Rent a Simulator, bring your own experts as instructors

A shipping company or sub-sea contractor has a wide range of training needs from ordinary familiarization to handling special operations and inherent risk. In many instances you will have the required coaching competence in your own organization. In some cases, training on board will be a good and efficient solution, in other cases this will be expensive or time-consuming to arrange. In such situations we offer rental of our state-of-the-art Kongsberg simulators.

Our simulators have models of real ships and equipment in daily use onboard. At time being we have models of semi-submersible rigs, shuttle tankers, coasters, anchor handlers, construction ships, ROV control room, shift supervisor station, work ROV, knuckle boom crane, wire luffing crane, diesel/ electric engines for ship and rig, high voltage and LNG bunkering stations. We can rent additional models from Kongsberg Digital’s library and – we can produce special models that has not yet been developed.

The SIMSEA simulators are delivered and updated by Kongsberg Digital and Fugro Intersite and certified by DNV-GL. As per today we have

5 Bridges, K-Sim Offshore with DP, DNVGL Class A

2 DP bridge trainers; NI class A and B (K-Pos, SDP)

6 ECDIS stations/bridges

Ship/rig offshore crane

2 Engine control rooms

1 High Voltage panel (real equipment according to NMA specifications)

1 DeepWorks subsea simulator, including ROV control room (Kystdesign),

All our simulators are integrated and can be used for advanced complex operations. Each simulator can also be used on a stand-alone basis. You will find our simulators very realistic and we provide different natural forces influencing your operations like weather, current, wind and heavy seas. The only thing missing is the fresh sea air.

We provide the necessary support like set-up of simulators for simple exercises or operating the simulator equipment for more complex training needs. We will also provide any administrative support, any documentation of the training and catering.

If you have any questions or want to examine this opportunity in detail don’t hesitate to contact Lars Gustavsen, telephone 913 89 783 or A Rune Johansen at telephone 909 30 668.

Non-conformities, corrective actions and root causes

Operating a ship requires painstaking and continuous planning, training, and preparation and follow-up of procedures. When we operate a ship there is an inherent risk in everything we do , which may lead to some kind of impact ranging from smaller incidents to huge disasters impacting on human life, the environment and material damage.

Any non conformity may harm the shipping company’s relation to its charterer. A risk analysis process is often carried out before hiring a vessel. A low risk vessel is good for business! One incident or non conformity is one too many. Dependent on the seriousness of the incident investigations will be carried out to identify and understand the root causes. This in itself could be a challenging exercise requiring thorough analysis involving different competencies. The same goes for identifying effective corrective actions that includes efficient learning processes and lasting improvements.

And of cause there is a cost side as well in addition to any loss of business due to dissatisfied charterers. Most maritime incidents are covered by insurance. According to CEFOR the insurance companies covered incident cost of approximately 1,5 billion USD in 2015. The policy holders’ own share of this add up to significant sums of money. For material damage the policy holder will have to cover normally 150 000 USD per incident and 16 days off hire. A total cost of 1 million USD for an “average incident” is not too much to put into your budgets.

So, what is the recipe for effective and efficient corrective actions?

The obvious answer is of cause that there is not one single recipe there to help us out. However, we know that human factors are the major root cause of incidents. Of this reason it becomes essential to increase the knowledge, skills and attitudes of the people on-board; their awareness, their ability to assess risk, to avoid it if possible and to handle incidents should it occur, and – their ability to cooperate and communicate . Yet, more and more companies choose to send staff with a bare minimum of training to work, vastly increasing the risk of incidents. 

In most aspects of life, we know that the only way to improve competence and performance is by training. Researchers have found several effective learning practices for adults meaning that grown up people is learning:

  1. when they know why they are learning something
  2. by doing
  3. by solving problems
  4. when the subject is of immediate use
  5. in social interaction
  6. when they can use their life experience
  7. when they can integrate new ideas with existing knowledge

Of cause training on-board will meet the most of these criteria and should be priority number one when it comes to learning normal operations and preventing incidents. However, when it comes to handle those incidents we know will happen someday (and they will; shit happens), there is simply no alternative to simulator training. The simulator training focuses safe handling of critical situations requiring awareness, close interaction and responsiveness in environments very similar to real life on board. The simulated operations are monitored and observed and the participants get feedback and proper debriefing. We can do it again and again until all participants get the good feeling of professional confident in various challenging situations. Simulator training is a way to reduce the risk for human errors especially when absolute precision, perfect teamwork and split-second decisions are needed. But the best of all; simulator training completely risk free!

Some argue that simulator training often is costly. Well, this is simply not the case anymore. Especially when you consider the business case: Less incidents. Look to the shuttle tankers, they do it!



IGF training

Simsea has now got accreditation from the Norwegian Maritime Authority (NMA) to provide both Basic and Advanced training according to the IGF Code. The courses are relevant for masters, officers, ratings and other personnel on ships subject to the IGF code. The courses could also be useful for personnel at LNG farms.

Please note that we as a part of the course run bunkering operations on Kongsberg Engine Room Simulators and that 2 Bunkering Operations at the Advanced course is approved by NMA.

Basic course:

By this course the participants shall gain basic knowledge to be able to contribute to the safe operation of a ship subject to the IGF code. Safe operation includes to prevent hazard, apply occupational health and safety precautions and measures, carry out firefighting, respond to emergencies and to prevent pollution of the environment.  

The content of the Basic course is in accordance with STCW A-V/3-1 including the following aspects of operating ships subject to the IGF code:

  • Rules and regulations
  • Design and operational characteristics
  • Fuel characteristics, fuel systems and fuel storage systems
  • Fuel and fuel storage systems’ operations
  • Physical properties of fuel
  • Safety requirements and safety management
  • Hazards associated with operations and hazard controls
  • Gas-measuring and similar equipment
  • Safe working practices and procedures
  • Fire organization, fuel hazards, firefighting agents and methods including fire-fighting system operation
  • Emergency procedures
  • Measures to be taken in the event of leakage/spillage/venting of fuels

Advanced course:

By this course the participants shall gain familiarity with physical and chemical properties of fuels, competence of operate controls, ability to perform all operations, plan and monitor bunkering of a ship subject to the IGF code. This includes competence to take precautions to prevent pollution, secure compliance with legislative requirements, to prevent hazard, apply occupational health and safety precautions and measures, how to prevent fire and to control firefighting and extinguishing systems.  

The content of the course is in accordance with STCW A-V/3-2 including the following aspects of operating ships subject to the IGF code:

  • Safe bunkering including planning and monitoring
  • Operating principles of marine power plants
  • Ships’ auxiliary machinery
  • Marine engineering terms
  • Design and characteristics of ships, systems and equipment
  • Fuel system theory and characteristics including pumps
  • Effects of pollution
  • Measures to be taken in the event of spillage/leakage/venting
  • MARPOL, other relevant IMO instruments, industry guidelines and commonly applied port regulations
  • Hazard and control measures
  • Safety equipment
  • Safe working practises and procedures
  • Firefighting methods and appliances

Maritime engineers need more training

Simsea has over the years trained thousands of deck officers to avoid and handle challenging situations that can occur on-board a ship. The deck officers typically come from all kinds of trades and ships. We train them in leadership, situation awareness, stress handling, decision making, communication, teamwork, etc. However, and that is a paradox, we very seldom train engineers! Now, our engine room simulators are not in use.

This is primarily a paradox because most incidents on-board a modern ship is caused by issues in the engine room. The incident at Hustadvika in Norway this year where a cruise ship faced server trouble is in fact not a special case. It doesn’t require much fantasy to imagine the stress the engineers must have felt on-board Viking Sky when the ship drifted towards striking rocks or hopefully a solid attachment for the anchors.

Many sailing engineers have no experience from such situations and the sad truth is that nor are they trained to handle them. It is of cause a big difference from day to day routine work in the engine room to problem solving under severe stress. Very capable engineers working as instructors in Simsea confirm this. Most maritime engineers need to be trained in handling engine trouble under stress. As they say, “a safe ship has engineers that can handle a crisis as well as routine work”. Practice makes perfect.

Blended training

Simsea now offers many training courses where we combine simulator training with e-learning. We call this blended training.

So, why do we do this?

In our continuous improvement work we focus on changes that meet our key success criteria:

  • Increased learning outcome
  • Credible documentation
  • Reduced training costs

Our training schemes traditionally consist of a practical doing part and a part where we teach the relevant theory behind the doing. The Practice doing part place in simulators and is prepared by a thorough brief and summed up by a debrief where student reflection is an important element. Most of the theory has been taught in classroom lectures.  An important issue for us has been to find a more effective learning method for teaching theory than classroom lectures often characterized by challenges like students’ mixed motivation, mixed competence and lack of a common terminology.

We have landed on e-learning as our main method for teaching theory. In an e-learning module theory will typically be presented by text, pictures and videos. And – each part of the module will have tests that the student shall have to pass. We run all e-learning on a separate specially designed computer program. Computers facilitates the presentation of educational material according to students’ learning needs, as indicated by their responses to questions, tasks and experiences. In this way e-learning is adaptive, it is student active, it facilitates common competence and terminology and – it assures and document the learning outcome.

Our blended training approach is approved by the governmental bodies like NMA and has been well received by all stakeholders. The customers appreciate it because it means more value for money; the increase in learning outcome, the credible documentation and the reduced costs by reducing number of days at the simulation center. The individual course participant appreciates it because it reduces the stay away from home and family.

DYNAMIC POSITIONING BASIC PRINCIPLES


FORCES AT SEA

A seagoing vessel is subjected to forces from wind, waves and current as well as from forces generated by the propulsion system. The Dynamic positioning – DP automatically maintain the vessel’s position and heading using its propellers and thrusters.

dp-principles-1020x765.jpg

The vessel’s response to these forces, i.e. its changes in position, heading and speed, is measured by the position-reference systems, the gyrocompass and the vertical reference sensors. Reference systems readings are corrected for roll and pitch using readings from the vertical reference sensors. Wind speed and direction are measured by the wind sensors.

The K-Pos dynamic positioning control system calculates the forces that the thrusters must produce in order to control the vessel’s motion in three degrees of freedom – surge, sway and yaw – in the horizontal plane.

CONTROL PRINCIPLES

The K-Pos system is designed to keep the vessel within specified position and heading limits, and to minimise fuel consumption and wear and tear on the propulsion equipment. In addition, the K-Pos system tolerates transient errors in the measurement systems and acts appropriately if a fault occurs in the thruster units.

AVAILABLE DYNAMIC POSITIONING SYSTEMS

RELATED

TRAINING

Simsea is accredited by Nautical Institute (NI) to provide DP training. The training consists of two courses; DP Induction and DP Simulator. Each course takes 5 days and includes training on our K-POS DP simulators. Candidates have to document a certain amount of seatime between the courses and after before they will get their DP certificate from NI.

Simsea is also accredited to provide DPO certification by DNV GL. The training includes courses and seatime between the courses. In addition, candidates need to take a specialization course for the kind of vessel they will work on. After these courses candidates have to pass a theoretical and practical test before they get their DPO certificate from Simsea.

DP for Cruise Ship

We know that more and more cruise ships use DP instead of anchoring, to assist maneuvering in narrow harbors, etc. You want your DP operators to be well qualified for such operations and we are happy to provide relevant training. We have developed a special DP class 0 training program for this purpose
The Cruise Ship DP training program runs over 3 days and have an e-learning module that participants should take upfront.
After the course participants should be able to:

✔ Have acquired knowledge of the principles of DP.
✔ Have acquired a basic understanding of how to set up a DP system.
✔ Have understanding of the practical operation of associated equipment, including position reference systems.
✔ Be able to recognize the various alarm, warning and information messages.
✔ Be able to relate the DP installation to the ship system, including (but not limited to) power supply, manoeuvering facility, available position reference systems and nature of work.
✔ Be able to relate DP operations to the existing environmental conditions of wind, sea state, current/tidal stream and vessel movement.
✔ Carry out operational planning, risk assessment and hazard identification tasks
✔ Set up the DP system for a particular task
✔ Operate the communications
✔ Analyse the trends
✔ Discuss systems failures
✔ Decide on courses of action because of systems failures
✔ React to alarms and printer readout
✔ Initiate DP Alert status alarms
✔ React to all events occurring
✔ Operate the desk under normal and pressured conditions:

Simsea is an experienced provider of most maritime training courses and is accredited by NMA. Our DP training and DPO certification and are accredited by Nautical Institute and DNV GL.

Booking please use the button below, or contact:
Turid Landås at + 47 94 00 58 80 | mail@Simsea.no

H01 High Voltage training

Simsea in Haugesund provides H01 High Voltage training for electricians approved by NMA. The course has a total duration of 105 hours of which 5 days at center and 47,5 hours as e-learning. The course has been arranged for several years with positive feedback from the participants. The course is divided in two parts

Part 1 is equivalent to H02 and lasts for 70 hours
(3 days at center and e-learning equivalent to 47,5 hours) and includes:

  1. FSE, Ship, low and high voltage
  2. High voltage Ship theory
  3. Rules and regulations
  4. Basic system understanding
  5. Modes of operation
  6. Construction, outfit and equipment
  7. Maintenance of installations and plants
  8. Connections, tools and cable clips
  9. Danger related to equipment on-board
  10. Use of high-voltage indicators and grounding devices
  11. Operation planning and preparation of procedures
  12. Demonstration of management and operational skills
  13. Auxiliary equipment and calibration
  14. Maintenance and switching procedures and check lists

Part 2 lasts for 35 hours and includes:

  1. Rules and regulations
  2. Basic system understanding
  3. Modes of operation
  4. Construction, outfit and equipment
  5. Generator operation, synchronization, adjustment load/power factor.
  6. Maintenance of installations and plants
  7. Connections, tools and cable clips
  8. Danger related to equipment on-board
  9. Use of high-voltage indicators and grounding devices
  10. Operation planning and preparation of procedures
  11. Demonstration of management and operational skills
  12. Auxiliary equipment and calibration
  13. Maintenance and switching procedures and check lists
  14. Maintenance of High voltage equipment, switching procedures and checklists.
  15. UPS systems, functioning and operation
  16. Emergency shutdown systems, philosophy and functioning (ESD)(cause & effect.)
  17. Practice, demonstration and perform termination/end mounting and connection of high voltage cables, performed in workshop.

We run the courses in week 35, 39, 42, 46 and 49 in 2019 but can set up courses at other times it required by customers.
For more info and booking use this link, or contact Turid Landås at
+47 940 05 770 or mail@simsea.no. Please note that we offer an attractive accommodation package here in Haugesund.

Why Ship to Ship Transfer is all About People – Not Hulls

Simulated STS operation with 2.5m swell from Starboard Astern, here pictured with a swell period that produces unsafe rolling. All rights: Simsea Real Operations AS.
By: Sturle Danielsen Tvedt
Human Factors Specialist at Simsea Real Operations AS Asssoc.
Professor II in Psychology at University of Bergen

Simsea conducted a fruitful test course for ship to ship (STS) operations yesterday with highly contributing guests from Equinor, Teekay and Knutsen OAS. We expect STS courses to an established course during this year.

STS operations are currently receiving increased attention as it becomes more common among shuttle tankers; it has been increasingly clear that the incidents are more frequent with STS than with the offshore loading operations typical for shuttle tankers.

Incident reports and simulator recreations yet again show that in addition to the technical skills needed for STS operations, senior shuttle tanker officers depend on their non-technical skills to perform safely: First and foremost, they need to maintain situation awareness of loading conditions, local conditions and complex weather- and current parameters. An example in point is sea swell: Guidelines and forecast may define direction and height of swell but neglect the period (“length”) of the swell. The result is that an operation performed within the defined safe limits (3m swell height) is unsafe due to a long swell period which increases rolling and likelihood of contact damage between the ships.

In addition to maintaining good situation awareness, the captains must negotiate authority with a mooring master in a situation which is parallel with ‘pilot relations’ – commonly known to lead to incidents when these relations are poor. Thus, in a complex decision making process during planning and execution (which is a compromise adaptation to wind, current, waves and swell, loading conditions, vessel sizes and manoeuvrability), a captain must be able to communicate to a mooring master the unique features of his propulsion set up (such as a non-linear increases in thrust and high-lift rudders) and how this must be taken into account performing the operation.

This is why ship to ship transfer is all about people – not hulls!

Hvor er maskinistene?

Simsea har trent tusenvis av dekksoffiserer i å unngå og håndtere vanskelige situasjoner som kan oppstå ombord. Vi trener dem i ledelse, situasjonsbevisshet, stress, beslutningstaking, kommunikasjon, samarbeid etc. Og – vi trener dem i maritime operasjoner som manøvrering, kystnavigasjon, ballast, stabilitet, tauing, DP mv. Dekksoffiserene vi trener kommer fra nærskipsfart, langfart, offshore, rigg, tank, bulk og offshore operasjoner.
Men, og det er det paradoksale, vi trener svært sjeldne maskinister. Unntaket var ved oppgradering av sertifikater. Ellers har vi sett svært lite til disse glemte heltene og våre maskinrom-simulatorer står mer eller mindre ubrukte. Dette er et paradoks fordi svært mange ulykker og neste ulykker til sjøs skyldes trøbbel i maskinrommet. Hendelsene på Hustadvika i slutten av mars i år er ikke noe særtilfelle. Det skal ikke mye fantasi til å se for seg stresset som hersket i maskinkontrollrommet på Viking Sky der alarmene ulte og skipet drev mot land og forhåpentligvis et ankerfeste. Mange seilende maskinister har ikke opplevd slike situasjoner og når de oppstår har de ingen trening i å hanskes med dem. Det er stor forskjell på rutinearbeid i maskinrommet og problemløsning under stress. Garva maskinister som er instruktører hos oss, bekrefter dette. Maskinister flest har behov for mer trening i å takle akutt maskintrøbbel under alvorlig stress. Som de sier; et sikkert skip har maskinister som er rustet for krise så vel som daglig rutine. Øvelse gjør mester.