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
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.
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.
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.
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.