days on Class 2/3b) Yesb) Yes

c) No

c) No

d) Cert. issueda) Yesd) Noa) Yesb) Yesb) Yes

c) No

c) No

d) Cert. issueda) Yesd) Noa) Yesb) Yesb) Yes

c) No

c) No

d) Cert. issueda) Yesd) Noa) Yes

b) No

b) No

c)cNo

c) No

a) Yesd) No. Although d) No. Although
the candidate
the candidate
meets the 120
meets the 120
days required,days required,another 50 days another 60 days on
on a classed vessel classed 2/3 vessel
is needed to meet is needed to meetthe minimum 60 the minimum forfor upgrade
upgradea) Yesa) Yesb) Yesb) Yes

c) No

c) No

d) Cert. issuedd) No. Candidate
needs anotherfive days to reacha minimum of 60days on Class 2/3
vessel to obtainthe full certificate

Section 6: Revalidation criteria and conversion routes for DP certificates

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 onboard DP2 or 3 classed vessels. Any DP sea timelogged onboard DP2 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 theissuance 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 theapplication, the logbook, a new Statement of Suitability upgrade form signed by the Master ofthe last Class 2 or 3 vessel, the original Limited Certificate and the confirmation letter from theshipping 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 numberthat was issued prior to their 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 whowish 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 offshorecertificate (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 ofthe vessel on which the DPO has completed their DP sea time. To gain the Unlimited Certificate,
the candidate must have undertaken a minimum of 60 DP sea time days onboard a DP2 or DP3classed 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, they
will be required to undertake that part of the training again.

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Section 6: Revalidation criteria and conversion routes for DP certificates

Route 5, 6 and 7: Revalidation of ‘unclassed’ (Route 5), limited (Route 6) andunlimited (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.
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 minimumof 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 begiven 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 minimumof two years of The NI-approved CPD programme or complete The NI DP
Refresher Course. Those who do not meet all the new requirements will begiven 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 minimumof three years of The NI-approved CPD programme or complete The NI DP
Refresher Course. Those who do not meet all the new requirements will begiven 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 minimumof four years of The NI-approved CPD programme or complete The NI DP
Refresher Course. Those who do not meet all the new requirements will begiven 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 minimumof four years of The NI-approved CPD programme or complete The NI DP
Refresher Course. Those who do not meet all the new requirements will begiven 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. From 1 January 2029, applicants will receive the standard 3-monthindemnity letter once they have submitted and paid for their online application.

If the DPO/DPVM has 30 days or more DP sea time, The NI DP Refresher Course has tobe 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 secondor subsequent time, the DPO must follow the rules as per the relevant NI standard withrespect to sea time requirements. Refer to Annex F, Section 2.
If a DP professional has been engaged in an occupation The NI considers to be equivalent
to the necessary sea service (ie DP surveyor, DP consultant, DP auditor, DP superintendent,
DP supervisor), revalidation of their DP Certificate will require a minimum of 150 days in theactivity claimed in the preceding five years. After this, the requirements in Table 1 apply.
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Section 6: Revalidation criteria and conversion routes for DP certificates

If a DPO/DPVM is an NI-approved instructor, revalidation of their DP Certificate will requirea minimum of 150 days in the activity claimed in the preceding five years in addition tositting The NI online exam.
The Nautical Institute may also consider any other equivalent activities on a case-bycase basis. These might include writing FMEAs and other DP documents, participating inproving/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
signed by an accredited training centre.
In the case of a DP superintendent, DP consultant or DP supervisor, the letter must be signed by
the operations manager of the vessel where the person has performed the work/activity or, in thecase of a DP auditor, by NI’s authorised person. Unless an Unclassed Certificate is held, the sea time
for this route 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, eg, 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 thecriteria above (for the DPO) must be met. Masters holding a DP Certificate can claim for the DP sea
time due to their direct responsibility for, and supervision of, DP operations. In this case, the DP sea
time must be recorded 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: 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 for revalidating an NI DP certificate, the applicant will need to have completed a minimum of
150 DP days within the preceding 5 years and be able to provide DP sea time confirmation lettersfor 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
certification body but wishes to complete their training on an NI scheme, this will be consideredon a case-by-case basis.
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 onboard a vessel
with the classification POSITION MOORING or THRUSTER-ASSISTED MOORING (TAM) and DP classnotation can be counted towards the DP sea time obtained for revalidation purposes. DP sea
time can be claimed onboard a POSMOOR/TAM DP vessel only when the vessel does not have amooring system deployed. The company DP sea time confirmation letter must confirm that thetime was completed when the vessel did not have a mooring system deployed. If applicable, The
NI reserves the right to ask for further and more detailed information, such as a deck log.

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The Nautical Institute Certification and Accreditation Standard, Vol.1

Section 6: Revalidation criteria and conversion routes for DP certificates

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 (orFMEA) within a five-year period, plus completion of the applicable option in Table 1.
Participation in fewer 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 andcomplete all subsequent phases. Due to conversion, 24 days sea time can be deductedfrom 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
within a five-year period, in exceptional circumstances this requirement may be fulfilled byparticipation in an additional Simulator Course (such as Offshore Loading Phase 3) in lieu of
the trials, completed during this five-year period.

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. In order to gain the Unlimited DP Certificate, the candidate must have undertaken the 60
DP sea time days onboard a DP2 or DP3 classed vessel. If the time is completed onboard 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 daysin 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 monthsof the date of signing of the Statement of Suitability, the five years can be counted up to that dateof signing.

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The Nautical Institute Certification and Accreditation Standard, Vol.1

Section 6: Revalidation criteria and conversion routes for DP certificates

Route 10: Revalidation of restricted self-elevating platform certificates
To revalidate a Restricted Self-Elevating Platform Certificate, applicants need to complete aminimum of 40 DP operations in addition to completing the applicable option in Table 2. The
option to complete a Revalidation Course is currently under review.
Table 2 Revalidation matrix

37

1 Jan 2024

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations
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 forrevalidation.

1 Jan 2025

The holder of a Restricted Self-Elevating Platform Certificate with 40 DP operations
who is applying for revalidation will have to sit The NI Revalidation Course online
exam and complete a minimum of two years of a NI-approved CPD programme orcomplete 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 is applying for revalidation will have to sit The NI Revalidation Course online
exam and complete a minimum of three years of a NI-approved CPD programme orcomplete 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 DP operations
who is applying for revalidation will have to sit The NI Revalidation Course online
exam and complete a minimum of four years of a NI-approved CPD programme orcomplete 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 is applying for revalidation will have to sit The NI Revalidation Course online
exam and complete a minimum of five years of a NI approved CPD programme orcomplete 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 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. From 1 January2029, applicants will receive the standard three-month indemnity letter once they havesubmitted and paid for their online application..

The Nautical Institute Certification and Accreditation Standard, Vol.1

Section 6: Revalidation criteria and conversion routes for DP certificates

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 havetheir certificate 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 asigned 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 inan 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 througha confirmation letter. The confirmation letter must be signed by the operations manager or aperson of equivalent position.
Note: 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 Certificate 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
the past 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 and applies to alltime logged on or after 1 January 2015.

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The Nautical Institute Certification and Accreditation Standard, Vol.1

The Nautical InstituteAnnex ADP Induction Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI DP Induction Course
Title

VersionDate

NI DP Induction Course

1

27/02/2024

Table of changes
Page

41

Subject

The Nautical Institute Certification and Accreditation Standard, Vol.1

Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction................................................................................................................................................................43
2. Minimum Entry Qualification Requirements..........................................................................................43
3. Number of Hours.....................................................................................................................................................43
4. Ratio of Students/Instructors/Equipment................................................................................................44
5. Delivery Method.......................................................................................................................................................44
6. Course Aims.................................................................................................................................................................45
7. Course Objectives....................................................................................................................................................45
8. Course Assessment.................................................................................................................................................50
9. Online Assessment..................................................................................................................................................50
10. Practical Assessment...........................................................................................................................................50
11. Blended Learning For Induction Course Only.....................................................................................50
12. Online Induction Course Only (Theory Part)........................................................................................51

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Annex A: DP Introduction Course

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 arebeing 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 theapplication and submission of documents to The NI. In the event that any of these courses falloutside 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 theStatement of Suitability are recorded. The subsequent DP sea time following the Induction Course
provides the opportunity to complete the task sections in the logbook.
The grey logbook is issued to trainee DPOs that started their training after 1 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 thenew offshore scheme will also be issued with a grey logbook.
Trainee DPOs attending an Induction Course after 1 January 2015 will only be permitted to countDP sea time gained after attending the course. Applications received at The NI under the oldscheme 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
the time is spent on teaching DP theory and 20% on practical exercises. Usually the Induction Course
is delivered 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 its existing class schedule. In allother aspects the course must conform to all other training scheme standards.

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Annex A: DP Introduction Course

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 the principles of DP operation. In order to achieve this, The NI allows a maximum of eightstudents per class being taught by one instructor. If more than eight students are enrolled on thecourse, a second instructor will be required to assist with practical exercises. In this case, the nameand signature of the second instructor should be reflected in the attendance list of the course andpractical exercises.
Centres are allowed to seat two students per DP console, which is sufficient to reconcile theavailability of equipment and the need to provide sufficient hands-on experience. If this is thecase, the ratio for the Induction Course is one instructor to eight students and four DP consoles.

5.

Delivery Method
At the start of the Induction Course The NI DP Operator training scheme is to be outlined, including
the need 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 the trainee to various DP operational modes. The topics to be covered on the Induction
Course are to include:
5.1 General principles of dynamic positioning.
5.2 The elements of a DP system:
i.
ii.
iii.
iv.
v.
vi.

Computers and control elements.
Position reference systems.
Heading reference systems.
Wind sensors and other environment reference systems.
Power generation elements and the UPS.
Thrusters and manoeuvring systems.

5.3 Position reference systems and other sensors; their principles of operation, their use,
operational merits and limitations.
5.4 Practical demonstration and operation of a typical DP system.
5.5 DP vessel operations: hazards associated with certain types of operation, eg shallow waterand strong tides.
5.6 Power generation, distribution and management.
5.7 DP watchkeeping 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
and delivered with an adequate level of simulation. This equipment must meet the requirements
set out in Annex 5 of the Accreditation and Certification Scheme Standard Volume 2. The
minimum equipment required for the Induction Course is Class C simulators.

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Annex A: DP Introduction Course

6.

Course Aims
At the end of the course the student should:
a. Know the principles of DP.
b. Have a basic understanding of how to set up a DP system.
c. Have an understanding of the practical operation of associated equipment, including
position reference systems.
d. Be able to recognise the various alarm, warning and information messages.
e. 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.
f. Be able to relate DP operations to the existing environmental conditions of wind, sea state,current/tidal stream and vessel movement.

7.

Course Objectives
The following is a list of the objectives to be attained by trainee DPOs by successful completion of
the Induction Course.
By the completion of the training session or period for the DP control station the trainee
should be able to:
7.1 Define Dynamic Positioning.
7.2 Explain the need for Dynamic Positioning in various types of vessel.
7.3 Describe the six freedoms of movement of a vessel.
7.4 State which of the six freedoms of movement are controlled under DP and which are monitored.
7.5 Describe the following aids to manoeuvring commonly fitted to DP vessels, including
their practical and operational advantages and disadvantages: fixed and controllable-pitch
propellers, azimuth thrusters, Azipod thrusters and tunnel thrusters.
7.6 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.
7.7 Describe the various modes of DP operation, including manual control, semiautomatic control
and automatic control. In addition, describe the following common specialist functions: ROV
follow (follow sub), follow target, track follow (auto track), minimum power (weathervane) andriser angle mode.
7.8 Discuss the concept of mathematical modelling of vessel behaviour characteristics andappreciate the advantages and limitations/disadvantages of this technique.
7.9 Outline the power requirements of a DP vessel system and describe a typical diesel-electric
power installation.
7.10 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.
7.11 Describe the following sensors associated with DP installations: vertical reference sensor/unit,
motion reference unit, gyrocompass, wind sensor (anemometer) and manual draught input sensor.
7.12 Describe the concept of centre of rotation and the provision of alternative centres of rotation.
7.13 Describe consequence analysis as carried out by a Dynamic Positioning system.

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Annex A: DP Introduction Course

By the completion of the training session or period, for the power generation andmanagement the trainee 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 and vessel FMEA.
7.15 Describe the power supply and distribution arrangements in a typical hybrid diesel/dieselelectric DP vessel. (Main CPP or direct-drive azimuth thrusters)
7.16 Recognise the power requirements of DP vessels and explain the concept of available powerand spinning 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 particularreference 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 equippedvessels: for example, main propellers and rudders, azimuth thrusters, Azipod thrusters andtunnel thrusters, waterjet and Voith Schnieder propellers.
7.20 Describe the importance of monitoring the displayed values of setpoint and feedback data
for thruster 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 D escribe the various types of hydroacoustic beacon: transponder, responder and pinger/beacon.
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.

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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 aredelivered by satellite communications.
7.35 List the sources of error and inaccuracy associated with the DGNSS system, describing theeffects 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 Systems (INS) and the methods of using INS toenhance existing PRS performance.
7.45 Discuss the relative accuracy and reliability of PRS, together with the methods used to apply
weighting and pooling and voting when more than one PRS is used. Median rejection of 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 the trainee 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.

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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 theconsequences of deselecting 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 cabletension and pipe tension monitoring.
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 andancillary equipment.
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 thevessel’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
and the possible loss of heading or position if another failure occurs after a worst case failure(part loss 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:48

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7.68 MO (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 (eg ABS DPS-2) or letters {egLloyd’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:7.84 Demonstrate the use of the joystick to manoeuvre the vessel and bring the vessel to a stop ina seamanlike manner.
7.85 Demonstrate the correct procedure for setting up the DP system in both manual andautomatic modes.
7.86 Demonstrate position and heading change manoeuvres, using both automatic and manual
DP facilities.
7.87 Demonstrate the use of commonly provided functions on the DP control panel. As aminimum, including Gain, Fixed Azimuth mode and Thruster bias.
7.88 Demonstrate the use of common modes found on a DP system, as a minimum Track Follow,
Minimum Power and ROV Follow.
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8.

Course Assessment
Not Applicable

9.

Online Assessment
In order to be awarded a certificate of completion for the Induction Course the trainee must passan online assessment at the training centre. The exam is composed of multiple choice questions
and shall be completed in 1 hour 15 minutes. The online assessment will consist of 40 questions
and shall be completed with a pass mark of 70%.
Students who fail at the first attempt are allowed to have another two attempts within six monthsof the first attempt; however, the second attempt must be undertaken within 96 hours of the firstattempt. Failing these three initial attempts, the student is required to repeat the Induction Course
and undertake the 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’slogbook in which their courses, 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: Computer-based training; 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 and debrief 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 which aminimum 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.
The course must comply with the aims and objectives and shall be assessed by The NI on a caseby-case basis.

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During the CBT portion of the course, computer assessments for each unit of material covered will
be administered to verify that the trainee understands that material. The pass mark will be 70% for
these interim 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 alevel of understanding aligned with other trainees in the class.
One instructor should be allocated to support each student and support should be given sevendays a week 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 mustbe aligned 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 andreceive 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 commencementof practical 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,
practical and online exam.
The Nautical Institute reserves the right to review the online course delivery from time to time. If
the online 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

Dynamic Positioning (Induction)

Day and Session

Day 1 – Session 1

Topic/Lesson

Introduction to the concept of DP

Aims

52

1.
2.
3.
4.

To introduce Dynamic Positioning concept in floating vessels.
To describe the utility of DP in different type of vessels.
To describe the seven elements of DP.
To introduce six degrees of freedom in DP.

Objectives

On completion of this session the participants will have gained:a. An understanding of concept of DP and how it helps different types ofvessels in performing their operation.
b. An insight of the seven components of DP and how each component
plays its part in DP operation.
c. An understanding of six degrees of freedom and how DP controls threedegrees of freedom to maintain vessel position.

Total Time

Content/Activity

1 hr

Introduction to the concept of DP

15 mins

Specific Content of the Lesson:
1. Concept of Dynamic Positioning:a. Definition of DP.
b. Brief background of need to have DP for
offshore operations.
c. What type of vessels use DP system.

Training Aids

1. Film/video.
2. P rojector and Power
Point Presentation No.1.
3. White board andmarker pen.
4. DP simulator.

20 mins2.

T he seven components of DP, their brief
description and role in DP operation:a. Operator.
b. HMI – Human Machine Interface. DP
Console and Independent Joystick.
c. DP Controller.
d. Sensors.
e. Position Reference Systems.
f. Power Plant.
g. Thrusters.

1. P rojector and Power
Point Presentation No. 2.
2. White board andmarker pen.
3. Sensor models.
4. PRS models.
5. DP simulator.

20 mins

3.

The six degrees of freedom of a vessel:a. Describe roll, pitch, heave, surge, sway andYaw movements of the floating vessel.
b. Explain that only surge, sway and yaw canbe controlled by DP by use of sensors, PRSs
and thrusters.
c. Briefly explain through line diagrams on how
surge, sway and yaw are controlled by DP.

1. Film/video.
2. P rojector and Power
Point Presentation No. 3.
3. White board andmarker pen.
4. DP vessel model.

05 mins4.

Summing up and question / answers.

As required.

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The Nautical InstituteAnnex BDP Simulator Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI DP Simulator Course
Title

VersionDate

NI DP Simulator Course

1

27/02/2024

Table of changes

55

Page

Subject

64

Failure Mode Checklist

The Nautical Institute Certification and Accreditation Standard, Vol.1

Original content v1(January 2023)

New content v1(February 2024)
The Failure Mode
Checklist amendments

Table of contents
1. Introduction................................................................................................................................................................57
2. Minimum Entry Qualification Requirements..........................................................................................57
3. Number of Hours.....................................................................................................................................................57
4. Ratio of Students/Instructors/Equipment................................................................................................57
5. Delivery Method.......................................................................................................................................................57
6. Course Aims.................................................................................................................................................................58
7. Course Objectives....................................................................................................................................................59
8. Course Assessment.................................................................................................................................................63
9. Online Assessment..................................................................................................................................................63
10. Practical Assessment...........................................................................................................................................63
11. Failure Mode Checklist.......................................................................................................................................64
12. Summary of Simulation.....................................................................................................................................75
13. Recording Student Performance, Form...................................................................................................76
14. DP Set-up Practical Assessment Skills Form (Assessor)..................................................................78

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1.

Introduction
DP Simulator Course has a three-part assessment process:
1.1 D
 P Set-Up Practical Assessment, undertaken as the course progresses. This must be
successfully completed and competence to perform tasks is a requirement to pass the course.
1.2 Online Exam at completion of course which needs to be passed.
1.3 Formative Assessment, which is feedback given to students throughout the course. This
may vary from centre to centre but should consist of:i. briefing, consisting of Scenario Objects (SMART) and feedback criteria (how to measurea participant’s 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 havecompleted 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 todeal with paperwork or administer exams this time shall be added to the 28 hours. It is suggested
that a split of 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 discretionof 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 simulator systems are available in a training centre, “best practice” is to keep eachtrainee on 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 feedbackon their training needs during classroom tuition.

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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 andprinciples 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 theplanning and conduct of typical DP operations, including the handling of emergencies. Particularemphasis should be placed upon teamwork within the role-play scenarios.
A typical installation will consist of a redundant DP system interfaced with a simulator systemcoordinated by 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 onboard a vessel. Communications form an
important part of 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
the status board incorrectly at the beginning of a scenario to discover if the trainees arecompleting 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
to include 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 atleast 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 primaryplanned crisis in short order.
Training centres must ensure all sources of time keeping are aligned and synchronised. Especiallyfor the recording 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.

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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 Act in line with the appropriate Area-Specific Operating Guide (ASOG)

7.

Course Objectives
Operation and DP System
7.1 Demonstrate ability through participation in exercises to set up, operate and carry out
manoeuvres using the DP system under the following control modes:
Manual mode

Joystick control of surge, sway and yaw.

Mixed manual/ 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.

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

ROV follow and working other DP vessels.

Track follow mode

Vessel following a setup of waypoints.

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
and automatically sets vessel heading to minimise 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 planning andconduct of DP operations.

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7.6 Using vessel and other data such as capability plots (paper or electronic), footprint plots toassess the capability of the vessel to complete successfully any proposed operation without aloss 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 programme.
7.6.2 Review FMEA and Annual DP Trials:
i.
ii.
iii.
iv.
v.

Define the two main sections of an FMEA.
Explain reason why Class 2 and 3 vessel need FMEA.
Identify Worst Case Failure.
Explain the reason for using the FMEA to develop Activity Specific Operation
Guidelines (ASOGs).
Identify and understand the reason for annual DP trials.

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 and what will trigger a change of status and theaction required.
7.7.2 Understand CAM and TAM tables and decide on which mode to operate under, based ona 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.

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7.9 Describe appropriate procedures to be followed when approaching a work site andtransferring from 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 set-up/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
and task-specific communications as per IMCA M103-Guidelines for the design and operationof dynamically positioned vessels, for the exercise being conducted.
7.12 Conduct vessel positioning manoeuvres and station keeping functions following operational
plans and 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.

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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 Maintain the appropriate logbooks and records pertaining to DP operations including IMCA
incident report forms, fault logs, position reference systems logs.
7.16 Evaluate the various information, warning and alarm messages communicated to the operator.
7.17 Relate the content of the messages in 7.5 above to the actions necessary in relation to the
DP operation.
7.18 Understand Activity Specific Operational Guidelines.

Emergency Procedures
7.19 Recognise the conditions (as per main headings in failure mode check list – see final sectionof this annex – thrusters, sensors, position references, power, environment and miscellaneous)that will degrade operational or emergency status.
7.20 Recognise the warnings and alarms associated with conditions as per 7.19.
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.

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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 thecriteria against which the student’s performance will be measured.
8.1 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 the simulator.
8.2 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.

Re-Test Policy
The DP Set-up Practical Assessment may not be retaken; it must be passed on the first attempt. If
the test is failed, the 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 passan online assessment at the training centre. The exam is composed of multiple-choice questions
and shall be completed in 1 hour. The online assessment will consist of 30 questions and shall becompleted 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 monthsof the first attempt; however, the second attempt must be undertaken within 96 hours of the firstattempt. Failing these three initial attempts, the student is required to repeat the Simulator Course
and undertake the 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 thecriteria 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 the simulator.
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.

63

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Annex B: DP Simulator Course

11

Failure Mode Checklist
The Nautical Institute
DP Simulator Course

Course dates:
From:
To:
Instructor:

No.

Failure Mode (Thrusters)

Corrective Action
Note: Corrective actions,indicated below, should
be applied with due
consideration to thecircumstances of each case.

1

Most useful thruster, or any
thruster, fails to 100% pitch/
rpm. (Feedback indicates 100%)

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.

Alternatively fail to 100%
but have feedback indicate
differently (i.e. - 50% or other).
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
indicating direction
180° opposite
to actual.
f. Fail thruster tofull, with feedback
frozen at value seen
before failure.
2

64

Most useful thruster, or any
thruster, feedback indicates
100% pitch/rpm but thruster isworking normally. Could also
set faulty feedback value toless than 100%.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Detect fault. Is headingor position changing?
Emergency stop thruster,
if required. (Deselection ofthruster does not stop thrust.)
If thruster is not stopped (DPcontinues 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.

Completed

Exercise No.

Annex B: DP Simulator Course

3

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

65

Detect fault. Is headingor position changing?
Emergency Stop thruster,
if required. (Deselection ofthruster does not stop thrust.)
If thruster is not stopped (DPcontinues 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.

4

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

Consider vessel capability
after loss of thruster. Takeaction as required. Update DP
Status, as required.

5

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

Detect mistake. Inform engine
room. Determine effect of theloss of this thruster has on
vessel capability. Update DP
Status, as required.

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 theerror is below alarm limits
and only detectable by DPO
observation of setpoint/
feedback data. (Possibly
azimuth 180° off setpoint.)

Detect fault. Consider vessel
capability. Have thrusterchecked and take corrective
action as required. (Non-alarm
event might not be noticed
by DPOs.)

7

Freeze a thruster (setpoint)
after the vessel has settled
on position and heading. (Ifa good model has built up
there may be no alarm until
weather conditions change ora move is input.)

Detect fault. (There may be no
alarm if weather conditions
are constant and the current
model is built up.)8

Present a situation where athruster/thrusters is down
for maintenance. Vessel
has sufficient remaining
thrusters to hold position andcomplete the task assigned.
However, when ½ partial
blackout occurs, there will
be insufficient thrusters
online to maintain position
control. (Vessel does not haveredundancy with thruster/thrusters down.)

Project should not progressuntil adequate thrusters
are available.

The Nautical Institute Certification and Accreditation Standard, Vol.1

The DPO must monitor thethruster setpoint/feedback andunderstand the information.

Annex B: DP Simulator Course

9

Any of the thrusters down
for maintenance. No effecton redundancy.

Consider effect of thruster loss
on vessel capability.

10

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

Consider vessel capability after
loss of thruster. Update DP
Status, as required.
Emergency Stop of the Thrusters
to limit any further damage.

11

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

Shutdown thrusters or move
vessel (as required) to prevent
ROV contacting thrusters.
Give consideration to DP
operation and redundancy
while doing so. (Was umbilicallength considered during
planning of operation? Does
ROV have positive or negative
buoyancy?) Update DP Status,
as required.

12

Thrusters in fixed azimuth
mode, in light weather
conditions. Increase
environmental loads to thepoint where vessel will not
maintain position in fixed
mode. Note: Not possible if
the simulated vessel doesn’t
have a fixed azimuth mode.

Thrusters should be switchedto free slew as required toprevent loss of position.

No.

Failure mode (Sensors)

Corrective action

13

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

Position vessel at a distancefrom platform such that
excursion caused by anincrease in wind will not cause
a collision. (Be aware that thewind sensor is not registering
actual wind.)

14

Wind sensor sees an extra wind
(50 knots) for a short period
due to helicopter arrival.

Deselect wind sensor before
helicopter arrival. Reselectafter departure. Note someDP systems will just reject thewind from the system, this is aproblem if the wind is from astorm front.

15

False high wind reading
registering in DP system(wind sensor sending
higher speed to DP thanactual wind).

Ascertain real order ofmagnitude of wind, deselectwinds ensors, and monitor
any vessel movement
and correction.

Possibly input false reading of
88 knots or other.

66

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex B: DP Simulator Course

16

Anemometer fouled (possibly
by halyard). Gives fixed winddirection and speed error.

Determine cause of fault. Initiate
action to have fault corrected.

17Single anemometer failure.

Initiate repairs. Checkremaining anemometer/
anemometers, for quality of
data, to determine if operation
can continue.

18

Selected gyro drifting slowly;
three gyros online.

Investigate gyro error. (If all
three gyros are selected, voting
should eliminate faulty gyro.)
Update DP Status, as required.

19

Selected gyro drifting slowly;
two gyros online.

Investigate gyro error.
Attempt to determine which
gyro is in error. (If difference
becomes too large and faulty
gyro cannot be determined,
consideration must be given
to stopping DP operations.)
Update DP Status, as required

20

Single gyro failure

Consider effect on
redundancy. Initiate repairs.
Check remaining gyro/gyros.
Update DP Status, as required.

21

Fail gyros (dependent
on number selected) tocause position dropout/model control.

DP Operation to besuspended until problem iscorrected. Vessel move to asafe location, if required.
Update DP Status, as required.

67

22

Motion sensor selectedjumps 5o static angle. (Jump
magnitude can vary.)

Investigate alarm. Determine
effect, if any, sensor fault hason position references. Update
DP Status, as required.

23

Single motion sensor failure.

Consider effect on
redundancy. Initiate repairs.
Check remaining sensors.
Update DP Status, as required.

24

Incorrect draught input. Either
incorrect manual draught
input or draught sensor error.

Detect error and takeappropriate action to ensure
correct input.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Annex B: DP Simulator Course

No.

Failure mode
(Position references)

Corrective action

25

A perfect (frozen) positionreference updating DP withconstant position. Requires
a situation where only one
reference or two of the same
type are selected (eg DGNSS).

(Vessel likely to drift-off
due to frozen reference.)
Detect fault. Enable stablereferences, if available, anddeselect faulty references.

26

GNSS signals/ DGNSS
correction signals blocked
because of close proximity
to platform.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference, if required/available.
Consider loss during operation
planning. Should have been
picked up during planning,change to a different
correction source.

68

27

DGNSS correction signals
blocked/ become noisy
due to atmospheric/scintillations interference.

Check standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference if required/available.

28

Signal lost due to an object(such as a crane or othervessel) passing between
Artemis (fixed/mobile
antennas), Fanbeam/Cyscan(sensor/reflector) or RADius/Radascan (interrogator/transponder).

Determine cause (line of sightblocked). Check standingorders/field procedures forminimum references. Update
DP Status, as required. Activate
standby reference if required/available. Consider loss during
operation planning.

29

Fail RADius/Radascan due tobattery failure in transponder.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

30

Fanbean/Cyscan/Spottrack
signal fails due to rain
showers, snow or fog.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex B: DP Simulator Course

69

31

Drift Fanbeam/Cyscan, due tosystem switching targets andacquiring reflectors on the
coveralls of a moving worker(on a platform).

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

32

Fail HPR transponders due toexcessive noise.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

33

HPR interference due toanother vessel in the area
using the same transponder.

Check with other vessels in area
before deploying transponders.

34

Fail HPR transponders due tobattery failure or due to HPRsystem failure.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss during
operation planning.

35

Making position moves whileworking in shallow waterusing Taut Wire and/or HPR
as references.

Take shallow water into accountand expect large number of
replumbs and possibly noisy
HPR. If possible, deploy surface
references as backups.

36

Taut Wire fouled, for example
by ROV, diver, downlines or
air lines.

Monitor divers/ROV closely.
Make all parties aware of Taut
Wire/HPR locations. Deploy
standby reference or fix
problem with fouled reference.

37

Taut Wire failure due tomechanical problems.

Check standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference if required/available.
If no standby reference,
consider effect on vessel
operational status.

38

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

Have standby reference
available for activation/
deployment. If no standbyreference, consider effecton vessel operational status.
Update DP Status, as required.

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Annex B: DP Simulator Course

70

39

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

DP Operation to besuspended until problem iscorrected. Vessel move toa safe location if required.
Check standing orders/fieldprocedures for minimum
references. Activate standbyreference if required/available.

40

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

Detect fault. Check standingorders/field procedures forminimum references. Update
DP Status, as required. Activate
standby reference if required/available. (With no weight thereference is not acceptable.)41

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

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 tauthawser mode if FSOG permit.

42

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

Use all means to assesschange in relative position –such as hawser catenary and/or tension. Stop cargo transfer
operations. Prepare to abort
operation or consider tauthawser mode if FSOG permit.

43

Drift-one of two online DARPS
systems. (Shuttle Tanker,
Tandem Loading.)

Detect fault. Determine whichof the two DARPS has an error.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Check standing orders/fieldprocedures for minimum
references. Activate standbyreference, if required/available.

Annex B: DP Simulator Course

71

No.

Failure mode (Power)

Corrective action

44

Vessel equipped withswitchboard that can bedivided into at least two
sections with a bus tie
breaker. Half the switchboard(1 section) has a blackout
causing the loss of thethrusters it supplies. Vessel
working upwind of platform
and near capability limits(with one Bus section offline).

This would be a worst-casefailure and vessel needs to
go to Yellow alert, safely stop
operations and then move
vessel to a drift-off position
and move outside 500m.

45

Complete blackout due tofailure of bus tie breaker
to work properly. (When
operating with common bus.)

Monitor position while drifting.
Prepare for immediate action
on return of power supply.
Update DP Status, as required.
Emphasis on bridge-ER
communication/coordination.

46

Start operation withminimum number ofgenerators. Increase
environmental loads. (Power
management system fails toreact to increased demand.)

Monitor power usage
and request start of extra
generators as required.

47

Generator/generators failduring operation.

Consider effect of reduced
power capacity on capability ofvessel. Bring extra generators
online (if available) to replacethose lost. Move vessel to safe
location if required. Update DP
Status, as required.

48

Generator/generators out ofservice either due to failure orfor maintenance.

Consider effect of reduced
power capacity on capability.

49

Vessel equipped withswitchboard that can bedivided into at least two
sections with a bus tie breaker.
At exercise start, should half
the switchboard (one section)
have a blackout, vessel does
not have required redundancy
to conduct the operation.

Operation should notcommence until required
redundancy level canbe achieved.

50

Start exercise with common
Bus and all online generatorson either Bus 1 or Bus 2.
(Blackout on that side willcause complete blackout)

Generators in use should be
set so that power is available
on both busses.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex B: DP Simulator Course

72

51

Start exercise (operation
which requires the vessel tomeet Class 2 redundancy
requirements) with common
bus and all generators online.

The bus should be split, withadequate generators online tomeet redundancy requirements,
before starting operations.

52

Complete blackout. Then
make all thrusters available
and give back only one
generator or multiple
generators that haveinsufficient power to meetthrust requirements for thecurrent scenario.

Monitor position while
drifting. Prepare for immediate
action on return of power
supply. Decide how best
to utilise available power/
thrust so as to minimise lossof heading/position and thepossibility of further blackout.
Update DP Status, as required.

No.

Failure mode (Environment)

Corrective action

53

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

Observe degrading
weather closely and takeaction before vessel loses
redundancy or ability tosafely conduct operation.

54

Change current and/or wind180o causing a blow-off
situation to become a blowon situation. (Possibly use inconjunction with item 55.)

Determine effect on vessel
capability. Determine if it isstill safe to conduct operation.
Update DP Status, as required.

55

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

Change vessel heading/position to reduce current load.
Suspend operation if heading/position change not possible.
Update DP Status, as required.

56

Wind shift from ahead tothe beam. (Wind speed
such that redundancy limits
are exceeded.)

Determine effect on vessel
capability. Adjust heading or
position if required. Update DP
Status, as required.

57

Sudden wind shifting in bothspeed and direction due tothunder storm activity. (10knots on bow to 50 knots on
beam in 45 seconds.)

Determine effect on vessel
capability. Adjust heading or
position if required. Update DP
Status, as required.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex B: DP Simulator Course

No.

Failure mode
(Miscellaneous)

Corrective action

58

Vessel is conducting
subsea operations (such as
diving, pipe laying or ROV
operations) on the lee sideof a platform. There is thena serious gas leak at theplatform. Also applicableto DP Shuttle Tanker whenconnected to an FPSO during
tandem loading operations.

Consider the effect of the leakon the vessel and the dangers
it presents. Take action
to immediately suspend
operations and prepare to
move the vessel to a safe
location. Update DP Status,
as required.

59

Unknown external force
causes position excursion (egvessel alongside comes incontact, thruster wash, loadon crane becomes fouled,crane lift was not vertical,
tension on cargo hosewinching line)

Determine cause of excursion
and take action to remove
force. Consider possibility of
excursion during planning.
Update DP Status, as required.

60

Fire (false alarm or actualfire) or flooding. Possibly in acompartment containing DP
related equipment.

Determine effect (if any) on
vessel capability. Monitor toensure that vessel remains
within operational limits.
Suspend DP operations andmove to a safe location, if
determined to be a real fire.
Update DP Status, as required.

61

Man overboard near running
thruster/thrusters.

Shut down thruster/thrusters,
if required. Determine effectof the shutdown on vessel
capability. Monitor to ensurethat vessel remains within
operational limits. Possibly
suspend DP operations andmove to a safe location,
depending on the results of
shutdown/recovery operation.
Update DP Status, as required.
Raise MOB Alarm.

73

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Completed

Exercise No.

Annex B: DP Simulator Course

Offshore scheme
Mandatory: It is compulsory for training centres to apply at least one item from each section(Thrusters, Sensors, Position Reference, Power, Environment and Miscellaneous) 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 discuss them during the debriefing. In the case ofdebriefing, 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 B: DP Simulator Course

12.

75

Summary of Simulation
Team 1Team 2

Team 3

Team Members

Team Members

Team Members

Wind:

Wind:

Wind:

Current:

Current:

Current:

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

500m Checklist Completed:

500m Checklist Completed:

500m 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

The Nautical Institute Certification and Accreditation Standard, Vol.1

Annex B: DP Simulator Course

13.

Recording Student PerformanceStudent Performance – DP advanced
competence checklist
NI Competence
1. Operation of a DP System
1.1

1.2

Participant name:
Date:
Course:Tax code

Demonstrate an ability to set up and operate the DP
system under the various control modes, and to carryout manual, mixed manual/automatic manoeuvres.

A

Demonstrate the operation of position reference
systems, sensors and peripheral equipment
associated with the DP system.

A

Checked2. DP Operation
2.1

2.2

2.3

2.4

2.5

2.6
2.7
2.8

2.9
2.10
2.11
2.12
2.13

76

Interpret vessel plans and specifications, capability
diagrams and other data relevant to the planningand conduct of DP operations.

A

Using vessel and other data assess the capabilityof the vessel to complete successfully andproposed operation.

A

Carry out risk assessment exercise on proposed
operations and determine the level ofredundancy appropriate.

A

Make appropriate contingency plans to coverany foreseeable system failure or operational
requirement. Contingency planning to include
appropriate escape routes for the vessel.

A

Demonstrate compliance with appropriate
procedures to be followed when approaching any
work site and transferring from conventional vessel
control to DP control.

A

Demonstrate effective completion of Pre DP andother checklists.

A

Demonstrate effective communication needed
during DP operations and the testing procedures.

A

Conduct vessel positioning manoeuvres andstation keeping functions following operational
plan and procedures.

A

Organise DP watchkeeping procedures observing
recognised safe working practices.

I

N/A

Conduct appropriate watch handover procedures,completing appropriate checklists.

A

N/A

Maintain the appropriate logbooks and records
pertaining to DP operations.

A

Evaluate the various information, warning and alarm
messages communicated to the operator.

I

Relate the content of the messages in 2.12 above tothe actions necessary in relation to the DP operation.

I

The Nautical Institute Certification and Accreditation Standard, Vol.1

N/A

Comment:

Annex B: DP Simulator Course

3. Emergency Procedures
3.1
3.2
3.3

3.4

Recognise the conditions that will cause degraded
operational status or emergency status.

K

Recognise the warnings and alarms associatedwith catastrophic failure.

K

Evaluate the various factors to be taken into
account subsequent to any system failure anddetermine appropriate actions.

I

Carry out procedures to stabilise the vessel positionand heading subsequent to a variety of system failures
and take appropriate decisions and actions relating to
the continuance or abandonment of the operation.

I

Levels of Cognition
Level 1: Knowledge (K)To remember or 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.
Level 3: Application (A)To use previously-acquired information in new and concrete situations to solve problems that havesingle or best answers.
Level 4: Integration (I)To separate information into its component parts, to examine such information to develop divergent
conclusions by identifying motives or causes, making inferences and or finding evidence tosupport 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, withgiven purpose, without real right or wrong answers.
Instructor Name:

Date:

Sign:

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Annex B: DP Simulator Course

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 orlead the student.
The student must pass every item on the list below to be successful. If the student does notpass this DP Set-up Practical Assessment, they 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 manoeuvreswitch from manual 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
1. Check/enable the gyro/compasses in accordance withthe vessel’s DP classification
2. Check/enable the wind
sensors in accordance with thevessel’s DP classification
3. Check/enable the motion
sensors in accordance with thevessel’s DP classification

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Check/enable the sensors

Annex B: DP Simulator Course

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
2. Stabilise position andheading. 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
2. Control the vessel using
auto sway/athwart mode
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 powersystem configuration is inaccordance with the vessel’s
DP classification
6. Check thrusters settings
Student signature:

Assesor signature:79

The Nautical Institute Certification and Accreditation Standard, Vol.1

The Nautical InstituteAnnex CSea Time Reduction Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI Sea Time Reduction Course
Title

Version

Date

NI Sea Time Reduction Course

1

27/02/2024

Table of changes
Page

82

Subject

The Nautical Institute Certification and Accreditation Standard, Vol.1

Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction................................................................................................................................................................84
2. Minimum Entry Qualification Requirements..........................................................................................84
3. Number of Hours.....................................................................................................................................................84
4. Ratio of Students/Instructors/Equipment................................................................................................84
5. Delivery Method.......................................................................................................................................................84
6. Course Aims.................................................................................................................................................................85
7. Course Objectives....................................................................................................................................................85
8. Course Assessment.................................................................................................................................................87
9. Online Assessment..................................................................................................................................................87
10. Practical Assessment...........................................................................................................................................87
11. Failure Mode Checklist.......................................................................................................................................88

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Annex C: Sea Time Reduction Course

1.

Introduction
The number of supervised DP sea time days after the Simulator Course may be reduced by amaximum 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 a minimum of 30 DP sea time days onboard a classed DP vessel and have the Statementof Suitability signed by Master after the course. A company confirmation letter is required forverification of that DP sea time.
As with the other components of the scheme, all DP time or courses leading to reduction of DP
time must have 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. A candidate must hold acertificate of competency.

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 ofawarding six DP sea time days for each day spent in the simulator. In order to achieve this, The NI
allows a maximum of 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 theworking environment the trainee will meet onboard. Simulator equipment for the DP Sea Time
Reduction training should incorporate facilities that:
Create a real time operating environment that includes navigation control, manoeuvringand communications 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 aminimum horizontal and vertical field of view in viewing sectors appropriate to the DP
watchkeeping and station 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 generationand distribution systems, propulsion systems, position reference equipment, other sensor
equipment and the machine/human interface.

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Annex C: Sea Time Reduction Course

6.

Course Aims
The 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 and demonstrate their:
6.1 Knowledge of the DP system and additional equipment and instruments.
6.2 Situational awareness.
6.3 Communication and teamwork skills.
6.4 Ability to analyse trends and pre-empt problems before they arise.
6.5 Ability to evaluate and respond to alarms, faults and emergencies with calm, reason and confidence.
6.6 Ability to complete such administrative and safety-related procedures as completingchecklists, filling in logs and performing thorough watch handovers.
The range of exercises that a centre develops to achieve these aims should be appropriate to
the intended target group. The following are examples of the typical operational areas thatshould be considered:
6.7 Saturation and air dive support.
6.8 Sub-sea construction and heavy lift.
6.9 ROV operations.
6.10 OSV operations.
6.11 Cable and pipe laying operations.
6.12 Drilling operations.
6.13 Offshore loading operations.
6.14 Shuttle tanker.

7.

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

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Annex C: Sea Time Reduction Course

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. One exercise should be in the form of a table-top analysis. An FMEA
should be used along with other appropriate documentation to evaluate a vessel’s capability
to carry out a given 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
work site 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 andtesting procedures.
7.10 Conduct vessel positioning manoeuvres and station keeping functions following operational
plan and procedures.
7.11 Organise DP watchkeeping procedures observing recognised safe working practices.
7.12 Conduct appropriate watch handover procedures, completing appropriate checklists.
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.

Emergency Procedures
7.15 Recognise the conditions that will cause degraded operational status or emergency status.
7.16 Recognise the warnings and alarms associated with worst case failure.
7.17 Evaluate the various factors to be taken into account subsequent to any system failure anddetermine appropriate actions.
7.18 Carry out procedures to stabilise the vessel position and heading subsequent to a variety
of system failures and take appropriate decisions and actions relating to the continuance orabandonment of the operation. This to include the following:
7.18.1 Thruster fail to max pitch.
7.18.2 Setpoint/feedback offset.
7.18.3 Loss of all position reference system, entering move into DP system when in DP mode.
7.18.4 Worst case failure and action to be taken.
7.18.5 Movement of position reference systems.
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Annex C: Sea Time Reduction Course

8.

Course Assessment
Training centres are required to develop effective assessment procedures to ensure that only
suitable applicants 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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Annex C: Sea Time Reduction Course

11.

Failure Mode Checklist
The Nautical Institute
DP STR Course

Course dates:
From:
To:
Instructor:

No.

Failure Mode (Thrusters)

Corrective Action
Note: Corrective actions,indicated below, should
be applied with due
consideration to thecircumstances of each case.

1

Most useful thruster, or any
thruster, fails to 100% pitch/
rpm. (Feedback indicates 100%)

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

Alternatively fail to 100%
but have feedback indicate
differently (i.e. - 50% or other).
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, withfeedback indicating
direction 180°
opposite to actual.
f. Fail thruster tofull, with feedback
frozen at value seen
before failure.
2

88

Most useful thruster, or any
thruster, feedback indicates
100% pitch/rpm but thruster isworking normally. Could also
set faulty feedback value toless than 100%.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Detect fault. Is headingor position changing?
Emergency stop thruster,
if required. (Deselection ofthruster does not stop thrust.)
If thruster is not stopped (DPcontinues 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.

Completed

Exercise No.

Annex C: Sea Time Reduction Course

3

Most useful thruster (orany thruster) fails to a value
between 1% & 99% pitch/
rpm. (Feedback indicates
failed value).
Alternatively fail to value
but have feedback indicatesdifferent than failed value.

Detect fault. Is headingor position changing?
Emergency Stop thruster,
if required. (Deselection ofthruster does not stop thrust.)
If thruster is not stopped (DPcontinues 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.

4

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

Consider vessel capability
after loss of thruster. Takeaction as required. Update DP
Status, as required.

5

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

Detect mistake. Inform engine
room. Determine effect of theloss of this thruster has on
vessel capability. Update DP
Status, as required.

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 theerror is below alarm limits
and only detectable by DPO
observation of setpoint/
feedback data.

Detect fault. Consider vessel
capability. Have thrusterchecked and take corrective
action as required. (Non-alarm
event might not be noticed by
DPOs)
The DPO must monitor thethruster setpoint/feedback andunderstand the information.

(Possibly azimuth 180° off
setpoint.)

89

7Freeze a thruster (setpoint)
after the vessel has settled
on position and heading. (Ifa good model has built up
there may be no alarm until
weather conditions change ora move is input.)

Detect fault. (There may be no
alarm if weather conditions
are constant and the current
model is built up.)8

Present a situation where athruster/thrusters is down
for maintenance. Vessel
has sufficient remaining
thrusters to hold position andcomplete the task assigned.
However, when ½ partial
blackout occurs, there will
be insufficient thrusters
online to maintain position
control. (Vessel does not haveredundancy with thruster/thrusters down.)

Project should not progressuntil adequate thrusters
are available.

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Annex C: Sea Time Reduction Course

9

Any of the thrusters down
for maintenance. No effecton redundancy.

Consider effect of thruster loss
on vessel capability.

10

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

Consider vessel capability after
loss of thruster. Update DP
Status, as required.
Emergency Stop of the Thrusters
to limit any further damage.

11

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

Shutdown thrusters or move
vessel (as required) to prevent
ROV contacting thrusters.
Give consideration to DP
operation and redundancy
while doing so. (Was umbilicallength considered during
planning of operation? Does
ROV have positive or negative
buoyancy?) Update DP Status,
as required.

12

Thrusters in fixed azimuth
mode, in light weather
conditions. Increase
environmental loads to thepoint where vessel will not
maintain position in fixed
mode. Note: Not possible if
the simulated vessel doesn’t
have a fixed azimuth mode.

Thrusters should be switchedto free slew as required toprevent loss of position.

No.

Failure Mode (Sensors)

Corrective Action

13

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

Position vessel at a distancefrom platform such that
excursion caused by anincrease in wind will not cause
a collision. (Be aware that thewind sensor is not registering
actual wind.)

14

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

Deselect wind sensor before
helicopter arrival. Reselectafter departure. Note someDP systems will just reject thewind from the system, this is aproblem if the wind is from astorm front.

15

False high wind reading
registering in DP system(wind sensor sending higher
speed to DP than actualwind).

Ascertain real order ofmagnitude of wind, deselectwind sensors, and monitor
any vessel movement
and correction.

Possibly input false reading of
88 knots or other.

90

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Exercise No.

Annex C: Sea Time Reduction Course

16

Anemometer fouled (possibly
by halyard). Gives fixed winddirection and speed error.

Determine cause of fault. Initiate
action to have fault corrected.

17Single anemometer failure.

Initiate repairs. Checkremaining anemometer/
anemometers, for quality of
data, to determine if operation
can continue.

18

Selected gyro drifting slowly;
three gyros online.

Investigate gyro error. (If all
three gyros are selected, voting
should eliminate faulty gyro.)
Update DP Status, as required.

19

Selected gyro drifting slowly;
two gyros online.

Investigate gyro error.
Attempt to determine which
gyro is in error. (If difference
becomes too large and faulty
gyro cannot be determined,
consideration must be given
to stopping DP operations.)
Update DP Status, as required

20

Single gyro failure

Consider effect on
redundancy. Initiate repairs.
Check remaining gyro/gyros.
Update DP Status, as required.

21

Fail gyros (dependent
on number selected) tocause position dropout/model control.

DP Operation to besuspended until problem iscorrected. Vessel move to asafe location, if required.
Update DP Status, as required.

91

22

Motion sensor selectedjumps 5o static angle. (Jump
magnitude can vary.)

Investigate alarm. Determine
effect, if any, sensor fault hason position references. Update
DP Status, as required.

23

Single motion sensor failure.

Consider effect on
redundancy. Initiate repairs.
Check remaining sensors.
Update DP Status, as required.

24

Incorrect draught input. Either
incorrect manual draught
input or draught sensor error.

Detect error and takeappropriate action to ensure
correct input.

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Annex C: Sea Time Reduction Course

No.

Failure Mode
(Position references)

Corrective Action

25

A perfect (frozen) positionreference updating DP withconstant position. Requires
a situation where only one
reference or two of the same
type are selected (eg DGNSS).

(Vessel likely to drift-off
due to frozen reference.)
Detect fault. Enable stablereferences, if available, anddeselect faulty references.

26

GNSS signals/ DGNSS
correction signals blocked
because of close proximity
to platform.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference, if required/available.
Consider loss during operation
planning. Should have been
picked up during planning,change to a different
correction source.

92

27

DGNSS correction signals
blocked/ become noisy
due to atmospheric/scintillations interference.

Check standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference if required/available.

28

Signal lost due to an object(such as a crane or othervessel) passing between
Artemis (fixed/mobile
antennas), Fanbeam/Cyscan(sensor/reflector) or RADius/Radascan (interrogator/transponder).

Determine cause (line of sightblocked). Check standingorders/field procedures forminimum references. Update
DP Status, as required. Activate
standby reference if required/available. Consider loss during
operation planning.

29

Fail RADius/Radascan due tobattery failure in transponder.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

30

Fanbean/Cyscan/Spottrack
signal fails due to rain
showers, snow or fog.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex C: Sea Time Reduction Course

9331

Drift Fanbeam/Cyscan, due tosystem switching targets andacquiring reflectors on the
coveralls of a moving worker(on a platform).

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

32

Fail HPR transponders due toexcessive noise.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss
during operation planning.

33

HPR interference due toanother vessel in the area
using the same transponder.

Check with other vessels in area
before deploying transponders.

34

Fail HPR transponders due tobattery failure or due to HPRsystem failure.

Determine cause. Check
standing orders/fieldprocedures for minimum
references. Update DP
Status, as required. Activate
standby reference if required/available. Consider loss during
operation planning.

35

Making position moves whileworking in shallow waterusing Taut Wire and/or HPR
as references.

Take shallow water into accountand expect large number of
replumbs and possibly noisy
HPR. If possible, deploy surface
references as backups.

36

Taut Wire fouled, for example
by ROV, diver, downlines or
air lines.

Monitor divers/ROV closely.
Make all parties aware of Taut
Wire/HPR locations. Deploy
standby reference or fix
problem with fouled reference.

37

Taut Wire failure due tomechanical problems.

Check standing orders/fieldprocedures for minimum
references. Update DP Status,
as required. Activate standbyreference if required/available.
If no standby reference,
consider effect on vessel
operational status.

38

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

Have standby reference
available for activation/
deployment. If no standbyreference, consider effecton vessel operational status.
Update DP Status, as required.

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Annex C: Sea Time Reduction Course

94

39

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

DP Operation to besuspended until problem iscorrected. Vessel move toa safe location if required.
Check standing orders/fieldprocedures for minimum
references. Activate standbyreference if required/available.

40

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

Detect fault. Check standingorders/field procedures forminimum references. Update
DP Status, as required. Activate
standby reference if required/available. (With no weight thereference is not acceptable.)41

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

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 tauthawser mode if FSOG permit.

42

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

Use all means to assesschange in relative position –such as hawser catenary and/or tension. Stop cargo transfer
operations. Prepare to abort
operation or consider tauthawser mode if FSOG permit.

43

Drift-one of two online DARPS
systems. (Shuttle Tanker,
Tandem Loading.)

Detect fault. Determine whichof the two DARPS has an error.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Check standing orders/fieldprocedures for minimum
references. Activate standbyreference, if required/available.

Annex C: Sea Time Reduction Course

95

No.

Failure mode (Power)

Corrective Action

44

Vessel equipped withswitchboard that can bedivided into at least two
sections with a bus tie
breaker. Half the switchboard(1 section) has a blackout
causing the loss of thethrusters it supplies. Vessel
working upwind of platform
and near capability limits(with one Bus section offline).

This would be a worst-casefailure and vessel needs to
go to Yellow alert, safely stop
operations and then move
vessel to a drift-off position
and move outside 500m.

45

Complete blackout due tofailure of bus tie breaker
to work properly. (When
operating with common bus.)

Monitor position while drifting.
Prepare for immediate action
on return of power supply.
Update DP Status, as required.
Emphasis on bridge-ER
communication/coordination.

46

Start operation withminimum number ofgenerators. Increase
environmental loads. (Power
management system fails toreact to increased demand.)

Monitor power usage
and request start of extra
generators as required.

47

Generator/generators failduring operation.

Consider effect of reduced
power capacity on capability ofvessel. Bring extra generators
online (if available) to replacethose lost. Move vessel to safe
location if required. Update DP
Status, as required.

48

Generator/generators out ofservice either due to failure orfor maintenance.

Consider effect of reduced
power capacity on capability.

49

Vessel equipped withswitchboard that can bedivided into at least two
sections with a bus tie breaker.
At exercise start, should half
the switchboard (one section)
have a blackout, vessel does
not have required redundancy
to conduct the operation.

Operation should notcommence until required
redundancy level canbe achieved.

50

Start exercise with common
Bus and all online generatorson either Bus 1 or Bus 2.
(Blackout on that side willcause complete blackout)

Generators in use should be
set so that power is available
on both busses.

51

Start exercise (operation
which requires the vessel tomeet Class 2 redundancy
requirements) with common
bus and all generators online.

The bus should be split, withadequate generators online tomeet redundancy requirements,
before starting operations.

The Nautical Institute Certification and Accreditation Standard, Vol.1

Completed

Exercise No.

Annex C: Sea Time Reduction Course

9652Complete blackout. Then
make all thrusters available
and give back only one
generator or multiple
generators that haveinsufficient power to meetthrust requirements for thecurrent scenario.

Monitor position while
drifting. Prepare for immediate
action on return of power
supply. Decide how best
to utilise available power/
thrust so as to minimise lossof heading/position and thepossibility of further blackout.
Update DP Status, as required.

No.

Failure mode (Environment)

Corrective Action

53

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

Observe degrading
weather closely and takeaction before vessel loses
redundancy or ability tosafely conduct operation.

54

Change current and/or wind180o causing a blow-off
situation to become a blowon situation. (Possibly use inconjunction with item 55.)

Determine effect on vessel
capability. Determine if it isstill safe to conduct operation.
Update DP Status, as required.

55

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

Change vessel heading/position to reduce current load.
Suspend operation if heading/position change not possible.
Update DP Status, as required.

56

Wind shift from ahead tothe beam. (Wind speed
such that redundancy limits
are exceeded.)

Determine effect on vessel
capability. Adjust heading or
position if required. Update DP
Status, as required.

57

Sudden wind shifting in bothspeed and direction due tothunder storm activity. (10knots on bow to 50 knots on
beam in 45 seconds.)

Determine effect on vessel
capability. Adjust heading or
position if required. Update DP
Status, as required.

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Completed

Exercise No.

Annex C: Sea Time Reduction Course

No.

Failure mode
(Miscellaneous)

Corrective Action

58

Vessel is conducting
subsea operations (such as
diving, pipe laying, or ROV
operations) on the lee sideof a platform. There is thena serious gas leak at theplatform. Also applicableto DP Shuttle Tanker whenconnected to an FPSO during
tandem loading operations.

Consider the effect of the leakon the vessel and the dangers
it presents. Take action
to immediately suspend
operations and prepare to
move the vessel to a safe
location. Update DP Status,
as required.

59

Unknown external force
causes position excursion (eg,vessel alongside comes incontact, thruster wash, loadon crane becomes fouled,crane lift was not vertical,
tension on cargo hosewinching line.)

Determine cause of excursion
and take action to remove
force. Consider possibility of
excursion during planning.
Update DP Status, as required.

60

Fire (false alarm or actualfire) or flooding. Possibly in acompartment containing DP
related equipment.

Determine effect (if any) on
vessel capability. Monitor toensure that vessel remains
within operational limits.
Suspend DP operations andmove to a safe location, if
determined to be a real fire.
Update DP Status, as required.

61

Man overboard near running
thruster/thrusters.

Shut down thruster/thrusters,
if required. Determine effectof the shutdown on vessel
capability. Monitor to ensurethat vessel remains within
operational limits. Possibly
suspend DP operations andmove to a safe location,
depending on the results of
shutdown/recovery operation.
Update DP Status, as required.
Raise MOB Alarm.

97

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Exercise No.

Annex C: Sea Time Reduction Course

Offshore scheme
Mandatory: It is compulsory for training centres to apply at least one item from each section(Thrusters, Sensors, Position Reference, Power, Environment and Miscellaneous) 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 discuss them during the debriefing. In the case ofdebriefing, 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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The Nautical InstituteAnnex D
Shuttle Tanker Course A
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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NI Shuttle Tanker Course A
Title

VersionDate

NI Shuttle Tanker Course A

1

27/02/2024

Table of changes
Page

101

Subject

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Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction.............................................................................................................................................................103
2. Minimum Entry Qualification Requirements.......................................................................................103
3. Number of Hours..................................................................................................................................................103
4. Ratio of Students/Instructors/Equipment.............................................................................................103
5. Delivery Method....................................................................................................................................................103
6. Course Aims..............................................................................................................................................................104
7. Course Objectives.................................................................................................................................................105
8. Course Assessment..............................................................................................................................................105
9. Online Assessment...............................................................................................................................................105

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Annex D: Shuttle Tanker Course A

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
System manufacturers 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
the organisation conducting the course. Based on the evidence, Training centres should complete,
sign and stamp 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 recognises 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“DP Awareness” course is recommended.

3. Number of Hours
The duration of each individual PRS course should be as per the manufacturer’s recommendations.
The entire course duration is to be planned by the training number of PRS centre depending on
their course content, number of PRS they wish to teach and the time they wish to allocate for each
PRS as per the manufacturer’s recommendation.
It is however recommended that the full course should be run for a minimum of four days (sixhours per day) to adequately cover all the aspects and requirements of the training.

4. Ratio of Students/Instructors/Equipment
The NI allows a maximum of 10 students per class being taught by one instructor. Simulators used
for this 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 ofthe course should be appropriate to the complexity and risk of each type of PRS.
Vessel owners are required to ensure onboard familiarisation of current software version withstructured familiarisation program. Theory may be used to support the practical exercises either asa briefing, a de- briefing 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.
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The following are optional:
Parker PMS System operator course.
RadaScan , RADius (or other FMCW PRS) operator course.
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 inuse. 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 Understand the practical operations of the various Position Referencing Systems.
6.2 Recognise 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.

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7. Course Objectives
The following is a list of the objectives which should be attained by the candidates uponcompletion 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 wireand 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,
hydro acoustic, 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
and weighting, 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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The Nautical InstituteAnnex E
Shuttle Tanker Course B
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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NI Shuttle Tanker Course B
Title

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Page

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Subject

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Table of contents
1. Introduction.............................................................................................................................................................110
2. Minimum Entry Qualification Requirements.......................................................................................110
3. Number of Hours..................................................................................................................................................110
4. Ratio of Students/Instructors/Equipment.............................................................................................110
5. Delivery Method....................................................................................................................................................110
6. Course Aims..............................................................................................................................................................110
7. Course Objectives.................................................................................................................................................111
8. Course Assessment..............................................................................................................................................112
9. Online Assessment...............................................................................................................................................113
10. Practical Assessment.........................................................................................................................................113

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1.

Introduction
The shuttle tanker operation simulator training course relates to the offshore loading Phase 2
type course. 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 of offtake tanker operational procedures.
A separate basic shiphandling course should have been completed prior to attending this course,
as the revision 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 shiphandling; application of rate of turn (ROT) techniques.
6.3 Manoeuvring in shallow waters, including under-keel clearance caused by squat, rolling and pitching.
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.

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A suitable course format is currently available as Offshore Loading Phase 1 at sometraining establishments.

7.

Course Objectives
The reasons for the majority of incidents related to vessel handling operations can be traced tohuman error or lack of professional problem mitigation. The main objective of the courses is for
Masters and DPOs to achieve optimal understanding and skills in DP mode, DP manual mode andin traditional manual modes, 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 an offshore terminal
should be carried out primarily by using DP systems, but a manual mode approach should be
included for comparison. Simulations should also include reconstruction of known DP incidents
involving offtake tankers. The complexity and value of these exercises will be enhanced byappropriate 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 thecompetence required to achieve a satisfactory understanding and skill level.
7.1 Shiphandling Refresher Section:
7.1.1 Repetition of rate of turn (ROT) techniques and other theoretical items from basic
Shiphandling course noted in Purpose (above).
7.1.2 Practical exercise on simulator to confirm adequate understanding of MCRM principles
and practices.
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
under normal and severe/marginal environmental conditions, with systems intact and withsystem errors, such as loss of position reference systems, thruster failure and sensor failures.
7.2.2 Gain a good understanding of the DP system’s possibilities and limitations.
7.2.3 Gain a good understanding of field operator’s offshore loading manuals for various fields.
7.2.4 Gain a good understanding of the correct use of position reference systems for DP.
7.3 General section:
7.3.1 Review any updates in latest industry best practice including new legislation, newrecommendations/guidance, new systems, new fields and terminal types.

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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 the operation.
vi. Demonstrate use of the Approach Mode, controlling the vessel speed and movement.
vii. Demonstrate use of DP modes that monitor and control heading differences between
FPSO/FSU and shuttle tanker, during tandem loading operations.
viii. Demonstrate use of DP modes that 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.
ii.

Demonstrate correct set-up and use of such systems.
Demonstrate awareness of errors and failures – how they occur, develop and need tobe handled.

7.3.4 Discuss and learn from recent and important past incidents from industry sources.
Simulator exercises should include appropriate Failure Modes selected from The NI
checklist, and:7.4 Manoeuvring according to field procedures and DP best practice.
7.5 Approach and departure with and without tanker assist vessels.
7.6 Shiphandling in changing wind speed and direction.
7.7 Shiphandling in changing current speed and direction.
7.8 Shiphandling with variable wind and current.
7.9 Tandem positioning – free weathervane; operator selected heading; spread moored operationand taut hawser operations.
7.10 Escape manoeuvring.
7.11 Engine, propeller and rudder errors/failure.
7.12 Thruster errors/failure.
7.13 DP errors.
7.14 PRS errors.
7.15 ESD 1 and 2 processes.

8.

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

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9. Online Assessment
Not applicable.

10. Practical Assessment
As per training centre.

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The Nautical InstituteAnnex FDP Revalidation Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Annex F: DP Revalidation Course

Document version control
NI DP Revalidation Course
Title

VersionDate

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Table of changes

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Page

Subject

Original content v1(January 2023)

121

Minimum Entry
Qualification Requirement

Legacy andGrandfatheredcertificate holders will
be able to take thecourse to revalidate
until 31st December
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DeletedAnnex F: DP Revalidation Course

Table of contents
1. Introduction.............................................................................................................................................................118
2. Minimum Entry Qualification Requirements.......................................................................................118
3. Number of Hours..................................................................................................................................................118
4. Ratio of Students/Instructors/Equipment.............................................................................................118
5. Delivery Method....................................................................................................................................................119
6. Course Aims..............................................................................................................................................................119
7. Course Objectives.................................................................................................................................................119
8. Course Assessment..............................................................................................................................................123
9. Online Assessment...............................................................................................................................................123
10. Practical Assessment.........................................................................................................................................124
11. Mark Sheet Exam Number 1 (Practical Assessment).....................................................................127
12. Revalidation Course Timetable...................................................................................................................129
13. DP Checklist............................................................................................................................................................131

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Annex F: DP Revalidation Course

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 areestablished through 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 an
application to The NI.
If the participant is completing the course for the first time, there is no minimum DP sea
time requirement.
If the participant is completing the course for a second or subsequent time, a minimum of 28 DP
sea time days 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
time requirement of 150 DP sea time days that participant can then take the Revalidation Course
again without a DP sea time requirement.
Legacy and Grandfathered certificate holders will need to complete DP sea time days
towards revalidation.
Please Note: Shuttle Tanker Certificate holders required 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 time needed for the examination and assessments. The course must schedule both practicaland theoretical aspects with about 50% of the time assigned to each. The course is to be delivered
over five days.

4.

Ratio of Students/Instructors/Equipment
The 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 theuse 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 tosupport the practical 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 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 Be able to carry out operational planning, risk assessment and hazard identification tasks.
6.6 Be able to set up the DP system for a particular task/operation.
6.7 Be able to decide on courses of action because of systems failure.

7.

Course Objectives
The following is a list of the objectives that 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 thetrainee 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.

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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-based systems.
7.6 Describe the failure modes of the following position reference systems: Differential GNSS,
hydro acoustic, 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; complete DP checklist for class-approved FMEA and ASOG.
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 stabilise the vessel in DP.
7.16 Obtain information and clearance from eg 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 ofoperating under DP.
7.18 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 possibilityof failure causing instant or violent reactions from main engines or thrusters.
7.22 Monitor power output and thrust.
7.23 Monitor thruster efficiency for station keeping at different headings and draughts, which may
affect DP Class.

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7.24 Recognise DP-related changes in vessel systems and technical equipment, which may affect
DP Class.
7.25 Recognise technical and operational issues that 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 shouldbe 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 departments.
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 of DP.
7.33 Monitor movement of the vessel and changes in the position and heading, in keeping withsafe excursion limits deending 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(if applicable).
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 thetrainee should be 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 (eg 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
the watchkeeping checklist).
7.44 Provide an update on the ongoing operation and planned operational activities.
7.45 Review a hand-over checklist.
7.46 Verify vessel’s position or movement and status.
7.47 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 that 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
departure route.
7.53 Retrieve Position Reference System Equipment from eg the installation or seabed (ifapplicable and 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 (DPJoystick) 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.

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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.
7.60 Demonstrate actions in case of a DP force-off.
7.70 Demonstrate actions in case of one thruster run-off.
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 Revalidation Course includes a theoretical (NI online) exam and apractical assessment. Each component must be completed successfully. There is no specificorder 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 Revalidation Course, the DPO must passan 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 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 monthsof the first attempt; however, the second attempt must be undertaken within 96 hours of the firstattempt. If the student fails these three attempts, the student is required to repeat the Revalidation
Course and undertake the assessment again.

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10.

Practical Assessment
The practical assessment must be done individually. The practical assessment shall include thefollowing 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 set-up 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 for
ensuring that the assessment is carried out in a professional manner and that the student isassessed 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 Guidancei.
ii.

Duration of practical assessment: Between one and two hours.
Pass or fail criteria: This item will be the most challenging. The student’s 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 a “fail”. It will be the overall performance of thestudent that determines if the practical assessment is a pass or fail. For example, failing to
identify a small position deviation from one of the PRS inputs would not necessarily meanthat the student fails, but 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 the Training Centre,
the student should not be allowed to retake theassessment, but should retake the course.
Reason(s) for failing the student should be given to the student in writing.
iii. 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 andcarried out at the centre’s convenience.
10.1.2 Practical Assessment Scenario Guidancei.

Exam Scenario
After passing the written exam, each student will randomly draw a number linked to thescenario they 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 a platform/
structure, such as a fixed platform, a semi-submersible rig or another vessel.

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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 drifton 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. 20 minutes
before the exam, each student will be presented with their scenario. This will permit thestudent time to develop a plan as to how they will proceed. One student can carry out theexam 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) they 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,
the instructor will place the vessel (exercise start position) on the bearing and heading
specified by the student.
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 onparameters including DP equipment fitted, vessel power plant, thrusters and reference
systems fitted. 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. For example, the sample below 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 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 for course exercises. They will also be informed that thechecklist 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.

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Annex F: DP Revalidation Courseiii. 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 a 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 or similar.
The type of practical assessment (eg DP operation) should have been reflected or revised
during the Revalidation Course.
The last stage of the exam will introduce 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 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 they 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.

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, it would berecommended 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 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 Revalidation 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.

Pass

Fail

Pass

Fail

Additional Comments:

Task no:Task description: DP Set-Up

1

Complete 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 andenvironmental conditions.

5

Ensure the vessel is on DP in accordance with the vessel’s required class; forthe operation 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 inaccordance 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’srequired 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 associated alarms.
Specify failure mode:2

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

3

Evaluate the possible consequences of each alarm and the effect oncontinuing the operation.

4

Change DP Alert status (eg from green to amber/yellow, blue/white orred) to reflect 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

Comments

AM

Registration

Experience mapping would be a vital part of
the Course.

Introduction – Experience mapping.
Familiarisation with centre equipment.

AM

The previous experience and knowledgeof the participants must be addressed andacknowledged during the course.

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Lunch

DAY – 2

Lunch

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DAY – 3Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Practical and theoretical examination

Practical examination on a minimum NI ClassB Simulator.

Lunch

DAY – 4Lunch

DAY – 5

Theoretical On-Line examination.
Lunch
PM

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Annex F: DP Revalidation Course

13.

DP checklist
Below is a suggested DP Checklist, which can be used for the Revalidation Course.

DP Checklist
Date:
Time:
Location:
Position:
Water Depth:Light/Shapes (On/Up):
Read Latest Forecast:Lamp/Alarm Test Completed & OK:

N

E

Y/N
Y/N
Y/N

System Set-up
Controller Online:
B Operator Station in Use:Centre of Rotation Selected:
Speed Setting:
Turn Rate Setting:High Precision Gain Selected:
Customised Gain Selected:

A
1

B
2
Knots
°/minute
Setting: Low
MediumHigh
Setting: Surge
Sway Yaw

Alarm Limits
Position Alarm Settings:
Heading Alarm Settings:

Warning Alarm Enabled: Y / N
Warning Alarm Enabled: Y / N

PowerGenerators Available:
Generators Online:
Main Switchboard Split:
UPS Checked & OK:

#1
#2
#1
#2
Y/N
Y/N

#3
#3

#4
#4

#5
#5

#6
#6

#1
#2
#3
#1
#2
#3
Bus 1
Bus 2
Port
Stbd.
Port
Stbd.

#4
#4

#5
#5

#6
#6

Propulsion
Thrusters Available for DP Control:
Thrusters Selected:
Thruster #3 on:
Rudders Available for DP Control:
Rudders Selected:
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#2#3Wind Sensor in Use:
#1
#2
#3
Differences Checked & Acceptable: Y / NoWind Speed & Direction in Use:
Knots
True
VRS Available:#1#2#3
VRS in Use:
#1
#2
#3
Differences Checked & Acceptable: Y / N
Values Used:
Heave
Pitch
Roll
Draught Sensor Available:
Y/N
Draught Input:
SensorManualOperational Transit
Draught Input Checked & Acceptable: Y / N
Draught in Use:m

Position Reference Systems
Available

In Use(Accuracies Checked & Acceptable)

ArtemisY/N

Y/N

DGPS 1Y/N

Y/N

DGPS 2

Y/N

Fanbeam

Y/N

Y/N

HPR 1

Y/N

Y / N Transporders

HPR 2

Y/N

Y / N Transporders

RadiusY/N

Y / N Transporders

Taut Wire Port

Y/N

Y/N

Taut Wire Stbd.

Y/N

Y/N

Gate Valves

Port: Open

Stbd: OpenCloserCloser

HPR Poles
Port: Down / Up Stbd.: Down / Up
ROV Transponder
Co-ordinate System set to Display UTM Y / N Y / N
Datum Settings Checked & OK
Y/N Y/N

Joystick
Joystick Thrust:
Joystick Precision:
General:Low Speed:
Joystick Environmental Comp.:
Joystick Operational:

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Reduced / Full
High Speed
Surge
Y/N

Sway

Yaw

Annex F: DP Revalidation Course

Propulsion Status
Thruster Setpoint/Feedback OK:
Rudder Setpoint/Feedback OK:

Y/N
Y/N

Power Status
Power (if Bus is Common):Power (if Bus is Split):
Bus 1:Bus 2:

Used / Available
Used / Available
Used / Available

Communications Tested & OK (as applicable)
Crane Cab/Cabs:
Deck (Pipe/Cable Lay):
DP Status Lights:
Dive Control:
DP Status Lights:
Engine Control Room:ROV Control:
DP Status Lights:

Y/N
Y/N
Y/N
Y/N
Y/N
Y/N
Y/N
Y/N

Checklists
Dive Checklist Complete:
ROV Checklist Complete:
Engine Room Checklist Complete:

Y/N
Y/N
Y/N

Vessel Capability
Consequence Analysis Enabled:
Y/N
Capability Plot Set-up & 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:
Y/N
Printer Online:
Y/N
Print Status:
Y/N

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Signed:Date:

Signed:Date:

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The Nautical InstituteAnnex G
Refresher and Competency Assessment Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI DP Refresher and Competency Assessment Course
Title

VersionDate

NI DP Refresher and Competency Assessment Course

1

27/02/2024

Table of changes

136

Page

Subject

138

Minimum Entry
Qualification Requirement

The Nautical Institute Certification and Accreditation Standard, Vol.1

Original content v1(January 2023)

New content v1(February 2024)
The Refresher Course
may be completed up
to six months before therevalidation 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.

Table of contents
1. Introduction.............................................................................................................................................................138
2. Minimum Entry Qualification Requirements.......................................................................................138
3. Number of Hours..................................................................................................................................................138
4. Ratio of Students/Instructors/Equipment.............................................................................................138
5. Delivery Method....................................................................................................................................................139
6. Course Aims..............................................................................................................................................................139
7. Course Objectives.................................................................................................................................................139
8. Course Assessment..............................................................................................................................................143
9. Online Assessment...............................................................................................................................................143
10. Practical Assessment.........................................................................................................................................143
11. Mark Sheet Exam Number 1 (Practical Assessment).....................................................................147
12. DP Refresher Course Timetable..................................................................................................................149
13. DP Checklist............................................................................................................................................................151

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Annex G: Refresher and Competency Assessment Course

1.

Introduction
The Nautical Institute (The NI) has introduced a DP Refresher and Competency assessment course
as a result 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. This course canbe used to refresh the knowledge of the DPOs at anytime, or for revalidation of DP certificates.
i.

The course is an accredited course with its course content and notes controlled by the
Nautical Institute. This will ensure an excellent standard across the DP Industry.
ii. Course content is to match exactly The NI DP Revalidation course. This course is an option
to be used as part of DP Certificate revalidation requirement.
iii. Course certificate will have the same logo as The NI DP Revalidation course.
iv. Certificate name is “Nautical Institute DP Refresher and Competency assessment”.
v. Course is only available for DPOs with current DPO certificates.
vi. The course allows DPOs who have not been working on a DP vessel a method to refresh
their knowledge about DP operations, DP Bridge team work, Emergency DP resource
management and to stay current with the latest industry guidelines.
vii. The course has a significant component of simulations that include failures. This will be ofparticular benefit to DPOs who work on vessels which are on DP 24/7.

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 DP Refresher Course is completed.
If the DPO has 30 days or more DP sea time, then the DP Refresher and Competency Assessment
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 an application to The NI.,

3.

Number of Hours
A minimum of 34 hours of teaching and simulator time is required for this course which includes
the time needed for the examination and assessments. The course must schedule both practicaland theoretical aspects with about 50% of the time assigned to each. The course is to be delivered
over five days.

4.

Ratio of Students/Instructors/Equipment
The 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 theuse of the training methodology in place.
When two different types of simulator systems are available in a training centre, the best practice isto 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 DP Refresher and Competency Assessment Course.

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Annex G: Refresher and Competency Assessment Course

5.

Delivery Method
Training will be split equally between theory and practical exercises. Theory may be used tosupport the practical 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 and required
to refresh their knowledge about DP or need to completed high DP simulator because they are on DP
24/7 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 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 Be able to carry out operational planning, risk assessment and hazard identification tasks.
6.6 Be able to set up the DP system for a particular task/operation.
6.7 Be able to decide on courses of action because of systems failure.

7.

Course Objectives
The following is a list of the objectives that 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 thetrainee 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.

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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; complete checklist for class-approved FMEA and ASOG.
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 stabilise the vessel in DP.
7.16 Obtain information and clearance from eg 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 ofoperating under DP.
7.18 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 possibilityof failure causing instant or violent reactions from main engines or thrusters.
7.22 Monitor power output and thrust.
7.23 Monitor thruster efficiency for station keeping at different headings and draughts, which may
affect DP Class.

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7.24 Recognise DP-related changes in vessel systems and technical equipment which may affect
DP Class
7.25 Recognise technical and operational issues that 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 shouldbe 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 of DP.
7.33 Monitor movement of the vessel and changes in the position and heading, in keeping withsafe excursion limits deending 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(if applicable).
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 thetrainee should be 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 (eg from green to amber/yellow, or red).
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
the watchkeeping checklist).
7.44 Provide an update on the ongoing operation and planned operational activities.

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7.45 Review a hand-over checklist.
7.46 Verify vessel’s position or movement and status.
7.47 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 that 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
departure route7.53 Retrieve Position Reference System Equipment from eg the installation or seabed (ifapplicable and 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 (DPJoystick) 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.

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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 run-off.
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(NI online) exam and a practical assessment. Each component must be completed successfully.
There is no 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 fromthe Basic/Induction Course and the Simulator Course. The online assessment will consist of 30
questions and shall 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 monthsof the first attempt; however, the second attempt must be undertaken within 96 hours of the firstattempt. If the student fails these three attempts, the student is required to repeat the Refresher
course and Competency Assessment course and undertake the assessment again.

10. Practical Assessment
The practical assessment must be done individually. The practical assessment shall include thefollowing 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 set-up 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.

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The student must pass all the four items listed above. The training centre is responsible for
ensuring that the assessment is carried out in a professional manner and that the student isassessed 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 DP Refresher and Competency Assessment Course.
10.1.1 General Guidance
Duration of practical assessment: Between one and two hours.
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 of thestudent that determines if the practical assessment is a pass or fail. For example, failing to
identify a small position deviation from one of the PRS inputs would not necessarily meanthat the student fails, but 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 the Training Centre,
the student should not be allowed to retake the assessment, but should retake the course.
Reason(s) for failing the student should be given to the student 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 andcarried out at the training centre’s convenience.
10.1.2 Practical Assessment Scenario Guidancei. Exam Scenario
After passing the written exam, each student will randomly draw a number linked to thescenario they 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 a platform/
structure, such as a fixed platform, a semi-submersible rig or another vessel.
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 drifton 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.
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Time for planning the practical assessment shall be allocated to the student. 20 minutes
before the exam, each student will be presented with their scenario. This will permit thestudent time to develop a plan as to how they will proceed. One student can carry out theexam 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) they 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, the instructor willplace the vessel (exercise start position) on the bearing and heading specified by the student.
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 onparameters including DP equipment fitted, vessel power plant, thrusters and reference systems
fitted. 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. For example, the sample below 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 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 for course exercises. They will also be informed that thechecklist 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 a distance of 250 to 300m from the worksite.

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iv. At the worksite
The actual vessel task at the worksite can be as determined by the training centre. This might
be diving operations, ROV operations, cargo operations or similar.
The type of practical assessment (ie DP operation) should have been reflected or revised
during the DP Refresher and Competency Assessment Course.
The last stage of the exam will introduce 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 the faults
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 they 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.
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, it would be recommended that a selection of training objectives should be covered
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.

Pass

Fail

Pass

Fail

Additional Comments:

Task no:Task description: DP Set-Up

1

Complete 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 andenvironmental conditions.

5

Ensure the vessel is on DP in accordance with the vessel’s required class; forthe operation 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 inaccordance 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’srequired 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 associated alarms.
Specify failure mode:2

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

3

Evaluate the possible consequences of each alarm and the effect oncontinuing the operation.

4

Change DP Alert status (eg from green to amber/yellow, blue/white orred) 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

Comments

AM

Registration

Experience mapping would be a vital part of
the Course.

Introduction – Experience mapping.
Familiarisation with centre equipment.

AM

The previous experience and knowledgeof the participants must be addressed andacknowledged during the course.

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Lunch

DAY – 2

Lunch

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DAY – 3Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Lecture covering course objectives

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

AM

Exercise briefing and exercise planning

Planning to be monitored by the instructor
and guidance given as needed. Guidance canbe tailored to incorporate 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 to course objectives.

Time

Subject

Comments

AM

Practical and theoretical examination

Practical examination on a minimum NI ClassB Simulator.

Lunch

DAY – 4Lunch

DAY – 5

Theoretical On-Line examination.
Lunch
PM

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13.

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

DP Checklist
Date:
Time:
Location:
Position:
Water Depth:Light/Shapes (On/Up):
Read Latest Forecast:Lamp/Alarm Test Completed & OK:

N

E

Y/N
Y/N
Y/N

System Set-up
Controller Online:
B Operator Station in Use:Centre of Rotation Selected:
Speed Setting:
Turn Rate Setting:High Precision Gain Selected:
Customised Gain Selected:

A
1

B
2
Knots
°/minute
Setting: Low
MediumHigh
Setting: Surge
Sway Yaw

Alarm Limits
Position Alarm Settings:
Heading Alarm Settings:

Warning Alarm Enabled: Y / N
Warning Alarm Enabled: Y / N

PowerGenerators Available:
Generators Online:
Main Switchboard Split:
UPS Checked & OK:

#1
#2
#1
#2
Y/N
Y/N

#3
#3

#4
#4

#5
#5

#6
#6

#1
#2
#3
#1
#2
#3
Bus 1
Bus 2
Port
Stbd.
Port
Stbd.

#4
#4

#5
#5

#6
#6

Propulsion
Thrusters Available for DP Control:
Thrusters Selected:
Thruster #3 on:
Rudders Available for DP Control:
Rudders Selected:
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#2#3Wind Sensor in Use:
#1
#2
#3
Differences Checked & Acceptable: Y / NoWind Speed & Direction in Use:
Knots
True
VRS Available:#1#2#3
VRS in Use:
#1
#2
#3
Differences Checked & Acceptable: Y / N
Values Used:
Heave
Pitch
Roll
Draught Sensor Available:
Y/N
Draught Input:
SensorManualOperational Transit
Draught Input Checked & Acceptable: Y / N
Draught in Use:m

Position Reference Systems
Available

In Use(Accuracies Checked & Acceptable)

ArtemisY/N

Y/N

DGPS 1Y/N

Y/N

DGPS 2

Y/N

Fanbeam

Y/N

Y/N

HPR 1

Y/N

Y / N Transporders

HPR 2

Y/N

Y / N Transporders

RadiusY/N

Y / N Transporders

Taut Wire Port

Y/N

Y/N

Taut Wire Stbd.

Y/N

Y/N

Gate Valves

Port: Open

Stbd: OpenCloser

HPR Poles
Port: Down / Up
ROV Transponder
Co-ordinate System set to Display UTM Y / N Y / N
Datum Settings Checked & OK
Y/N Y/N

Stbd.: Down / Up

Joystick
Joystick Thrust:
Joystick Precision:
General:Low Speed:
Joystick Environmental Comp.:
Joystick Operational:

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Reduced / Full
High Speed
Surge
Y/N

Sway

CloserYaw

Annex G: Refresher and Competency Assessment Course

Propulsion Status
Thruster Setpoint/Feedback OK:
Rudder Setpoint/Feedback OK:

Y/N
Y/N

Power Status
Power (if Bus is Common):Power (if Bus is Split):
Bus 1:Bus 2:

Used / Available
Used / Available
Used / Available

Communications Tested & OK (as applicable)
Crane Cab/Cabs:
Deck (Pipe/Cable Lay):
DP Status Lights:
Dive Control:
DP Status Lights:
Engine Control Room:ROV Control:
DP Status Lights:

Y/N
Y/N
Y/N
Y/N
Y/N
Y/N
Y/N
Y/N

Checklists
Dive Checklist Complete:
ROV Checklist Complete:
Engine Room Checklist Complete:

Y/N
Y/N
Y/N

Vessel Capability
Consequence Analysis Enabled:
Y/N
Capability Plot Set-up & 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:
Y/N
Printer Online:
Y/N
Print Status:
Y/N

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The Nautical InstituteAnnex HDP Emergency Shiphandling Course
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI DP Emergency Shiphandling Course
Title

VersionDate

NI DP Emergency Shiphandling Course

1

27/02/2024

Table of changes
Page

156

Subject

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Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction.............................................................................................................................................................158
2. Minimum Entry Requirements.....................................................................................................................158
3. Course Aims..............................................................................................................................................................159
4. Course Objectives.................................................................................................................................................159
5. Learning Objectives.............................................................................................................................................160
6. Number of Hours..................................................................................................................................................164
7. Ratio of Students/Instructor/Equipment...............................................................................................164
8. Instructor Qualifications....................................................................................................................................164
9. Delivery Method....................................................................................................................................................164
10. Course Assessment............................................................................................................................................164
11. Online Assessment.............................................................................................................................................164
12. Practical Assessment.........................................................................................................................................165
13. Specific Equipment Requirements...........................................................................................................165
14. Appendix 1 to DP Emergency Shiphandling – Learning and Proficiency Outcomes...166
15. Appendix 2 to DP Emergency Shiphandling – Course Structure.........................................168

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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 shiphandling activities in vessels
operating in Dynamic Positioning mode. The course will enhance the safety of navigation in
confined water and in close quarter to oilfield structure to increase the OOW/DPO situation
awareness, risk assessment and management under different emergency situations andenvironmental 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 andsuitable for experienced DPOs who may require refreshing their manual shiphandling skills andofficers 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
overall emphasis of the course is:
1.1 To provide emergency shiphandling training for certificated and prospective DPOs.
1.2 DP vessel shiphandling knowledge and practical exercises for deck officers and Masters.
1.3 To use this course in compliance with onboard 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 To ensure that candidates are prepared for emergency situations in which manual
shiphandling techniques are required AND the circumstances in which the change to manual
should not be made.
1.5 The course comprises two parts:
1.5.1 Classroom – Instruction (Theoretical part maybe conducted on the Navigational Bridge
Simulator) to have a ship-like atmosphere and to have descriptive materials at hand,
immediate use of material during briefing and debriefing of theory and exercise).
1.5.2 Simulator - Upon successful completion of the course the participants will be able
to demonstrate competence in a number of shiphandling emergency scenarios. The
participants will be proficient in conning the vessel in different operational situations andloss of equipment.

2.

Minimum Entry Qualification Requirements
The minimum entry requirement is that participants should hold a deck Officer Certificate (Officerof the watch (OOW), Chief Mate, Master or Cadet) or DPO qualification.

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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 Ability 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, manoeuvringin sheltered waters and offshore environments including close quarters manoeuvring, holding a
vessel in one position after an emergency and operating with reduced machinery capability.
The theory content will revise basic principles of shiphandling including:
4.1 Discussion of wind/current, and their influence on the operation in adverse weather/wind condition.
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 its effect on shiphandling 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 modes.
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 Manoeuvring without bow thrusters.

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4.16 Emergency shiphandling after a worst-case failure.
4.17 Stopping distance when maintaining heading.
4.18 Effect of external forces on a vessel.

Documentation
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 Alarms associated with propulsion systems.

5.

Learning Objectives
The expected learning outcome is that the students will be able to describe or demonstrate thefollowing:

Vessel Machinery Characteristics
5.1 Types of Main Propulsion
5.1.1 Describe use of the major types of main propulsion systems including:i.
ii.

Conventional twin/single-screw.
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 use in pulling
power and manoeuvrability when pivot point is on the stern.

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5.4 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.
5.5 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.
5.6 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 point.
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 have on a vessel’smanoeuvring 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 manoeuvre a vessel under varying environmental, hydrodynamic
and ship pivot point conditions.

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Vessel Manoeuvring Modes
5.10 Traditional Manoeuvring
5.10.1 Describe the process of manual shiphandling and station keeping using individual thrusters.
5.10.2 Describe proper use of thrusters, rudders and azimuthing propulsion systems tomanoeuvre 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 aDP 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 manoeuvre 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 to offshore
marine operations. IMCA, MTS and Guidelines for Offshore Marine Operations (GOMO).
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.

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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 for “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 an azimuth propulsion ship may
have on manoeuvrability and station keeping.
5.16.2 Describe the effect that a loss of stern thrusters on conventional twin-screw vessel may
have on manoeuvrability and station keeping.
5.16.3 Demonstrate how to manoeuvre using only azimuth thrusters (biasing and nonbiasing 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

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Annex H: DP Emergency Shiphandling Course

6.

Number of Hours
The course will be of at least four days’ duration with a minimum of 32 hours’ instruction, with atleast 65% of the time assigned to practical shiphandling exercises1.

7.

Ratio of Students/Instructors/Equipment
The course will be run in English. The student-to-instructor/simulator ratio will be a maximum of
three 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.
Note: The Nautical Institute will consider submissions for a shorter course with fewer students
provided that a minimum of nine hours actual bridge exercise time in control of the ship is
assigned to each participant

8.

Instructor Qualifications
Instructors 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. They must be able to demonstrate that they possess the adequate shiphandlingknowledge that affirms 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 be achieved through a concentrated period of exercises on a DP equipped shiphandlingsimulator, supported by a programme of lectures and instruction. This course may also bedelivered, in part, using individual computers 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 thecourse. Students who fail at the first attempt are allowed to 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
Shiphandling Course and undertake the assessment again.

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12.

Practical Assessment
Practical assessments will be based on the conduct of each exercise and will determine thecandidate’s preparedness for manual shiphandling in emergency situations.
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 thestudent to hold station after a DP emergency (for a specified period of time) and then movethe vessel to a safe location under manual control. The time period for holding station will bedependent on the time required to abandon the operation underway at the time of the failure.
The training centre is responsible for ensuring that the assessment is carried out in a professional mannerand that 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 their 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 andProficiency Outcomes
DP Emergency Manoeuvering Course Skills Table
S = Skilled
K = Knowledgeable
A = Aware
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 use.
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
daylight and darkness.
Knowledge, Understanding
and Proficiency
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 it 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 and emergency
control systems.
Controlling the vessel withindependent propulsion units.
Controlling the vessel with Joystick.
Maintaining the vessel in one
position without changing theheading, in the vicinity of a fixedreference point/object with full andrestricted propulsion availability.

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Methods fordemonstrating competence

Criteria forevaluating competence(To be completed by the Centre)(To be completed by the Centre)

Annex H: DP Emergency Shiphandling Course

Manoeuvring the vessel to port
and starboard or fore and aft, keeping
the heading within 10 degrees, in thevicinity of a fixed reference point/object
with full and restricted propulsion.
Transferring in and out of DP to
joystick to manual control.
Manoeuvring and controlling thevessel as listed above, after Worst
Case failure (WCF) of
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 awareness inrespect of subsea pipelines, wellhead
and platform riser 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 auto mode eg WCF, Thruster,generators and Steering Failure.
Manoeuvring and controlling thevessel (box patterns/heading changes)
in the vicinity of a fixed reference
point/object or by using DGNSS withfull or restricted propulsion availability.

Example Simulator Exercises For ShiphandlingTrainee must be able to:14.1 Set up a vessel ready for emergency departure from installations.
14.2 Take appropriate initial actions in response to system failure.
14.3 Hold the vessel in the one position and keep the heading within 10 degrees in good andadverse weather/wind condition using only CPP/FPP azimuths and thrusters after a worst
case failure. Monitor vessel speed with DGPS or DP screen.
14.4 Move the vessel sideways away from danger only using CPP/FPP azimuths and thrusters aftera worst case failure.
14.5 Demonstrate situational awareness both visually and with electronic aids.
14.6 Demonstrate emergency DP Bridge Resource Management skills.
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15.

Appendix 2 to DP Emergency Shiphandling – Course Structure
The course must be a minimum of 32 hours duration including the assessment periods and musthave a minimum of 20 hours assigned to exercises in the simulator.
Note: The Nautical Institute will consider submissions for a shorter course with fewer students
provided that a minimum of nine hours actual bridge exercise time in control of the ship is
assigned to each participant.

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The Nautical InstituteAnnex I
Training and Certification Scheme for Key Technical DP Personnel(The DP Vessel Maintainer Course)
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course)
Title

VersionDate

NI Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course)

1

27/02/2024

Table of changes

171

Page

Subject

177

Revalidation

Revalidation wordings
replaced in line with theAnnex K.

176

Grandfather

The Grandfather clause
expired on 31st December
2023. Deleted

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Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction.............................................................................................................................................................173
2. Development of the Scheme........................................................................................................................173
3. The Role of The NI.................................................................................................................................................173
4. International Safety Management (ISM) Code and DP Training..............................................174
5. Scheme Overview................................................................................................................................................174
6. Training Scheme....................................................................................................................................................175
7. Scheme Layout.......................................................................................................................................................176
8. Minimum Entry Requirements.....................................................................................................................176
9. Revalidation..............................................................................................................................................................177
10. Online Assessment.............................................................................................................................................178
11. Appendix 1 to Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course) – Training, Accreditation & Requirements...........................179
12. Appendix 2 to Training and Certification Scheme For Key Technical DP Personnel(The DP Vessel Maintainer Course) – Model Course.............................................................................181

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Annex I: Training and Certification Scheme for Key Technical DP Personnel

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 wishingto gain the Nautical Institute Training and Certification Scheme For Key Technical DP Personnel (TheDP Vessel Maintainer Course) and training providers wishing to be accredited to deliver Nautical
Institute Key Technical DP Personnel Training – DP Vessel Maintainer Part One Theory.

Short code for this scheme is DPVM.
This accreditation scheme has been developed to cover IMCA M 117 - The Training and Experienceof Key DP Personnel section 6.4 Training Courses for Key Technical DP Personnel and Appendix
Two and Appendix Three. The scheme also takes 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 and the Nautical Institute course “DP Knowledge for Technical Staff”.
The course is designed to provide technical staff with the knowledge required to understandthe redundancy concept for DP operations. The course is for technical staff who have a goodknowledge of ships systems and therefore only covers the redundancy aspect of onboard systems
to ensure safe DP operations.
A DP vessel depends on redundancy of all systems onboard to ensure safe operations. Technical staff
need to be able to identify the correct redundant set-up of all systems, identify loss of redundancy inany 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 and students who have taken
the DP Knowledge for Technical Staff course and The NI instructors who conducted the course.
The scheme consists of:
A training centre course based on The NI DP Knowledge for Technical Staff that has beenrefined after feedback.
The NI Online exam, which was part of the course, with additional questions.
A requirement for onboard DP sea time.
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 the certification 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 deckand engine room departments for the safe operation of a DP vessel.

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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 thecompany 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 oflife and avoid damage 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 onboard 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, mustensure that the engineers on DP vessels undertake the required initial training, including shorecourses, and also that they are familiar with the equipment installed on their ship, both for normal
operations and emergency situations.
The NI does not provide DP training; rather it accredits training institutions to provide DP Vessel
Maintainer training. 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
onboard a DP vessel.
They have knowledge of DP components and their location onboard the DP vessel to allow
them to communicate with and complete repairs under the direct instruction from theequipment manufacturer.
They have the knowledge to stop maintenance before affecting the redundancy of the vessel.
They have the knowledge to know when a vessel is safe to conduct DP operations and iscompliant with the DP class of the vessel.

Why is the DPVM Training Scheme Necessary?
T o ensure a DP Vessel Maintainer has the training to carry out items listed under “What is a
DP Vessel Maintainer?”
To measure the training quality worldwide of all centres.
To ensure DP Maintainers are familiar with DP theory, concepts and systems and all
associated systems onboard their current vessel.
To ensure that training and experience meet a common minimum standard throughout
the DP industry to ensure safe operations.
Understand all the redundancy aspect of onboard systems to ensure safe DP operations.

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6.

Training Scheme
A DP Maintainer should be knowledgeable of the type and purpose of documentation associatedwith DP operations and the DP operations manual that is part of the operator safety management
system. They should also be familiar with charterer-specific instructions, equipment manuals,
failure modes and effects analysis (FMEAs), 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, a DP Vessel Maintainer should be familiarised withthe specific equipment fitted on the vessel. Consideration should be given to the nature of thework of the vessel and the importance of the DP system to this work.
The flowchart below illustrates the scheme progression for new entrants, from the start of the
training to the issuing of a certificate.
The Nautical Institute Training
and Certification Scheme for Key
Technical DP Personnel (the DP
Vessel Maintainers Course)
Part 1:Five-day course +online examination
Part 2:
Familiarisation period: 26 sea timedays (7 DP days). Completion of
Tasks section. Submission ofcompany confirmation letter(s).
Part 3:
Statement of suitability(stamped/signed off by Masterand Chief Engineer)
Online application and submissionof documents to The NI

Applicant mustcomplete missing
elements as appropriate

No

Does the applicant
meet the requirements?
Yes
CERTIFICATE ISSUED

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Annex I: Training and Certification Scheme for Key Technical DP Personnel

7.

Scheme Layout
Part 1: DP Vessel Maintainer Course, Onshore
Part one is a shore-based course provided by an accredited training institute and covers 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, practical assessment, 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 andRegulation 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 byrelevant shore-based technical staff and DPOs and technical cadets to improve their knowledge.
They can be issued a certificate of completion (Theory Only).
To be issued a Key Technical DP Personnel Certificate (The DP Vessel Maintainer’ Course Certificate)candidates must be serving as part of the vessel Technical staff, ie Engineer or ETO.

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9.

Revalidation
A. To revalidate a DPVM Certificate, in addition to 150 days of sea time or equivalent, DPVM needs to :i. Pass The NI CPD Revalidation online exam and NI-approved Continuing Professional
Development (CPD) Programme.
ORii. NI DPVM Refresher and Competency Assessment Course- (The Refresher/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, during which the DPO must sendin an application into The NI).
B. DPVM with 30 days or more DP sea time may revalidate with the following option:
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
technical staff must follow the rules as per the standard with respect to sea time requirements.
Table 1 Revalidation matrix

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1 Jan 2024

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will haveto sit The NI Revalidation Course online exam and complete a minimum of one yearof 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

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will haveto sit The NI Revalidation Course online exam and complete a minimum of two yearsof 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 2026

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have tosit The NI Revalidation Course online exam and complete a minimum of three yearsof 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 2027

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will have tosit The NI Revalidation Course online exam and complete a minimum of four yearsof 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 2028

A DPO/DPVM with 150 days DP sea time who is applying for revalidation will haveto sit The NI Revalidation Course online exam and complete a minimum of five yearsof 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 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. From 1 January2029, applicants will receive the standard 3-month indemnity letter once they havesubmitted and paid for their online application.

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Annex I: Training and Certification Scheme for Key Technical DP Personnel

10.

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-choicequestions and shall be completed in 1 hour 30 minutes. The online assessment will consist of 40
questions and shall be completed with a pass mark of 70%.
Students who fail at the first attempt are allowed to have another two attempts within six monthsof the first attempt; however, the second attempt must be undertaken within 96 hours of thefirst attempt. Failing these three initial attempts, the student is required to repeat the DP Vessel
Maintainer Course and undertake the assessment 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 andCertification Scheme for Key Technical DP Personnel logbook in which their course, DP sea time,task completion and Statement of Suitability as a DPVM are recorded.

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11.

Appendix 1 to Training and Certification Scheme For Key
Technical DP Personnel (The DP Vessel Maintainer Course) –Training, Accreditation & Requirements
Accreditation is given for the DP Maintainers Course.
A Nautical Institute Training centre that 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 attentions of Masters and Chief Engineers are drawn to this statement: the suitability of theofficer to undertake full DP Vessel Maintainer duties keeping responsibility onboard a DP vessel.
This is the final assessment of the trainee DP Vessel Maintainer and Masters 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 the 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 be completed within two years..
When applying and submitting documents to The Nautical Institute (The NI), all components ofthe programme (shore-based courses, DP sea time, task sections, Statement of Suitability form andother elements) must have been completed within the previous two years. In the event that any
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 Maintainers are required to provide a confirmation or testimonial letter from theirshipping companies for all the DP sea time required for the DP Vessel Maintainer. This letter should:
Be written on original headed paper from the shipping company.
Be signed and stamped by the Operations Manager or Engineer Superintendent orequivalent. Letters signed 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
onboard the vessel(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 withpersonal 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.
The signed and dated PDF checklist available on the candidate’s account after payment. It
is compulsory for the trainee DP Vessel Maintainer to sign the declaration of data containedin the online application.
Any other supporting documentation.
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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.
Companies that verify their candidates to ensure requirements have been met before anapplication is made to The NI tend to be more successful. This also assists the company in the
management of their DP personnel and their 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 forthis scheme. However, The NI can also consider the approval for DPVM accreditation on a caseby-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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12.

Appendix 2 to Training and Certification Scheme For Key
Technical DP Personnel (The DP Vessel Maintainer Course) –Model Course
This document covers the Training Centre section of the Nautical Institute Training andCertification Scheme for Technical DP Personnel (DP Vessel Maintainer Certificate course) and is tobe read in conjunction with the Nautical Institute Certification and Accreditation standard, Vol.2 –(Accreditation) 2024.
The Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) 2024
includes detail requirement 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 DPVM classroom-based training.

Introduction
This NI model course document is to be read in conjunction with:
A. The Nautical Institute Training and Certification Scheme For Key Technical DP Personnel.
(The DP Vessel Maintainer Course), named as DPVM in this document.
B. Nautical Institute Certification and Accreditation standard, Vol.2 – (Accreditation) 2024
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 inorganising 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 thekey components in the transfer of knowledge and skills to those being trained through NI standards.
Courses shall be a minimum duration of five days with a minimum of 34 hours includingclassroom 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 Maintainer
Part One Theory Course is a shore-based course provided by a Nautical Institute-accredited
training institute and covers course contents detailed in this 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. The course should coverdetails of the course, its content, instructor qualifications, extra simulator equipment required,course duration and practical exam and online exam.
Part Two: DP sea time onboard an 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 of operation per day).
Vessel-specific and company-specific training as listed in the DPVM logbook Task sections.
Part Three: Statement of Suitability
To be signed by both the Master and Chief Engineer.
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The NI DPVM Logbook covers the onboard training and drills required by the DP Vessel Maintainer.
A DP Vessel Maintainer requires a good understanding of onboard DP equipment along withfamiliarisation of DP integration of other systems onboard, DP Procedures, DP documents andtheir locations. Effective training in the classroom and onboard should enable key DP technicalpersonnel to respond quickly and appropriately to equipment failures and faults that may result in
DP incidents, to identify when the vessel has a loss of redundancy and is required to be moved toa safe drift-off location before reinstating DP equipment to its normal operating state.
Training centres or organisations that have developed training programmes that are compliant withNI DPVM course requirements may apply for accreditation by The Nautical Institute (The NI) for thecourse. When an organisation and its course are accredited, it will be authorised to issue certificatesbearing the logo of The NI and to promote its course 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 actuallevel of knowledge, skills and prior technical education of the trainees should be kept in mind
during this review, and any areas within the detailed syllabus that may cause difficulties because ofdifferences between the actual trainee entry level and that assumed by the course designer should
be identified. To compensate for such 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 andspecifications of simulators. Instructors should pay due attention to the trainees’ backgrounds andprevious knowledge when adjusting the course content to suit their knowledge and experienceand advise of any revision of the course objectives required. The detailed teaching syllabus describes
required performances that, 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 trainees have attained each specific learning objective. The
syllabus is laid out in learning-objective format and each objective specifies the performancerequired of the trainees to achieve the intended learning outcomes.
Implementation
For the course to run smoothly and to be effective, considerable attention should be paid to theavailability 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 and other relevant written material.
Minimum Class B simulator approved by The Nautical Institute.
Extra simulator requirement for DP Vessel Maintainer practical training.
Nautical Institute database of training materials.

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Validation
The guidance contained in this document has been validated by The NI DPTEG on Human
Element, Training and Watchkeeping for use by administrations and training providers indeveloping relevant training programmes for effective implementation of uniform minimum
standards for training and certification of seafarers.
Part A: Course Framework
Aim
To give the student the following:
An 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 that can safely be undertaken with and without the help ofequipment manufacturers and, more importantly, when to stop before affecting thevessel’s capability to perform DP operations or redundancy.
The ability to find faults in 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 andcompetent manner.
An understanding of MTS vessel design philosophy and MTS fundamentals.
An understanding of cross connections and their effect on redundancy.
DP knowledge and vessel/type-specific onboard equipment training.
Scope
Seafarers responsible for designated dynamic positioning duties associated with the equipment’s
maintenance or use in emergency situations should have completed The NI Training for Key
Technical Personnel (DP Vessel Maintainer) course for service on ships subject to dynamic
positioning operations.
This course is essentially a course with practical guidance and information and provides training
and qualifications for engineers, engine officers and ETO if part of the ships technical team.
The course consists of theory and practical exercises structured around the safe operation of DP
ships, DP classes, design of DP installations, propulsion machinery, auxiliary systems and 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

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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.
The course shall have a suitably-qualified ETO, Chief Engineer or DP Service Engineer to 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 anddiscussions, as appropriate.
Where the use of multi-media and simulation is intended, it should be ensured that appropriate
multi-media equipment and simulators are made available.
The following items of equipment are recommended to enable the trainees to undergo practical
exercises on a DP simulator that covers section B-V/f* from the STCW Code and the objective of
this course:
Audio-visual equipment and material.
Whiteboard/interactive whiteboard/flipchart for demonstrations.
Internet connection.
Minimum DP Class B Simulator recognised by The Nautical Institute.
Extra simulator equipment as listed below.
Requirements of Nautical Institute Certification and Accreditation standard, Vol.2 –(Accreditation) current version.
Delivery Method
The course will be based on theory and NI B Class simulators and will give the participant an
overview of DP operation and the effects of system and component failures. On completion of thiscourse, 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 theinteraction 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 student- to-instructor ratio will be a maximum of eight students to one instructor toensure proper learning.
However, a case may be made for up to 12 students depending on the equipment and extra
support staff available.
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This course requires the ability to read and interpret ship drawings, typical product specifications,job sheets, procedures, material labels and safety information as provided to operators. Writing isrequired to the level of completing workplace forms. The course shall be delivered in English.
Teaching aids
Instructor manual.
Visual presentations.
Videos.
Drawings.
Samples of sensors.
In addition, DP vessel drawings or other means of demonstration of ship installations of systems
for propulsion machinery and auxiliary power generation machinery should be provided.
Note:
1.
2.

Other equivalent teaching aids, including multi-media training aids such as videos,
CD-ROMs, e-learning materials and computer-based training (CBT) may be used only if
approved by the Nautical Institute before being used for training.
The NI will provide the following technical support documentation to training schools via
The NI website Training Provider logon.
Training FMEA, vessel drawing, product information. IMCA documents approved 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 thesesessions are defined within the overall training programme and that tasks are selected to relate as
closely as possible to shipboard tasks and practices.
Simulator Equipment Required
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 parts of a DP system:
i.
ii.
iii.
iv.
v.
vi.

Controller.
I/O units.
Optical isolators.
Switchboard.
Environmental sensors.
Position Reference Systems.

A computer to display different types of serial strings. This may be augmented if a real sensor is available.
Students should preferably be provided with real hardware and associated equipment, either
operational or non- operational.
If a training centre does not have some of the simulator equipment or a screen to show I/O andother information on their simulator then on a case-by-case basis the auditor will ensure thetraining notes cover the required course objectives.

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Simulator exercises
Demonstrate a problem of command signal.
Demonstrate a problem with the feedback signal.
Demonstrate a thruster failing to full thrust.
Demonstrate a reject problem with gyro and wind sensor.
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.
Demonstrate a slow spread of position reference sensors until one position reference
system is rejected by median test/prediction test.
Demonstrate the high loads caused if the set point speed is set too high.
Demonstrate the high load caused when changing heading when the centre of rotation isset away from the centre of the vessel.
Demonstrate having the bow into high wind and current, then turn the vessel 90 degrees
and show high load and loss of position.
Demonstrate if the DP is unstable.
Monitor the command and feedback value in mA on the DP operator screen.
Monitor input serial strings into the DP system on the operator screen if the string issimulated or use a computer programme to generate a serial string.
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 thesafety 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.

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Timetable
This NI course has been developed providing a recommended range in duration of 34 hours
over five days for lectures, demonstrations, or simulator exercises and NI online assessment andpractical assessment. 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.
Simulator facilities and equipment.
Normal practices at the training centre.
Course Outline
Review of The 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.
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 the main areas of the course.
A learning objective format is used in the detailed teaching syllabus given in Part C; the outline
below is a summary of the course material. The numbering system used below reflects that of thedetailed teaching syllabus.

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Part C: Detailed Outline
Part C correlates the knowledge, understanding and proficiencies defined in the STCW Code and
IMCA 117, with the specific learning outcomes that the trainees should achieve. Each specificoutcome is presented as a topic or sub-topic as a learning objective reflecting the knowledge,
understanding and proficiency in section B- V/f* from the STCW Code.
Learning objectives
The following detailed course outline has been developed in learning objectives

188

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 centres 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 used.

2

Brief history of DP system development

1.1

The following list of competencies are in detail to ensure that all training centres 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 used.

3

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 uses. 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.

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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

Describe full joystick mode.

5.6

Describe joystick auto heading mode.

5.7

Describe two- axis control.

5.8

Describe full three- axis control.

5.9

Describe the difference between DP joystick, remote joystick and independent joystick.

5.10

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.

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 analogue 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 powersystem includes:

9

Fuel systems

9.1

Describe a generic redundant 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.

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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 and sea strainers clean and the effects ofoverheating. Overheating will lead 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 thecooling system.

10.8

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

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 precautions with sharing ship’s 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.

12.3

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.

14.2

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

14.3

Describe the importance 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 a typical generation plant layout and redundant power generation arrangements.
Both full diesel-electric and direct drive main thrusters.

15

Main switchboard

15.1

Discuss the generated voltage options and limitations with regard to main switchboard shortcircuit design.

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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,
short circuits.

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

Generators

16.1

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 the reason to disable auto-stop on low load when on DP.

16.6

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

16.7

Describe how the electrical power available will affect thruster output.

16.8

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

16.9

Describe load shedding.

16.10

Be able to discuss a one-line electrical drawing.

16.11

Describe how generator monitoring systems are different from power management systems.

16.12

Describe AVR control base principal and the result of AVR failure.

16.13

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

16.14

Describe engine shutdown and protection systems.

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 affectanother switchboard.

17.4

Describe with an example how the main bus-tie breaker and all other breakers are set up as
per FMEA.

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17.5

Describe the benefit of closed bus tie systems.

17.6

Explain 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 explain that the main bus tie is to open
before the generator breakers.

17.8

Discuss new requirements for testing of bus tie breakers.

18

Electrical systems and cabling communications

18.1

Describe the function of an Uninterrupted Power Supply (UPS).

18.2

Describe a typical UPS arrangement for DP2 and DP3 operations.

18.3

Describe how to operate the bypass of a UPS.

18.4

Describe test requirements for a UPS.

18.5

Describe typical alarms from a UPS.

18.6

Describe maintenance and life of UPS batteries.

19

AC supplies

19.1

Identify on a one-line drawing the redundancy set-up and ensure there are no crossconnections.

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

Explain that all sub tie breakers need to stay open regardless of whether the main tie breaker isopen 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 in 24V supplies.

20.4

Describe the problem of earth faults on two redundant systems and the use of DC/DC
isolated Supplies.

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 interferance

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
this type 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.

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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.

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 4-20mA 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 (such as GNSS, wind, gyro)

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 testing.

25

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 its 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 it supplies

26

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

26.1

Describe the need for a new load balance study when connecting extra equipment, such as
an 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 supply from only one switchboard and the loss of the switchboard.

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26.5

Describe how, when a piece of equipment fails, the fault transfers to the switchboard thatcaused a blackout.

26.6

Explain what a load balance study is.

26.7

Explain what the term “designed to test” means.

27.8

Describe auto blackout recovery.

26.9

Describe load-dependent start and explain that the vessel could have passed the WCF load
before the extra generator starts.

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 the backup operating
modes that are available.

26.12

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

26.13

Describe the extra redundancy required for working “drift-on”.

26.14

Explain the need for more spinning reserve when working drift-on.

27

Cabling

27.1

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

27.2

Describe the physical cable routeing for Class 3 vessels as per IMO 645/1580 and classificationsociety 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 routeing 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 fibre-optic cable and its advantages over conventional types.

28

The thruster system

28.1

Describe the components and systems necessary to supply the DP system with thrust force anddirection. These include 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 backup control (on thruster control system).

29.2

Describe how emergency operation of thrusters will affect the DP control of the thrusters.

30

Thruster redundancy

30.1

Describe thruster supply change over.

30.2

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

31

Thruster failure modes

31.1

Describe “Fail as set”.

31.2

Describe “Fail to zero”.

31.3

Describe “Fail to full”.

31.4

Describe why you would lose the ready signal.

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31.5

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

31.6

Describe the effect on the DP system of a failed thruster.

31.7

Describe the counterbalance effect of other thrusters when a thruster fails and the vessel is left
in full auto DP mode.

31.8

Describe thruster control by IP over ethernet and trouble shooting.

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 thrusters.

32.5

Describe fixed pitch thrusters’ advantages and disadvantages.

32.6

Describe CPP azimuthing thruster advantages and disadvantages.

32.7

Describe flap/Becker rudders and their advantages and disadvantages.

32.8

Describe fishtail rudders and their advantages and disadvantages.

32.9

Describe propeller nozzles and their advantages and disadvantages.

32.10

Describe variable frequency drives and their advantages and disadvantages.

32.11

Describe direct drive and its advantages and disadvantages.

32.12

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

33

Thruster control concepts

33.1

The following objectives (33.2 – 33.10) address the components and systems necessary tosupply the DP system with thrust force and direction.

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 is 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, coolingsystems 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,loss of ready signal.

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35.2

Describe a hydraulic problem with CPP thrusters.

35.3

Explain that a thruster could always have a mechanical problem.

36

Control systems and sensors

36.1

The following objectives (37.1 – 39.6) address the control components and systems, hardware
and software necessary to dynamically position the vessel.

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

Explain that the DP system must be full tested to check operation after software upgrade.

37.4

Describe typical maintenance and testing that should be carried out on a workstation.

37.5

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

37.6

Discuss how to download log files for analysis.

38

Control processor(s)38.1

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

Explain that some DP systems use a PLC as part of the control system.

39

Independent joystick system (IJS)

39.1

Independent joystick system (IJS)

39.2

Describe the difference between IJS and portable/wing joysticks.

39.3

Describe the class requirement for IJS.

39.4

Explain that on 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.

40

Peripherals

41

Printer

41.1

Describe the DP printer and the need 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 canprint alarms.

41.3

Discuss how 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 electrically connected.

42.2

Explain that a common changeover switch removes the ready signal from the thruster to
DP System.

42.3

Describe the changeover switch in a network thruster control system.

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42.4

Describe wire break monitoring on emergency change over DP to manual and on a DP to
manual network control system.

42.5

Describe wire break monitoring on emergency change over DP to manual and on a DP to
manual network control system.

42.6

Explain that the emergency stop and backup/emergency controls will still work withchangeover switch set to manual or DP mode or IJS mode.

43

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

Explain why the mathematical model can become unstable.

43.8

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, following manufacturers’ instructions.

44

Alarms44.1

Describe the need to set alarms to warn at an early stage.

44.2

Explain that the DPO and engineer must understand what the alarm is and what caused it.

44.3

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

45

Position reference systems: hardware, software and sensors

45.1

Explain 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

DGPA/DGNSS

46.1

Describe principle of GNSS systems.

46.2

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

46.3

Describe the different ways DGNSS corrections are received.

46.4

Describe the disadvantages of the DGNSS system.

46.5

Describe the advantages of the 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.

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46.11

Describe maintenance and logical fault-finding.

46.12

Describe jamming and spoofing of DGNSS systems.

47

Acoustic

47.1

Describe principle of an acoustic system.

47.2

Explain why the speed of sound through the water is required.

47.3

Describe its advantages.

47.4

Describe its disadvantages.

47.5

Describe its failure modes.

47.6

Describe its maintenance and logical fault finding.

47.7

Discuss transponder types and uses, charging of transponders.

48

Taut wire

48.1

Describe the principle of a taut wire system.

48.2

Describe its advantages.

48.3

Describe its disadvantages.

48.4

Describe its failure modes.

48.5

Describe its maintenance and logical fault finding.

49

Laser - system

49.1

Describe the principle of a CyScan system.

49.2

Describe its advantages.

49.3

Describe its disadvantages.

49.4

Describe its failure modes.

49.5

Describe its 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 the principle of a RadaScan, Radius, Artemis system.

50.2

Describe the positioning of interrogator units.

50.3

Describe the advantages of microwave systems.

50.4

Describe the disadvantages of microwave systems.

50.5

Describe their failure modes.

50.6

Describe their maintenance and logical fault finding.

50.7

Describe their transponders and battery maintenance requirements.

51

Inertial navigation systems

51.1

Inertial navigation systems

51.2

Describe their advantages.

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51.3

Describe their disadvantages.

51.4

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

51.5

Describe their failure modes.

51.6

Describe their 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 fibre optic gyro compass.

53.3

Describe its failure modes.

53.4

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

53.5

Describe its maintenance and logical fault finding.

54

Environment sensors - MRU/VRU

54.1

Describe the principle of a VRS/VRU.

54.2

Describe why a DP system needs an MRU/VRS input.

54.3

Describe its failure modes.

54.4

Describe the maintenance logical fault finding and calibration required.

54.5

Explain that some MRU/VRS have internal batteries.

55

Environment sensors - wind sensor

55.1

Describe the principle of propeller and ultrasonic wind sensors.

55.2

Describe wind feed forward.

55.3

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

55.4

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

55.5

Describe the advantages and disadvantages of sensor types.

55.6

Describe maintenance and logical fault finding.

55.7

Describe simple checks ie flags or obstructions.

55.8

Describe problems arising from poor positioning of wind sensors.

56

Documentation

57

DP manual

57.1

Explain that every DP vessel must have a DP Manual that outlines DP operations, company DP
policy, onboard documents, training and vessel hardware. Some classification societies require
the DP manual to be class reviewed.

58

FMEA

58.1

Explain what FMEA stands for.

58.2

Explain why an FMEA is required and the legislation associated with FMEA.

58.3

Describe what is contained in the two main section of an FMEA.

58.4

Describe the content of the vessel study.

58.5

Describe the process of developing an FMEA and the international guidelines thatare recommended.

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58.6

Describe the overall contents of the proving trials section.

58.7

Describe the meanings of A, B and C findings.

58.8

Describe the requirement for FMEA to be class-approved.

58.9

Describe what WCFDI is and why is it important.

58.10

Describe how to conduct FMEA trials safely.

58.11

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

58.12

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

58.13

Describe actions to take if errors are found in an FMEA.

58.14

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

59

DP annual trials

59.1

Annual trials as per IMO 1580 and IMCA M 190.

59.2

Explain why CPP and thruster wire breaks need to be tested every year.

59.3

Explain that the redundancy group is to be tested each year.

60

Capability plots

60.1

Explain what a capability plot is.

60.2

Describe the capability plot for WCF.

60.3

Describe the difference between a capability plot and a footprint plot.

60.4

Explain why a footprint plot cannot be used to check a capability plot.

60.5

Describe the errors that can occur within capability plots.

60.6

Explain how to use max thruster limit of 45% utilisation to safeguard against error incapability plots.

60.7

Describe an online capability plot.

60.8

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

61

Management of Change Procedures

61.1

Explain what is meant by management of change.

61.2

Explain 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

63.1

Explain the importance of not carrying out unauthorised maintenance during any DP operationand permit to work.

63.2

Describe managing risk during reinstatement of equipment.

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64

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

65.1

Discuss the importance of an effective planned preventative maintenance system for all
machinery and equipment related to DP.

65.2

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
the DP equipment.

65.4

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

65.5

Discuss the requirements to carry critical spares for all DP equipment.

66

Documentation

66.1

IMO Documents

66.1.1

Describe IMO 645 and IMO 1580.

66.1.2

Describe IMO 738 and its links to IMCA 117.

66.2

OCIMF - Oil Companies International Marine Forum

66.2.1

DP Failure Mode Effects Analysis Assurance Framework Risk Based Guidance.

67

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

67.1

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

68

MTS Documents available and what they contain

68.1

MTS Design Philosophy

68.1.1

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

68.1.2DP Vessel Design Philosophy Guidance Part 1.

68.1.3DP Vessel Design Philosophy Guidance Part 2.

68.2

MTS DP Operation Guidance

68.2.1DP Guidance Part 2, Appendix 3 Logistics.

68.2.3

DP Guidelines on Testing of DP Systems.

69.2.4

DP Tech Committee DP Operations Guidance Part 1.

68.3

MTS tech ops

68.3.1

Techop annual DP trials and gap analysis.

68.3.2

Techop FMEA gap analysis.

68.3.3

Techop FMEA testing.

68.3.4

Cross connections.

68.3.5All other tech ops.

69

IMCA documents available and what they contain

69.1

IMCA M103 - The design & operation of DP vessels.

69.2

IMCA M109 – DP-related documentation for DP vessels.

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69.3

IMCA M117 – Code of practice for the training & experience of key DP personnel, August 2023.

69.4

IMCA M125 - Safety interface document for a DP vessel working near an offshore platform.

69.5

IMCA M140 - Specification for DP capability plots.

69.6

IMCA M163 - Guidelines for quality assurance & quality control of software.

69.7

IMCA M166 - Guidance on failure modes and effects analysis (FMEA).

69.8

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

69.8

IMCA M190 - Guidance for developing and conducting DP annual trials programmes.

69.10

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

69.11

IMCA M220 - Guidance on Operational Activity Planning.

69.12

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

69.13

IMCA M247 - Identify DP system components and their failure modes.

69.14

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

70

Manning, training and DP emergency drills

70.1

Describe engine room manning and watchkeeping principles for DP operations.

70.2

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

70.3

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

70.4

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

70.5

Describe the operation of the status alert system.

70.6

Explain the requirement for comprehensive engine room standing orders.

70.7

Explain the requirement for a comprehensive handover during change of watchkeepers.

70.8

Describe the planning of onboard drills, real and desktop.

70.9

Describe the use of ‘mobilisation’ and ‘start of project’ DP trials to ensure system operational readiness.

70.10

Describe the development of standard engine room DP procedures for vessel.

70.11

Explain the need for performing DP drills and their different types.

70.12

Describe how to conduct a Partial blackout drill.

70.13

Describe how to conduct a full blackout drill.

70.14

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

70.15

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

70.16

Describe how to conduct a fire drill when on DP.

71

DP operation and effects on DP system

72

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

72.1

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

72.2

Describe the ASOG list of how the vessel equipment is set up for the current industry mission.

72.3

Explain that ASOG should match the FMEA.

72.4

Explain that ASOG will state what action to take after a failure.

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72.5

Explain that ASOG needs to be approved by charterer, shore management and vessel.

72.6

Describe how the ASOG can be used as a decision-making tool after a failure.

72.7

Describe how the ASOG is used for the safe set-up of DP vessel.

72.8

Explain that the ASOG is the bridging document between the vessel and charterer and how
the DPO must have their vessel set-up and operational limits.

72.9

Describe the alignment of alert light system and ASOG.

72.10

Describe how the ASOG/CAM is used to reduce risk.

72.11

Explain that the CAMO must match class-approved FMEA.

72.12

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

72.13

Explain that the ASOG/CAMO is a bridge document between vessel documentation andcharterer working limits and equipment set-up requirements.

73

CAMO – principle and layout of critical activity mode of operation

73.1

Explain that IMCA 220 and MTS Tech Ops documents outline CAMO in detail.

73.2

Explain that CAMO mode set is set up as redundancy mode of operation.

73.3

Describe how the CAMO must match the vessel FMEA.

74

TAM – principle and layout of task-appropriate mode

74.1

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

74.2

Explain that TAM requirement could be less than required by the FMEA and after a failure thevessel could have a loss of position.

74.3

Explain that TAM requirement could be less than required by the FMEA and after a failure thevessel could have a loss of position.

75

TAGOS – principle and layout of thruster and generator operating strategy

75.1

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

75.2

Describe the TAGOS arrangements.

76

Limitations of different type of DP operations

76.1

Explain that the mode of operation will depend on the modes supplied with DP system.

76.2

Explain why a DP vessel cannot be used for anchor handling unless a tow winch tension meteris connected to the DP and describe the problem if the tension meter fails.

77

SIMOPS

77.1

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

77.2

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

77.3

Explain that at times the main watchkeeping engineer might need to stay in the control room.

77.4

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

77.5

Describe how working in close proximity to other vessels might limit the options formanoeuvring the vessel in event of a failure.

77.6

Operating in open water

77.7

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

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77.8

Describe which position reference system will not work in open water.

77.9

Possible effects of subsea operation on DP vessels.

77.10

Describe the effect of underwater current on drilling risers, Lars, tether and of the ROV leading
force on DP.

77.11

Describe the risks of launch and recovery operations.

77.12

Describe the danger of tether becoming entangled in thrusters.

78

Possible effects of remote access

78.1

Describe using remote diagnostics and the danger of use during DP.

78.2

Describe the potential damage of cross connecting a network system and cyber attack.

79

Lessons learned

79.1

Describe common causes of DP incidents, based on past incident case studies.

79.2

Review IMCA DP incident flowcharts

79.3

Review various published Incident reports (IMCA, MTS, US Coastguard)

80

Information required when reporting system problems

80.1

Describe what information is required for remote diagnostics, where to find it and how tocommunicate. it

80.2

Describe common methods of copying system log files from the operator station computer for
fault analysis by the equipment maker.

80.3

Describe the use of screen shots and photos of the equipment to aid fault-finding, supported bycopies of the alarm printouts of both DP and machinery alarms taken when the fault occurred.

80.4

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

80.5

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 bepresented. The manual provides information on teaching methodology and its organisation,
along with the areas that are considered appropriate and important to achieve the relevant
learning outcomes. Instructors should prepare relevant lesson plans for the delivery of each topic
of the course, specifying the teaching strategy and method to be used and describe the learning
activities of the trainees.
Course notes and resources
The course notes, PowerPoint and extra technical information can be supplied in paper-based orelectronic formats.
Student takeaway
The Nautical Institute recommends the DP Operator’s Handbook eBook (latest version) to be issue
to each student, along with training centre course training notes approved by The NI.

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Part E: Evaluation and Assessment
The effectiveness of any evaluation depends to a great extent on the precision of the descriptionof what is to be evaluated. 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 taken place. 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 the 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 successfullycompleting 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:
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 conducted?
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-choicequestions and shall be completed in 1 hour 30 minutes. The online assessment will consist of 40
questions and shall be completed with a pass mark of 70%.
Students who fail at the first attempt can 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 these three initial attempts, the student is required to repeat the DP Vessel Maintainer
Course and undertake the assessment 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 their courses, DP sea time, task completion and Statement of
Suitability as a DPVM are recorded.

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The Nautical InstituteAnnex J
Training and Certification Scheme for DP Station keeping
Systems for Remote Operations (Remote DP Operator Certificate)February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
NI Training and Certification Scheme for DP Station keeping
Systems for Remote Operations (Remote DP Operator Certificate)
Title

VersionDate

NI Training and Certification Scheme for DP Station keeping
Systems for Remote Operations (Remote DP Operator Certificate))

1

27/02/2024

Table of changes
Page

208

Subject

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Original content v1(January 2023)

New content v1(February 2024)

Table of contents
1. Introduction.............................................................................................................................................................210
2. Development of the Scheme........................................................................................................................210
3. The Role of The NI.................................................................................................................................................210
4. International Safety Management (ISM) Code and DP Training..............................................210
5. Scheme Overview................................................................................................................................................211
6. Training Scheme....................................................................................................................................................211
7. Scheme Layout.......................................................................................................................................................213
8. Minimum Entry Requirements.....................................................................................................................214
9. Revalidation..............................................................................................................................................................214
10. Recognition of Prior Learning......................................................................................................................214
11. Appendix 1 The NI Model Course – DP Station Keeping Systems for Remote
DP Operator Certificate.............................................................................................................................................215

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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:Training centre-based NI standard induction and NI simulator courses.
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 takes a holistic approach covering both industry
best practices for onboard DPO training with the addition of remote operations training. This is
to maximise the use of current training centres and allow for new officer, partly trained or fully
trained 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 oflife and avoid damage to the marine environment and property.
All companies operating and/or owning ships must:a. Provide for safe practices in ship operations and a safe working environment.
b. Establish safeguards against all identified risks.
c. Continuously improve safety management skills of personnel ashore and onboard ships,
including preparing for emergencies related to safety and environmental protection.
d. Comply with all mandatory rules and regulations.
e. Ensure that applicable codes, guidelines and standards recommended by IMO, flag states,classification societies 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 controllingthe vessel remotely, including normal operations 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 Overview
The Remote DP Operator certificate is designed to make the maximum use and knowledge ofexisting NI training centres, NI approved DP instructors, officers new to the remote vessel or DP
vessel industries, partly trained officers and existing DPOs to ensure a suitably-trained and skilledworkforce 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 avessel remotely. The training core is based on 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, and trainees should look carefully at these differences. The training scheme uses thesame offshore logbook for recording the time when engaged in DP Operations, but additional
documents must be completed.
The scheme uses The 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 alongwith 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 and including a maximumof two hours can be recorded in one operational day. The hours and DP operational experience inphases B and D must be recorded carefully and accurately entered in the relevant sections. The DP
class and the DP system must be entered.
The task section used in the Training Scheme for DP Station keeping Systems for Remote
Operations Scheme is also different from the offshore training scheme. It reflects the sector needs
and is kept under regular review to address contemporary needs and operations. The separatetask section in the offshore logbook is to demonstrate evidence of operational experience in thecompletion 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 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 RCC Master is required to countersign each section once all tasks in that section have been
completed and signed by a certificated remote DPO. If the Master is a certificated remote DPO,
then a note shall be 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 thetime engaged in DP operations in the logbook should match the master’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 becounted 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 completionof task section on DP1, 2 or 3 vessels

Achieved in not less than 40 days

Phase C:DP Simulator course+
online examination
Phase D:
120 DP hours in remote DP control
using DP1, 2 or 3 vessels + company
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 needs
to obtain more DP operations
and hours in remote DP control
of a classed DP vessel as
per NI requirementsNo

240 DP remote hours?
Yes
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Achieved in not less than 40 days

Annex J: Training and Certification Scheme for DP Station keeping Systems for Remote Operations

7.

Scheme Layout
Phase A: NI DP induction courseStandard NI induction course provided by an accredited training centre and covers 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 1. The course covers all extra knowledge required tooperate a vessel remotely.

Phase B: DP Sea time onboard active DP vessel and task section of logbook
The 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 courseStandard NI Simulator course provided by an accredited training centre and covers 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 logbook
The officer must log an extra 120 hours of remotely operating a Vessel controlled by a DP vessel
in a minimum of 40 days, complete the task section of the Remote DP Operator NI Logbook andobtain 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 a remotely operated vessel from aremote location and 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.

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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
STCWDefinition

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 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-bycase basis. 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.”

9.

Revalidation
The Remote DP Operator Certificate is valid for five years. To maintain the currency of thecertificate, the holder shall obtain at least 300 hours of service as a Remote DP Operator within thepast five years and continue to hold a valid watchkeeper certification for the type and size of thevessel that is being remotely controlled.

10.

Recognition of Prior Learning
The Remote DP Operator certificate is designed to maximise existing trained DPOs and provide aframework for training remote vessel personnel to conduct DP operations.
Officers who have prior learning (Phase A) – The NI Induction course and passed the online
exam – only.
Complete NI Model Course for Remote DP Operators.
Complete sea time and task section in The NI Remote DP Operator Logbook.
Complete NI DPO Simulator Course.
Complete sea time and record in The NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Team Leader.

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Officers who have prior learning – NI Induction and Simulator course and passed bothonline exams.
Complete The NI Model Course for Remote DP Operators.
Complete sea time and task section (Phase B and D) in The NI Remote DP Operator Logbook.
Statement of Suitability signed off by RCC Master.
Note sea time onboard a vessel does not count towards Remote DP operator.
Officers who have prior learning – Holder of an Offshore DPO certificate:
The existing DPOs must complete the model course and 120hrs at RCC before applying forthe certificate to The NI Model Course for Remote DP Operators.
Complete all sea time and task sections (Phase B ) in The NI Remote DP Operator Logbook.
Statement of Suitability signed off by RCC Master.
Note sea time onboard a vessel does not count towards Remote DP operator.
Note: Officers can use two NI DPO Logbooks
1.
2.
3.
4.

11.

One for use during remote operation.
One for use when working offshore onboard a DP Vessel.
The NI permits the induction and the simulator courses to be recorded into both logbooks.
If the induction and/ or simulator course has been conducted prior to the remote logbook
being in use, a note referencing the other logbook can be inserted.

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 avessel in DP remotely. The course can be conducted online at an accredited NI training centre andNI approved RCC.
See Appendix 1 for complete details.

Appendix 1. DP Station Keeping Systems for Remote DP Operator Certificate Model Course
Introduction
This document covers the extra training for remote DP operators, which is required and the
Nautical Institute training for the Offshore DP Scheme.
The Remote DP Operator certificate is designed to maximise existing trained DPOs and provide aframework 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 avessel remotely. The training core is based on the industry best practice of the Nautical Institute DP
operators’ certificate.

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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, including classroom instruction and assessments. The course covers the theoreticalknowledge and extra training required for operating a vessel using dynamic positioning remotelyfrom a Remote-Control Centre (RCC).
The NI Model course for Remote DP Operators can be conducted online by The NI approved RCCor 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 details of this course are in Appendix One. The course covers all the extra knowledge required
to operate a vessel in DP remotely.
Phase B: DP sea time will be gained from 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 systemover a minimum of 40 days and complete the task section of the Remote DP Operator NI Logbook.
Phase C: NI DP Simulator CourseStandard NI Simulator course provided by an accredited training centre covers 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 a minimum of 40 days, complete the task section of the Remote DP Operator NI
Logbook and obtain a company confirmation letter.

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Part 3: Statement of Suitability
Statement of Suitability signed off by Remote DP Operator Master.
Recognition of Prior Learning
The Remote DP Operator certificate is designed to maximise existing trained DPOs and provide aframework for training remote vessel personnel to conduct DP operations.
Officers who have prior learning (Phase A) – The NI Induction course and passed the online
exam – only.
Complete NI Model Course for Remote DP Operators.
Complete sea time and task section in The NI Remote DP Operator Logbook.
Complete NI DPO Simulator Course.
Complete sea time and record in The NI Remote DP Operator Logbook.
Statement of Suitability signed off by Remote DP Operator Team Leader.
Officers who have prior learning – NI Induction and Simulator course and passed bothonline exams.
Complete The NI Model Course for Remote DP Operators.
Complete sea time and task section (Phase B and D) in The NI Remote DP Operator
Logbook.
Statement of Suitability signed off by RCC Master.
Note sea time onboard a vessel does not count towards Remote DP operator.
Officers who have prior learning – Holder of an Offshore DPO certificate:
The existing DPOs must complete the model course and 120hrs at RCC before applying forthe certificate to The NI Model Course for Remote DP Operators.
Complete all sea time and task sections (Phase B ) in The NI Remote DP Operator Logbook.
Statement of Suitability signed off by RCC Master.
Note sea time onboard a vessel does not count towards Remote DP operator.
Note: Officers can use two NI DPO Logbooks
1.
2.
3.
4.

One for use during remote operation.
One for use when working offshore onboard a DP Vessel.
The NI permits the induction and the simulator courses to be recorded into both logbooks.
If the induction and/ or simulator course has been conducted prior to the remote logbook
being in use, a note referencing 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’ actual level 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 ofdifferences between the actual trainee entry-level and that assumed by the course designer
should be identified. The Nautical Institute shall approve the course material.

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Lesson plans
To ensure the standard of training delivery of this new course, The Nautical Institute will supply lessonplans based on the detailed teaching syllabus via an industry working group. 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.
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.
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 and Executive Group (DPTEG) on Human Element, Training and Watchkeeping for use in
RCC to control remote- operated DP vessels.
Part A : Course framework
Aim
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 dynamic positioning duties associated with the care, useor 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 ETOs218

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Annex J: Training and Certification Scheme for DP Station keeping Systems for Remote Operations

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 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-bycase basis. 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.”
Staff requirements & Instructor Qualifications
The course shall be conducted by an NI-approved DP instructor who has demonstrated sufficientknowledge of remote operation.
Teaching facilities and equipment
The course shall be conducted in a Nautical Institute Approved training centre. Suitable teaching
spaces shall be equipped with equipment required by the Nautical Institute Certification andAccreditation standard, Vol.2 – (Current version)
Delivery of training shall be effective, which can be achieved through lectures, group exercisesand discussions, as appropriate. The use of multi-media and simulation is intended, it should beensured that the appropriate multi-media equipment and simulators are made available.
When the course is conducted online, group discussions and student feedback shall form part oftraining delivery.
Delivery Method
The course will be theoretical and give the participant an overview of remote DP operation andthe effects of system and component failures. Upon completion of this course, participants will
understand the typical architecture 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 student- to-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 time.

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Course 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 the course material. The numbering system used below reflects that of thedetailed 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 Remote operation using onboard autonomy (example – remote command for DP to move vessel)
1.1.6 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 – onboard vessel (eg need to monitor offloading operations while holding
station next to a rig)
1.2.4 Need for onboard functions (eg collision detection during navigation)
1.2.5 Voice communications with other vessels (eg 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)

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2 Vessel tasking and monitoring
2.1 Need for operational protocols
2.1.1 Operational start up (at dock or anchor)
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 another desk 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 awareness2.3.1 Sensor fusion presentation
2.3.2 Vessel’s 360-degree by 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 standardisation (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

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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 Piracy
4.4 Sensor spoofing or other malicious interference
5 Off-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 (eg 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 )6.2 Sensor fusion and presentation of data
6.2.1 Video
6.2.1.1 Visual presentation
6.2.1.2 Object detection
6.2.1.3 Distance measurement
6.2.1.4 Single camera vs dual camera (stereoscopic)
6.3 LIDAR
6.3.1 Object detection
6.3.2 Distance measurement
6.4 Radar
6.4.1 Object detection
6.4.2 Distance measurement
6.5 AIS
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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 seafarer training needs
7.4 Principles of autonomous systems
7.5 Safety principles and risk assessment onboard
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 maintenance7.10 Rough sea awareness and handling7.11 Route planning and monitoring and operational limits
7.12 Emergencies contingencies and degraded sensors such as GPS and gyro errors
7.13 Bridge team management structure onboard
8 DP system screen for fault finding

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The Nautical InstituteAnnex K
Continuing Professional Development (CPD) for Revalidation of the
Nautical Institute DP Operator Certificate and DPVM Certificates
February 2024

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 beheld responsible for any damage to property or personnel while following these guidelines. This
information is produced in good faith, but The Nautical Institute cannot guarantee the accuracy
and/or completeness of the information, which is produced for guidance purposes only.
© The Nautical Institute 2024
200B Lambeth Road, London, SE1 7JY United Kingdom
Tel: +44 (0)20 7928 1351
Web: www.nautinst.org
www.nialexisplatform.org

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Document version control
Continuing Professional Development (CPD) Accreditation standard
Title

VersionDate

Continuing Professional Development (CPD)1

27/02/2024

Table of changes
Page

Subject

230

Deck Officers and TechnicalStaff rewording

231, 249

227

Original content v1(January 2023)

New content v1(February 2024)

Practical exercises

234

Section 3 – The process foraccreditation of CPD by The NI

Revised wordings

234

CPD Accreditation and Audit

Defined Accreditation andaudit process

242

Appendix 2

Included references (x) in
the five-year CPD table

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Table of contents
Section 1: CPD For revalidation for The Nautical Institute DP Operator Certificate
and DPVM Certificate......................................................................................................................................................................229
Section 2: Time to complete the CPD Scheme Certificate......................................................................................233
Section 3: The process for accreditation of CPD by The Nautical Institute....................................................234
Section 4: Requesting accreditation standard................................................................................................................236
Appendix 1: Guidelines for the Training and Experience of Key DP personnel..........................................239
Appendix 2: The Nautical Institute – CPD contents.....................................................................................................242

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Section 1 – CPD for revalidation for
The Nautical Institute DP Operator
Certificate and DPVM Certificates1
1.1

Introduction 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.
OCIMF Dynamic Positioning Assurance Framework risk-based guidance.
MTS DP documents.
NI DP Operator’s Handbook.
IMCA DP Event Reporting Scheme.
Advice from Industry stakeholders through DPTEG.
These standards have been developed and are kept up to date with the full engagement andcooperation of the Nautical Institute DP Training Executive Group (DPTEG).

1.2

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 andDPVM certificates as per this standard approved by DPTEG.
The NI will run a CPD workshop every year with CPD providers to review CPD content.

1.3

The International Safety Management Code (ISM) and
Dynamic Positioning (DP) Training
The NI DP CPD scheme is considered part of the ISM Code’s “continuously improve” training andis 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 lossof 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 and apply theguidelines to the training of key DP personnel.

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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 onboard 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,classification societies and marine organisations are considered.
Regarding DP operator and DP technical staff training, the ship operator, whether owneror 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.

1.4

Overview of The Nautical Institute’s DP Revalidation andthe 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 officers
A. To revalidate DP Certificate, in addition to the 150 DP days of sea time or equivalent, DPO’s willneed to:z Pass The NI CPD Revalidation online exam and Complete The NI-approved Continuing
Professional Development (CPD) Programmeorz Complete The NI DP Refresher and Competency Assessment Course. The Refresher
course maybe completed at any time.
B.

DPO with 30 days or more DP Sea-time may revalidate with the following option:z 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. When revalidating using the Revalidation Course for a second or subsequenttime, the DPO must follow the rules as per the standard with respect to sea timerequirements. The Revalidation Course may be completed up to six months before therevalidation date set by The NI. The course will be valid for a period of 12 months only, inwhich time the DPO must apply to The NI for certificate revalidation.

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1.5

Technical staff with the DP Vessel Maintainer Certificate (DPVM)
D. To revalidate a DPVM Certificate, in addition to 150 of sea time or equivalent, DPVM needs to :z Pass The NI CPD Revalidation online exam and NI-approved continuing Professional
Development (CPD) Programme .
orz NI DPVM Refresher and Competency Assessment Course- (The Refresher Course may
be completed at any time.
E.

DPVM with 30 days or more DP sea time may revalidate with the following option:z NI DP Refresher and Competency Assessment Course.

F.

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 technical staff must follow the rules as per the standard withrespect to sea time requirements. 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 12months only, in which time the DPO must apply to The NI for certificate revalidation.

Regardless of which option is taken, The Nautical Institute recommends using The NI-approved CPD
for all the officers.

1.6

Who can apply to The NI for approval to operate a CPD scheme
for revalidation of The NI DPO and holder of DPVM certificate
A. 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:z 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.
z CPD can either be fully online or instructor-led training online.
z The CPD supplier must appoint a subject matter expert (SME) to monitor thecontent and operation of the CPD scheme. As a minimum, the SME must haveseagoing experience on DP vessels with experience with FMEA and annual trials. It is
recommended that they are also a NI DP instructor.
z Online questions and an answering system that are available to the officer, in order tosupport training.
z The DPO must be able to send feedback about the CPD
z Online DP simulation exercises or practical exercises onboard are required as per IMCA
117 & IMCA DP Event Bulletins. The CPD suppliers must incorporate these into their
CPD programmes.
The Nautical Institute accreditation for the training provider and CPD is for three years and applies
to the complete training programme.

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1.7

Minimum requirements to use The NI-approved CPD scheme aspart 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 andare recommended for use by all key DP personnel.

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Section 2 – Time to complete the
CPD Scheme Certificate

2

CPD, as the name suggests, should be a continuous programme throughout the five years thatthe officer holds a valid NI DPO Certificate or DPVM Certificate. CPD must be taken in the yearthat is designated as per Annex 2. CPD suppliers will only allocate CPD one year at a time during
the programme.
Regardless of whether an officer undertakes and passes an exam at the start of the CPD, the officer
must participate in all CPD contents.
The officer must hold a valid NI 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.

2.1

Certificate of Completion
A certificate is to be provided at the end of each CPD module. The CPD supplier is toconfirm how many modules it is running per year. The CPD supplier can have one or, at
most, two modules per 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 theauthenticity of the certificate.

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Section 3 – The process foraccreditation of CPD by
The Nautical Institute3

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.
Organisations aspiring to administer The NI CPD scheme are required to apply to The Nautical
Institute. Subsequent to this application, they will be subject to an audit conducted in accordancewith the established standards. Following a successful audit and formal approval, the organisation
will be granted authorisation to operate The NI DP CPD Scheme The organisation must
demonstrate a minimum of three years’ experience in marine and offshore training.

3.1

Implementation of CPD scheme
Table 1 Revalidation matrix

234

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. From 1 January 2029, applicants will
receive the standard 3-month indemnity letter once they have submitted and paid for their
online application.

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3.2

Indemnity letter
All DPOs whose certificates are due to expire from 1 January 2024 until 31 December 2028, andhave been unable to complete the new requirements for revalidating their certificate, will be
issued with a 12-month indemnity letter once their online application has been submitted/paid.
Applicants must complete the new requirements of the CPD and/or courses and resubmit theirapplications within a year of the issue date of the letter to be eligible to apply. The indemnity letter
is not to be used by applicants to complete any of the sea time requirements for their application.

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Section 4 – Requesting
accreditation standard

4

Individuals seeking to engage in the development and accreditation of the Nautical Institute(NI) Continuous Professional Development (CPD) program are invited to request a copy of therelevant document. Additionally, this document is accessible on The NI Alexis Platform website. It
is imperative to consult the most recent version for accurate and up-to-date information.

4.1

The Nautical Institute sends Standard
The Nautical Institute will send the standard to anyone interested in developing a CPD programme.

4.2

Accreditation Request
A CPD provider wishing to seek NI CPD accreditation can do so by contacting The NI’s
Qualifications Marine & Offshore department by email: accreditations@nautinst.org.

4.3

Contents of a Formal Request for Accreditation
The formal request for accreditation should contain the following information:
a.
b.
c.
d.

4.4

Details of the CPD Supplier
Details of the contact person and Subject Matter Expert (SME)
SME’s CVs
Relevant forms such as the Accreditation application, Accreditation agreement,
confidentiality agreement and checklist should be signed and sent into The NI.

Accreditation Agreement
Before any further progress towards accreditation, the CPD Supplier must sign an Accreditation
Agreement with The NI.

Audit
CPD Accreditation audit based on desktop review.
The NI will provide ESTECH Shared Folder access to the CPD supplier to upload the five-year CPD
modules for the desktop audit. The CPD supplier is to provide CPD online platform access to The NI
for audit purposes. The NI may ask for online meetings during the document review for clarification.

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Cost of Audit
A maximum of three days is chargeable for the CPD Audit and accreditation. For the cost and day rate,contact The NI’s Qualifications Marine & Offshore department by email: accreditations@nautinst.org .

4.5

Documentation to submit to The Nautical Institute for the Audit
CPD Suppliers are to present the following documentation:
Company registration certificate.
A minimum of three years of Marine and Offshore training experience.
Quality manual.
Five years CPD Learning materials.
Individual CPD modules method of assessments.
Annex K checklist.
Reference materials.
Subject Matter Experts’ (SME) CVs.
Feedback form and how users can provide feedback.
Template of the certificates to be issued by the CPD provider.
Administrative procedures to cover registration/booking, of CPD modules etc.
Management review policy.
Performance appraisal policy for SMEs.
Complaints policy.
Control of documents policy.
How the candidate can contact SME, if required during the course.

Results of Accreditation
The NI will write formally to award the accreditation.
The CPD supplier will be accredited to deliver CPD for three years and will be required to submit
annual reports to The NI throughout this period.

4.6

Withdrawal of Accreditation
Accreditation may be cancelled or withdrawn for any of the following reasons:
Failure to settle the accreditation/re-accreditation invoice within 90 days.
Failure to be re-accredited within three months of the expiry date of the existing
accreditation (unless agreed with The NI).
Bankruptcy/receivership or liquidation of the accredited CPD supplier or theirparent organisation.
Failure to notify The NI of significant changes to the management, training delivery or SME.
Misrepresentation, misuse, abuse, or misdemeanour relating to the accreditation by theaccredited CPD Supplier.
Failure to comply with The NI’s policies for accreditation and certification.
Failure to submit an annual report.
Engaging in any illegal activity.
End of partnership or joint venture between two accredited organisations.
Inappropriate behaviour toward The Nautical Institute or its staff.

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4.7

Recognition and Certification
On successful accreditation, The NI will issue a certificate to the provider with authorisation to add
The NI’s logo and the words Accredited by The NI to its CPD module. CPD suppliers should ensure
they only use the approved NI ‘Accredited’ logo.

4.8

The Nautical Institute’s Quality Standards and Audit Procedure
The procedures in this standard have been approved by The NI’s Executive Board, which hasdelegated their detailed application to The NI’s DP Training Executive Group (DPTEG). The group is
kept informed of DP accreditation activities and keeps the accreditation and certification process
under review.

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A1

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 the individual’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 is conductedonboard or ashore.
10.2 DP Competency and CPD
The interrelationship between qualification, experience, maintaining competence and the principleof revalidation is described in section 8. The development, maintenance and retention of suchskills 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
anticipated normal, potential abnormal and emergency DP operations.
Refresher training:¡ The risk of skill fading can be mitigated by periods of formal refresher training.
Refresher training is a fundamental requirement for all DP personnel.
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Mentoring:¡ 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:¡ 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 andsetting of other goals should be considered at annual career appraisals where used.
Preparation for future technology and operational innovations:¡ CPD can facilitate the introduction of new technology, improved practices andprocedures in a safe, timely and effective manner.
10.3 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 a floatel, 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.

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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 theDP 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 possiblethat they attend a minimum of one annual DP trial in a three-year period (see 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 re- commencing DP
activities. This can be reduced by half if 12 hours of simulated DP system operations spreadover 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 or moreshould 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 conductedto 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 – the onboard
simulator and the simulator found in a shore-based training centre. On the shore- based simulator
it is usually possible to input a full range of variables, including errors and failures. The inclusionof the DP simulator into a full mission bridge simulator, where the trainee has the entire bridge tomanage, including the DP system with all its inputs. Companies should consider what options areavailable 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’scompetence 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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A2

Appendix 2: The Nautical Institute –CPD contents“Remind, Refresh, Educate”
Core Module DP Regulations & Guidance2024

IMO - Introduction, purpose, highlights including IMO
MSC/Circ. 645 and IMO Circ. 1580

x

IMCA - Introduction, purpose, highlights

x

2025

MTS - Introduction, purpose, highlights

2026

2027

x

MSF - inc, GOMO/MSF182

x

Class Rules - Introduction, purpose, highlightsxFlag State - Introduction, purpose, highlightsx

Regulatory updates in the last 12 months

x

x

x

x

x

New or update publications and bulletins in the last
12 months

x

x

x

x

x

Management of change - The importance, lessons
learned through station keeping events.

x

x

x

x

x

IMCA DP Station keeping Event Reporting SchemexLessons learned from DP Station Keeping Events

x

x

x

x

x

DP Emergency Drills and Scenarios - Rules, guidance,
purpose, results criteria, (examples annually)

x

x

x

x

x

Roles & Responsibilities of Key DP personnel (according
to M117)

x

x

x

x

DP Testing & Trials
FMEA

x

FMEA - purpose, class & guidance requirements, classinvolvement, specific guidance, objectives, failure types(such as single, common and hidden)x

FMEA Proving trials - guidance, purpose, requirements,
what should be demonstrated (such as redundancy
concept, effectiveness of protective functions, stability ofthe system over full range of load conditions, monitoring
functions, degraded and failure condition.)x

FMEA 5 years proving trials - purpose, requirements,
guidance, what should be demonstrated, etcx

DP Annual Trialxx

IMCA M190, purpose, class & guidance requirements,
class involvement, specific guidance, objectives, IMCA DP
Practitioner Accreditation Schemexx

Field Arrival Trials

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Guidance, purpose, requirements, what should
be demonstratedx

Redundancy Conceptsx

Worse Case Failure (WCF) & Worst-Case Failure Design
Intent (WCFDI) - explainedx

DP Capability plots - Purpose, IMO/Class requirements

xOpen/closed bus operations - Rules, guidance,
considerations, risks,

x

x

x

x

x

Configuration - The importance of the FMEA,
consequences of configuration errors

x

x

x

x

x

Cross Connections - the risks and managing those risks

x

x

x

x

x

x
x

DP Position Reference Systems and Sensors

243

Introduction to Position References & Sensorsxx

Different principles including relative & absolute andgeneral challenges eg, blocking of signals

x

x

Considerations for appropriate selection of PRS for
DP operationsxx

PRS interaction and calibrating PRSxx

PRS Lessons learnt from DP events

x

x

DGNSS

x

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP DG eventsx

New developments in last five years

x

Laser

x

Overview, advantage, disadvantagexOperational & Failure considerationsxLessons learnt from DP laser eventsx

New developments in last five yearsxLaser (no reflector)x

Overview, advantage, disadvantagexOperational & Failure considerationsxLessons learnt from DP laser eventsx

New developments in last five yearsxMicrowavex

Overview, advantage, disadvantagexOperational & Failure considerationsxLessons learnt from DP laser eventsx

New developments in last five yearsx

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Hydroacousticx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five years

x

INS

x

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsx

Taut wirex

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five years

x

Gangway sensorsx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five years

xWind sensorx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsx

Heading sensorx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five years

x

MRU/VRU

x

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsx

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Current sensorx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsxTension sensorx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsxDraught sensorx

Overview, advantage, disadvantagexOperational & failure considerationsxLessons learnt from DP Eventsx

New developments in last five yearsx

DP System Computer, Controllers, Network, IJSGeneral
DP System Computer, Controllers - Overview inc.
controllers & operator stationsx

DP System Computers and controllers- Lessons learnt
from DP EventsxMode changes (such as auto to manual)x

Lessons learnt from DP general events

245

DP Networksx

DP Network system - overview & the risks, guidance availablex

DP Network system - Operational & failure considerationsxLessons learnt from DP Network system events

x

x

x

x

x
x

x

IJS overview

xRules & guidancexPower supplies - Redundancy philosophyx

Location of control stationx

Exercises & drillsx

The Nautical Institute Certification and Accreditation Standard, Vol.1

x

x

x

Annex K: CPD for Revalidation of the Nautical Institute DP Operator Certificate and DPVM CertificatesPower and power generation systems and UPS
Generalx

Power management (eg general requirements/impact of
mission equipment such as its 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 operationxx

Short circuit testingPower limit – As per IMO 1580

x

x

x

x

x

x
x

x

x

Hybrid battery systems - Guidance, concept, principles, risksx

UPS - following redundancy, the requirements of operationx

DC gridsx

Lessons learnt from general eventsx

x

Thrusters and thruster control systems
Thrusters - Overview

x

Thruster types - Overview, advantage, disadvantagex

Thruster allocation/modes of operation - eg bias andconsiderations thereinx

Thruster control system - the basics including EM stops
and emergency/backup controlsx

Thrusters - Failure modes and their effects on operationsxLessons learnt from DP thruster eventsx

New developments in last five yearsx

DP operations

x

x

Operational planning & decision support toolsxx

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 guidanceon actions in the event of these limits being exceeded.

xx

DP alert light systemxx

DP setup proceduresxx

DP watch keeping proceduresxx

Environment conditionsxx

DP operations manualx

Layout of company standard operating procedures andvessel-specific DP operating procedures

246

The Nautical Institute Certification and Accreditation Standard, Vol.1xxx

Annex K: CPD for Revalidation of the Nautical Institute DP Operator Certificate and DPVM Certificates

DP logs and checklistsx

Purpose, overview of expectations / requirementsxCapability plots and footprint plotsx

Simultaneous operations (SIMOPS)

xConsiderations for simultaneous operations involving DP
and non-DP vesselsxx

Mission specific operations

247

General considerationsxx

Introduction to different mission types & available guidancex

x

The mission - its interaction with DP redundancy concept(load limitation priorities, sharing of common supplies (egpower, cooling, ventilation), DP3 F&F integrity of mission
equipment, draught changes (eg heavy lifts), wind profile,blocking of PRS signalsxx

Reference systems & sensors (general considerations froma mission perspective)xx

Operational planning (general considerations from a
mission perspective)xx

Dive support vessels

x

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Pipe lay/cable layxGeneral description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

ROV support

x

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Heavy liftx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Float overx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

The Nautical Institute Certification and Accreditation Standard, Vol.1

Annex K: CPD for Revalidation of the Nautical Institute DP Operator Certificate and DPVM Certificates248

Accommodationx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Drillingx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

FPSO floating production storage and offloading unitx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Shuttle tankers

xGeneral description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionxTrenchingx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionxJack-up (self-elevating)x

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionxOffshore support and anchor handlingx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Well stimulationx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to mission

xRock placementx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

The Nautical Institute Certification and Accreditation Standard, Vol.1

Annex K: CPD for Revalidation of the Nautical Institute DP Operator Certificate and DPVM Certificates

Dredgingx

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

SOV service operations vessels

x

General description/considerations - specific to missionx

Reference systems & sensors - specific to missionx

Operational considerations & planning - specific to missionx

Practical exercises onboard and drills

249

The Nautical Institute Certification and Accreditation Standard, Vol.1

x

x

x

x

x