digital world it is possible to conduct most offshore operations in our
advanced full-scale simulators before you go offshore. No footprint there!
A modern subsea simulator park
like we have at Simsea, is an excellent arena for testing or even better; conduct
a complete dry run of your operation! These full-scale integrated simulators can
run most offshore operations.
No footprint here!
And you personnel will be familiar with procedures,
equipment, seabed and other on scene conditions when they finally reach the
destination offshore. They will be on top of the situation and know that they
master the challenges and have this good feeling of professional confidence in
the project and in each other. Of course, such confidence is a prerequisite for
efficient execution offshore!
Our facilities consist of several
real ship bridges with DP,
rooms, offshore crane,
‘shift supervisor’ desk
and – the relevant field’s existing infrastructure and typography.
In these simulators, the
operators have a focus on the solutions, the equipment, the procedures and the tooling
on a quite different level then by getting a presentation in a meeting room:
Tooling design and detailed sequence planning for the operations are tested and
confirmed; contingency operations and parallel operations are identified. By joint testing of procedures and task
plans you will avoid stops in the operations offshore and redesign on deck due
to unforeseen challenges. Simulator tests, dry runs, etc. should be done by
onshore and offshore personnel, together, reducing the cost of sending a lot of
onshore based personnel onboard for many days. And not to mention: You can do your HAZID and HAZOP by doing the
operation instead of talking about it in a crowded meeting room.
After such preparation’s
footprint and costs will definitely be reduced.
Many shipping companies have experienced unexpectedly issues with the electric propulsion system on their ships and need to take several actions to ensure that incidents are properly investigated and that prevention measures are deployed to avoid reoccurrence of similar problems.
One of the actions needed is to enhance the electric competence of the engineers onboard the vessels. The main purpose of such training is to contribute to
closing an identified competence gap in the customer’s current shipboard organizations related to existing electrical propulsions machinery,
bridging the competence gap between engineers and ETO’s and
develop the understanding of each other’s roles and functions. Simsea is currently running a training session like this for one of our customers. We run the course in Rijeka to meet the customer’s need for arranging the training nearby where their maritime engineers live. We will pursue such solutions for any customer; identifying course locations that would reduce travel costs. The learning objectives is that after the course, participants should have an in-depth understanding of purpose, functionality, interdependence and operation of • Generators • Switchboards • Transformers • Converters • E-motors • Gearbox which are the main electrical components in the electric system onboard. Special emphasis will be put on issues primarily related to the variable speed converter system: • Connections • Ethernet switch • Fast Link cable • IGBT • LOW Speed Manoeuvring • PCB & Capacitor • Relays • Rough Sea • Snubber Capacitors In addition, the Engineers shall be able to handle any emergency and crisis scenarios.
One of the main challenges in running such training
is to maintain an operational rather than an engineering terminology and focus
during the lectures and to demonstrate professional challenges and solutions by
employing realistic simulators. Often, courses held by suppliers of electric
solutions do not meet such an operational focus and thus the learning outcome
Please contact A Rune Johansen in Simsea at
+47 909 30 668 if you would
like to hear more about this opportunity.
I tett samarbeid med den maritime fagskolen i Tromsø vil Simsea i løpet av 2020 arrangere hurtigbåtkurs til våre Nord Norske kunder over samme lest som vi til nå har levert i Haugesund og som beskrevet nedenfor. Kursene leveres med e-læringsmoduler noe som gjør at vi kan levere grunnleggende kurs over 4 dager på senter og re-trening over 2 dager. I første omgang har vi satt opp kurs i uke 9, 24, 35 og 49.
Grunnkurs hurtigbåt er rettet mot navigatører og maskinister på hurtigbåt. Kurset er et scenariobasert kurs, som skal gi deltagerne en økt forståelse og erfaring av å operere hurtigbåt under forskjellige situasjoner. Kurset skal gi deltakerne økt forståelse for menneskelige faktorer som påvirker vår atferd og måten vi samhandler og kommuniserer på, være bedre rustet til å jobbe i team, og kunne være med på forhindre misforståelser og hindre at uhell og nesten-uhell skjer. Deltakerne skal oppnå kunnskap om grunnleggende psykologiske og sosiale forhold som påvirker situasjonsforståelse, beslutningstaking og atferd i kritiske situasjoner og hvordan disse kan påvirke teamets prosesser, evner og ytelse i operative sammenhenger. Deltagerne skal demonstrere kompetanse og ferdigheter i henhold til STCW Tabell A-II/1, A-III/1 og forskrift fra 2011-12-22 nr. 1523 § 65, emneplan for hurtigbåt fra 2014-11-18. Kurset vil også gi opplæring på gjeldende regelverk, standard prosedyrer og prosedyrebygging, krisehåndtering og teknisk karakteristikk av hurtigbåt. Relevante «Case studies» gjennomføres for å belyse årsaker til tidligere operative ulykker. Varigheten er 4 dager (29 timer) i tillegg til en e-læringsmodul (9 timer). Det er plass til 12 deltakere per kurs. For å kunne motta kursbevis må deltakeren bestå vurdering i simulator samt skriftlig eksamen. Kurset er i henhold til Sjøfartsdirektoratets emneplan pr 18.11.2014.
✔ Re-treningskurs hurtigbåt
Re-treningskurs hurtigbåt er rettet mot navigatører og maskinister på hurtigbåt. Opptakskrav til kurset for deltager, er gyldig kvalifikasjonsbevis for hurtiggående fartøy i henhold til §65 i forskrift om kvalifikasjoner og sertifikater for sjøfolk. (FOR-2011-12-22-1523). Kurset er et scenariobasert kurs, som skal gi deltagerne en økt forståelse og erfaring av å operere hurtigbåt under forskjellige situasjoner. Kurset skal gi deltakerne økt forståelse for menneskelige faktorer som påvirker vår atferd og måten vi samhandler og kommuniserer på, være bedre rustet til å jobbe i team, og kunne være med på å forhindre misforståelser og hindre at uhell og nesten-uhell skjer. Deltakerne skal oppnå kunnskap om grunnleggende psykologiske og sosiale forhold som påvirker situasjonsforståelse, beslutningstaking og atferd i kritiske situasjoner og hvordan disse kan påvirke teamets prosesser, evner og ytelse i operative sammenhenger. Deltagerne skal demonstrere kompetanse og ferdigheter i henhold til STCW Tabell A-II/1, A-III/1 og forskrift fra 2011-12-22 nr. 1523 § 65, emneplan for hurtigbåt fra 2014-11-18. Kurset vil også gi opplæring på gjeldende regelverk, standard prosedyrer og prosedyrebygging, krisehåndtering og teknisk karakteristikk av hurtigbåt. Relevante «Case studies» gjennomføres for å belyse årsaker til tidligere operative ulykker . Varigheten er 2 dager (15 timer) og en dag e-læring (9 timer). Det er plass til 12 deltakere per kurs. For å kunne motta kursbevis må deltakeren bestå vurdering i simulator samt skriftlig eksamen. Kurset er i henhold til Sjøfartsdirektoratets emneplan pr 18.11.2014.
The hierarchy is a central structure and form of organizing roles, relations and responsibility in the operating field of the maritime organization. There is no doubt that this is a structure which is well established and a natural way of organizing the human resources in the practices of everyday life amongst officers and crew on vessels. Bridge Resource Management, Engine Room Resource Management, are one of the many important courses in accordance to IMO and the STCW convention in which officers on the bridge are trained in increased understanding of human factors in consideration to resource management.
Simsea offers various
courses that focuses on resource management and these are courses of high
quality and gives the
participants an increased understanding of human factors that affect behaviour,
interaction and communication, and improve team-working skills as well as
develop skills for avoiding misunderstandings and the prevention of incidents. One
interesting aspect of looking at resource management then, is to understand the
structure in which the resources operate and the human factors which can affect
its structure. Let’s take the 2019 IMO campaign as a point of departure to
answer the question presented here.
2019 has been a
year in which IMO, the International Maritime Organization, enforced its focus
on empowering women. As the global standard-setting authority for the safety,
security and environmental performance of international shipping, IMO has
lifted a central issue both for the maritime community as well as for the
international community at large. The campaign IMO has fronted is to empower
women in the maritime community. The goal has been amongst other to raise
awareness of the importance of gender equality in an otherwise male-dominated maritime
campaign looks to the broad aspect of empowering women by focusing on the
gender equality, the recruitment of women to the maritime community and the
importance of having women in the organization, it is inevitable to look at how
gender is a factor that can cause the experience of social inequality.
Throughout history up until modern times, it is a well-known fact that women
have been perceived as inferior to male, and the struggle of gender equality is
a still a phenomenon of modern time.
Now, when we
look at one of the essential structures of the operative field of shipping
industry it is the hierarchy which is the leading structure of the
organization. A hierarchy is a system in which one person is put in relation to
another in a linear structure where persons are arranged according to their
importance. The hierarchical structure spells out a clear organization of
roles, responsibilities, and nonetheless authority. Hierarchy is also a
structural form of organizing people in different societies and cultures, weather
in formal systems or in indirect underlying forms which shape the social life
of people. Consequently, when looking at differences, we here then look at differences
which make a difference and generates a distinction of social inequality.
In the latter, it is interesting to look at how a social factor can affect the
authority of one person in relation to another.
international shipping community, there are many teams on vessels dominated by
a broad specter of different nationalities working together. It has become
common, and expected, amongst officers to pay attention to “good BRM, Bridge
Resource Management” in which looking at the human factors in its micro-dynamic
processes, have become essential. When we look at how to work with a good BRM
(which effectively have become an expression amongst officers) we are focusing
on how every person is both the causing factor of challenges in maritime
operation, non-the-less, and more importantly, the great resource to safe,
secure and well-executed voyages an operations. BRM is primarily about
acknowledging the fact that we are human beings that work with other people and
that there are broad aspects of this to be considered. At SIMSEA we focus
amongst other on situation awareness, decision making, teamwork and leadership
as central elements to good BRM. These processes are shaped by the structure in
which they operate: the hierarchy.
the importance of the human factors in maritime operations, it is important
then to understand that a person is strongly shaped by the role in which (s)he
functions, never-the less, it is important to have knowledge about other social
factors that can affect human behavior. Looking at authority then as a central
element of hierarchy, it is like ways important to understand what legitimates the
right exercise power. Take a ship-to-ship operation as an example. Two
essential roles and responsibilities that are played out in a ship-to-ship
operation is the role of the Captain and the role of the Mooring master.
Roughly speaking, the Captain has the responsibility of the vessel and its team
whereas the Mooring master is responsible of the operation. The Captain is the
authority. Though, in its micro-dynamic process and complexity of a
ship-to-ship operation, to what extent does (s)he exercise the authority given
a situation where the Mooring master makes firm suggestions during a
ship-to-ship operation of continuing the process based on the knowledges the
Mooring master have of local conditions while the Captain is not convinced that
the conditions of the operations a acceptable for the vessel? In most cases,
the Captain will practice his/hers given authority, however, in other cases, we
could be witnessing a Captain that experiences a Mooring master being so
convincing in hers/his authority that the Captain chooses not to overrule the
decision in the operation.
Now, for the
simplicity one can say that the above-mentioned example is question of whose
knowledge one makes most relevant in the given operation. However, knowledge is
also a factor of power and authority. Furthermore, looking at the roles of the
Captain and the Mooring Master, one can also in one way claim that they both
have different kinds of authority given the considerations that one have to
make towards the vessel, the team on the vessel, the ship-to-ship operation in
it selves and the “external” team involved in the ship-to-ship operations for
instance when tug-boats are involved etc.
When we talk about whether or not the hierarchical structure in the maritime organization can be challenged, more specifically in the operational field amongst officers and crew on vessels, there are situations which can challenged the well-established structure. It might be easier perhaps to understand that if we give an example of a situation of crisis on the bridge where the primer authority, the Captain, suffers from a panic attack and is unable to handle the situation or falls ill during an operation. In such case one can say that on the one hand chief officer is obliged to take command, nonetheless, s(he) must first understand the situation and actually take the authority in a given situation. Of equal interest is the factors of the mundane that could challenge the established authority amongst officers and crew on vessels.
Now, returning to the point of departure then, the issue if gender is part of a long history of understanding social organization of society. Age, cast, class, ethnicity, religion are just some of the few complex relations in which there exist an organization of power relation which in a broad specter of different societies worldwide have become expressed in some kind of hierarchy. When we talk about these human factors, we talk about potential pre-dispositions that have the potential to shape the social relations between individuals or groups. To what degree would it affect the relation of authority between a Captain and a Chief officer if the Captain was female and the Chief officer was male, or if the Captain was younger and female and the Chief officer was older and male? There are two answers to this question; yes and no, depending on many other situational factors and non-the-less depending on other human factors.
With great respect for the well-established hierarchy in the shipping community and its social organization, it is imperative to consider human factors that might challenge its hierarchy in specific situations. The human factors might present themselves as aspect of individual personalities or choices or these might be connected to other complex systems of social organizations which touches up-on other system of social organizations. IMO has rightfully in 2019 given attention to the issue of gender equality, followingly, it is important for all of those who work in the maritime community to continue the good work of gender equality. In the field of human factors in maritime operations it is followingly important to pay attention to factors of gender equality, but furthermore important to pay attention to other forms of social organization that makes a difference. Can the maritime hierarchy be challenged?
Below you will find Nautical Institute’s (NI) guidelines as per December 2019 for revalidation of your DP certificate. If you have any questions or are in doubt how these guidelines we recommend you to contact Jenny Daintree in NI for clarification. We also recommend you to get any clarification in writing. Simsea will continue to run revalidation courses and you will find actual dates in our booking system http://sts.simsea.no. You may also contact Lars Gustavsen at +47 913 89 783 for further details.
The Nautical Institute has developed a set of guidelines for those revalidating after the transition period for revalidation finishes on 31st December 2019. These guidelines are to provide information for those who have not yet revalidated their DP Certificate or are due to revalidate for a second time, and the actions required if they wish to revalidate. This guidance particularly applies to:
DPOs with DP Certificates issued before 2012 Any DP Certificate issued before 2012 that does not have an expiry date will expire on 31st December 2019.
DPOs with DP Certificates due for revalidation before 2020 Any DP Certificate issued after 2012 (and due to expire before 2020) that has not yet been revalidated will also expire on 31st December 2019.
The following points apply to all DPOs who are revalidating their certificate
1. DP sea time can only be claimed while a DP Certificate is valid. Time completed after the DP Certificate expires cannot be used towards any revalidation.
2. A DPO can still apply for their revalidation after the expiry date, however the new certificate will only be valid for a period of five years from the previous certificate expiry date. 3. DPOs may apply after their certificate has expired if they have met the DP sea time requirements for revalidation while their certificate was valid. [This applies to revalidation based on 150 days or more of DP sea time, or revalidation based on less than 150 days of DP sea time, in which case, the person needs to complete the Simulator Course and a minimum of 30 days DP sea time].
4. If the DPO did not complete the required DP sea time for revalidation before the expiry of the certificate, then the following routes for revalidation are available for DPOs with an expired certificate: Take the Revalidation Course without DP sea time. Standard rules for revalidation with the course still apply.Take the Simulator Course with a minimum of 60 days DP sea time
5. If a DPO cannot provide any evidence of the DP sea time within the last 10 years, or equivalent occupation or activities as recognised by the NI they will need to repeat their DP training starting with the Basic Course, and complete the training and sea time before a certificate can be issued.
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.
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:
when they know why they are learning something
by solving problems
when the subject is of immediate use
in social interaction
when they can use their life experience
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!
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.
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
Fuel characteristics, fuel systems
and fuel storage systems
Fuel and fuel storage systems’
Physical properties of fuel
Safety requirements and safety
Hazards associated with operations
and hazard controls
Gas-measuring and similar equipment
Safe working practices and
Fire organization, fuel hazards,
firefighting agents and methods including fire-fighting system operation
Measures to be taken in the event of
leakage/spillage/venting of fuels
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
Operating principles of marine power
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
MARPOL, other relevant IMO
instruments, industry guidelines and commonly applied port regulations
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 server stress. This includes beeing on top of the situation; dicover and understand, and maintain a proactive attitude to the circumstances surrounding them. At the same time they need to be capable of share their observations, understanding and actions with colleagues and bridge to create a shared situation awareness.
Remember, “a safe ship has engineers that can handle a crisis as well as routine work”. Practice makes perfect.
offers many training courses where we combine simulator training with
e-learning. We call this blended training.
So, why do
we do this?
continuous improvement work we focus on changes that meet our key success criteria:
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.
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