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.
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
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:
FSE, Ship, low and high voltage
High voltage Ship theory
Rules and regulations
Basic system understanding
Modes of operation
Construction, outfit and equipment
Maintenance of installations and plants
Connections, tools and cable clips
Danger related to equipment on-board
Use of high-voltage indicators and grounding devices
Operation planning and preparation of procedures
Demonstration of management and operational skills
Auxiliary equipment and calibration
Maintenance and switching procedures and check lists
of high-voltage indicators and grounding devices
planning and preparation of procedures
of management and operational skills
equipment and calibration
and switching procedures and check lists
of High voltage equipment, switching procedures and checklists.
systems, functioning and operation
shutdown systems, philosophy and functioning (ESD)(cause & effect.)
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 firstname.lastname@example.org. Please note that we offer an attractive accommodation package here in Haugesund.
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!
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. Dette innebærer å holde hodet kaldt når det “koker” rundt deg: Kunne oppfatte alarmer og andre signaler, forstå hva de betyr i den gitte situasjonen, kunne forutse konsekvenser og vite hvordan man skal håndtere situasjonen. Samtidig må man være i stand til å dele situasjonforståelsen med kollegene i maskinrom og på bro. Som det sies; et sikkert skip har maskinister som er rustet for krise så vel som daglig rutine. Øvelse gjør mester.
Dekks- og maskinoffiserer med foreldet
sertifikat kan få sertifikatet tilbake på flere måter.
Den kjappeste måten er ved å fremstille seg
for sertifikatprøve bl.a. hos Simsea.
sertifikatprøven er å verifisere at kandidaten har den kompetanse som kreves i
STCW for ulike typer sertifikater.
D5: STCW konvensjonens regel II/3, STCW kodens avsnitt A II/3
D4: STCW konvensjonens regel II/1, STCW kodens avsnitt A II/1 og A II/3
D3: STCW konvensjonens regel II/2, STCW kodens avsnitt A II/1, A II/2 og A II/3 (unntatt D1)
D2: STCW konvensjonens regel II/2, STCW kodens avsnitt A II/1, A II/2 og A II/3 (unntatt D1)
D1: STCW konvensjonens regel II/2, STCW kodens avsnitt A II/1, A II/2 og A II/3 (unntatt D1)
M4: STCW konvensjonens regel III/1, STCW kodens avsnitt A III/1
M3: STCW konvensjonens regel III/2, STCW kodens avsnitt A III/2
M2: STCW konvensjonens regel III/2, STCW kodens avsnitt A III/2
M1: STCW konvensjonens regel III/2, STCW kodens avsnitt A III/2
Ved påmelding må
kandidaten oppgi hvilket sertifikat som ønskes fornyet. Ved fremmøte må
kandidaten fremlegge sertifikatet og legitimere seg. Merk at før utstedelse av nytt
sertifikat må kandidaten ikke bare ha bestått sertifikatprøven men også pålagte
kurs iht. STCW med Manila tillegg fra 2010.
Simsea har utarbeidet
et sett med både teoretiske oppgaver og simulatoroppgaver som kandidatene skal
løse tilfredsstillende for å bestå sertifikatprøven. Disse inneholder et
representativt utvalg av emner iht. kompetansekravene i STCW. Teoretisk prøve
gjennomføres som digital flervalgs prøve mens simulatoroppgavene gjennomføres i
våre fullskala simulatorer (hhv. bro og maskin). Ved debrief av den
gjennomførte prøven kan vi ved behov vise opptak fra simulatorøvelsene.
Teoretisk del skal
avlegges og være bestått før praktisk del i simulator. Vurderingen skal foregå
slik at det er mulig å avgjøre om kandidaten har tilstrekkelig kompetanse til å
få fornyet sitt sertifikat. Vurderingsformen
er bestått/ikke bestått. For å bestå sertifikatprøven må kandidaten minimum ha
70 % score for hver funksjon.
Prøvens varighet er 8
timer inklusive en times debrief etter gjennomført prøve, inklusive
tilbakemelding fra kandidaten. Ved debrief vil vi ved behov vise opptak fra
bestått» kan påklages og klagefristen er en uke fra avlagt prøve. En egen
klagenemd bestående av to uavhengige sensorer, avgjør klagesaken. Avgjørelser
fra klagenemd kan ikke påklages.
I tillegg til selve prøven tilbyr vi et oppfriskningskurs på tre dager, en pre-test med relevante eksamensspørsmål og familiarisering med simulator. Tiden som medgår til familiarisering kommer i tillegg til de 8 timene prøven varer.
As many of you might have experienced the
ECDIS training based on IMO/STCW requirements is not enough to give navigators
the necessary in-depth understanding. We now offer an e-learning model, called
ECDIS-SITAWARE that we claim meets this shortcoming. Our approach is focusing
on the necessity to raise the navigators’ awareness
of the technical limitations and the pitfalls for unsafe use of ECDIS in
In this course unsafe use of ECDIS is not
understood as poor motivation, rather, limitations and pitfalls are explained
in a concrete manner using simple language.
The course is based on a real incident and
covers four main themes:
1. Scale Issues
2. Wrecks and Obstructions
3. ENC quality and Alternative Information
4. GPS and AIS positioning
The course starts with an introductory chapter
explaining what it means to have situation awareness regarding
ECDIS. Ten chapters then covers one awareness aspect each concerning ECDIS use.
Each Chapter follows a common pedagogic template in three parts:
1) a short presentation of the awareness aspect,
2) an example taken from a real grounding accident,
3) a multiple-choice question activating the learner
and testing understanding at the same time
The course takes the average learner about 1.5 hours
Each chapter can also be printed out in standard
A4/Letter format as reflection sheets. This makes excellent supporting material
for reflective discussion amongst navigation officers. The learners will get an
immediate feed-back on their test score in %. In addition, the learner and
their employer will receive an overview of the test result.
The system is based and can be used on smartphone,
tablet or PC.
The course has been
tested with positive result in several major shipping and crewing companies.