DP and Non-DP. Dynamic positioning of offshore vessels

If you’re considering an offshore fleet, let’s look at the difference between ships with dynamic positioning (DP) and those without. For many offshore operations, it’s necessary to keep a vessel at a fixed position and heading. Traditionally, this has been done using an anchor spread. Nowadays, dynamic positioning (DP) systems are replacing anchors. A seagoing vessel is subjected to forces from wind, waves, and currents as well as from forces generated by the propulsion system.

The vessel’s response to these forces - its changes in position, heading, and speed - is measured by the position-reference systems and the gyrocompass. Readings from the reference systems are corrected for roll and pitch using readings from the vertical reference sensors. Wind speed and direction are measured by the wind sensors. The DP control system calculates the forces that the thrusters must produce to control the vessel’s motion in three degrees of freedom - surge, sway, and yaw - in the horizontal plane. Dynamic positioning systems are typically used by offshore vessels for accurate maneuvering, maintaining a fixed position or track keeping (pipe/cable laying).

DP systems are usually found on offshore drilling vessels (drilling ships and semi-submersibles), offshore support vessels (platform supply vessels (PSVs), well intervention vessels, diving support vessels), pipe-laying and offshore construction vessels, dredging vessels (suction hopper dredgers, trenching vessels), rock-dumping vessels, and shuttle tankers (during offloading of FPSOs)

DP systems are divided into three classes (according to the degree of reliability): 

Class 1 (DP 1). The “loss” of a given position by a ship can occur in the event of any single malfunction.

Class 2 (DP 2). “Loss” of position does not occur in the event of a single failure of any subsystem or component (propulsion, sensor, control console, etc.), including cables, pipes, etc.

Class 3 (DP 3). The term “single fault” includes, in addition to the faults specified for Class DP-2, the complete failure of all components within one waterproof or fireproof compartment due to fire or flooding.

A non-DP (Dynamic Positioning) vessel refers to a type of ship or boat that does not have dynamic positioning capabilities.

Non-DP vessels rely on traditional methods of navigation and positioning, such as using anchors, mooring lines, and thrusters for maneuvering and maintaining their position manually. These vessels may be equipped with traditional navigation systems like GPS (Global Positioning System) and other instruments to assist in navigation and maneuvering.

It's important to note that the lack of dynamic positioning capability means that non-DP vessels may not be suitable for operations that require precise and stationary positioning, such as deep sea drilling, subsea construction, or underwater exploration in challenging conditions. In such cases, DP vessels are preferred due to their ability to maintain position accurately and efficiently. 

The salary difference between DP (Dynamic Positioning) and non-DP vessels can vary based on several factors, including the type of vessel, job responsibilities, experience level, and location. However, in general, salaries for crew members working on DP vessels tend to be higher compared to those on non-DP vessels.

DP vessels require specialized skills and training, and crew members operating and maintaining the dynamic positioning system are typically paid higher salaries due to the additional responsibilities and technical expertise involved. These positions may include DP operators, DP technicians, DP engineers, and DP officers.

On the other hand, non-DP vessels may have a broader range of crew positions that are not directly related to dynamic positioning operations. These positions can include captains, officers, engineers, deckhands, and other seafarers. The salaries for these roles on non-DP vessels can vary depending on factors such as experience, rank, and the type of vessel.

Additionally, the overall demand and market conditions for DP vessel operations can influence salary levels. In regions or industries where there is a high demand for DP vessels and a shortage of qualified personnel, salaries may be higher to attract and retain skilled crew members.

The integration of DP (Dynamic Positioning) technology into the merchant fleet has been steadily increasing in recent years. While DP systems were traditionally associated with offshore support vessels and specialized industries like oil and gas, they are now being adopted by a wider range of merchant vessels for various purposes.

Here are some key areas where DP integration has been seen in the merchant fleet:

Cruise Ships: Cruise ships are increasingly utilizing DP systems to enhance passenger comfort and safety during operations such as docking and maneuvering in narrow spaces.

Ferries: Some ferry operators have integrated DP technology to optimize docking and ensure precise positioning, improving the efficiency of passenger embarkation and disembarkation.

Specialized Vessels: Other merchant vessels, such as cable-laying ships, pipe-laying vessels, and heavy-lift vessels, are also incorporating DP technology to ensure accurate positioning and stability during critical operations.

The integration of DP systems into the merchant fleet requires specialized training and expertise for crew members responsible for operating and maintaining these systems. There are established guidelines and standards, DP Operator Training Schemes, recommendations and procedures developed by internationally recognized organizations to ensure proper training and certification for DP operators as well as safety of operations.

Expert Tips for Landing Your Next Maritime Job

Whether you’re a cadet fresh out of maritime academy, a seafarer who has spent some time ashore and wants to get back to working in a job at sea, or someone who’s looking for their next job in the maritime industry, if you’re serious about finding a seafarer job, apart from being qualified, the next best thing you can do is to make sure you’re organized.

You don’t need us to tell you that maritime jobs aren’t regular 9 to 5s where you stay with the same company for a few years at least. Most careers at sea mean working with different employers and signing many different contracts.

And that means you must be prepared when you need to find your next position.But if you’re not a naturally organized person this can feel a bit intimidating!

So with that in mind, we’re going to give you a few tips about how to make your search for jobs at sea more efficient. Let’s face it - when you’re more organized you’ll be able to focus on your current job better and be able to relax when it comes to time ashore!

3 Top Tips for Finding Your Next Job at Sea

If you’re looking for your next sea job, chances are you’re applying to different employers. It makes sense that the more applications you submit, the higher the likelihood of you finding your next job is, right?

Sure. But the problem is that the more CVs you send, the harder it is to keep track of your applications. Not to mention the time and effort that’s needed to communicate with all the different manning agencies and employers.

You want to make the most of your downtime and shore leave. And you don’t want to look unreliable because you’ve forgotten to reply to an email or missed an interview.

So what can you do? Here are 3 do-able quick tips to finding your next seafarer job with less stress!

Create a Spreadsheet

Whether you use Excel, Google Sheets or another type of spreadsheet software, trust us, this will make life so much easier. And you don’t need to be technically-minded!

A basic list of the companies or manning agencies you’ve applied to will be massively helpful in keeping what jobs you’re interested in and with who in order.

Things to include are the company’s name, the date you applied, the type of vessel, and the crew change date. You could also add the name of who you spoke to, their contact details and the vessel, and then update it with the current status of your application.

Use a Manning Agency

Using a manning agency is a great time saver to find your next job at sea because they do the hard work for you. You don’t need to use your precious time chasing up employers as that’s their job.

We strongly advise knowing who you’re dealing with though. There are a good number of scam agents out there so please do watch your back. This article tells you how to spot scammers who offer fake seafarer jobs.

Put simply, a good, reputable manning agent will look after its seafarers and not charge you money to find you a job.

Use an App to Find Seafarer Jobs on the Go

As a seafarer you travel a lot. Which is why you need to make your search for maritime job  vacancies as quick and easy as possible. That’s why we like mobile apps for seafarers.

Look for an app that gives you instant access to seafarer jobs, that lets you create and update your seafarer profile, send and receive messages from potential employers and allows you to manage your upcoming crew changes.

After all, you’ve got enough to do so why not make finding your next seafarer job easier - wherever you are?

Exploring Competencies and Their Impact on Seafarers

As someone working in a seafarer job, your ability to perform your job safely and competently at all times - even when under pressure - is essential. Working at sea, no two days are the same and there are a number of factors that can play a huge part in how your day plays out.

You may be working in difficult weather conditions. The sea may be rolling and rough. And,  depending on your rank and role, you might be working with dangerous or complex machinery or systems. Put simply, there are any number of challenges you will need to be prepared to meet.

Which is why the only way that you, as a seafarer, can possibly be prepared for anything your vessel or the elements has to throw at you is through training and education.

After all, professionalism and safety is paramount on a vessel and knowing how to act in every possible situation to ensure your safety, that of your fellow crew members, the cargo, and the vessel is key.

And that is where competencies for seafarers come into the picture.

The Importance of Competencies for Seafarers

First of all, what does ‘competent’ actually mean? 

The dictionary describes competent as “Having the necessary ability, knowledge, or skill to do something successfully.”

And whether you are an officer of the watch, a bosun, a chief engineer or a deck cadet you need that ‘necessary ability, knowledge, or skill’ to perform your tasks onboard to the highest standard. 

However, we know that, unfortunately, accidents can, and do, happen - in every workplace, not just the maritime industry. And like it or not, the majority of accidents happen because of human error - whether they’re on board a container ship or in a factory. 

And, if you’re a seafarer, you don’t need us to tell you that accidents that happen at sea can have catastrophic consequences.

Therefore, maritime training is something that needs to be taken very seriously. After all, you can never have too much education!

What Are Seafarer Competencies?

As you likely know, if you want to get ahead in your maritime career, the more skills and knowledge you have, the better. 

In the shipping industry competency assessments are used to validate the skills and knowledge that you hold as a seafarer for the vital role you have to play onboard your vessel. 

So what are the competencies of a seafarer? Let’s take one rank as an example.

Let’s say, for the purpose of this article, that you’re an able bodied seaman. That means that you should have a sound knowledge of seamanship and your competencies will include medical first aid (including CPR), lifesaving and firefighting. With that comes knowing how to use firefighting and safety equipment.

And talking of equipment, in our example of an AB role, you will also need to be able to confidently undertake general maintenance on the deck and have an understanding of the workings, operation and repair/maintenance of any equipment that you need to use on your vessel.

You will also be called upon to understand the principles and procedures that enable you to perform different tasks within your remit as well as being expected to be well versed in cargo operations.

How to Add to Your Seafarer Skill Set

No matter what seafarer rank you are, if you want to ensure your career at sea goes from strength to strength it is imperative that you continue to build on your skill set and knowledge base.

And one way you can do this is by adding to the knowledge you gained at maritime academy and at sea.

For example, could gaining basic skills in the High Precision Acoustic Positioning system (HiPAP) elevate your career? Or would knowing more about how to calculate quantities of grain cargo help you gain your Chief Mate’s license? 

And even if you’re a Captain or Chief Officer who has already covered grain stability in the past, you might find that our course gives you that timely refresher that we all need now and again when we’ve been doing the same job for a while!
There are only so many jobs on ships to go round - and a lot of seafarers, with more coming up through the maritime academies every semester. So if you understand that training is the way forward in your career, why not take a look at our accessible and affordable online seafarer training courses and further your employment opportunities today.

Mastering Grain Stability for Bulk Carriage

The carriage of grain in bulk can pose certain risks and challenges, which require careful consideration and management to ensure safe transportation. Here are some reasons why the carriage of grain in bulk can be considered dangerous:

Shifting and Unstable Loads: Grain cargoes are prone to shifting and settling during transportation, particularly due to the movement of the ship. This can lead to unstable loads and changes in the ship's stability, potentially resulting in a loss of stability and the risk of capsizing or listing. If the cargo shifts suddenly, it can cause the ship to become unbalanced and lead to dangerous situations.

Free Surface Effect: Grain cargoes are often not completely solid but can have void spaces or voids filled with air. This can create a free surface effect, where the grain cargo can slosh or shift within the cargo hold, impacting the ship's stability. The free surface effect can reduce the ship's metacentric height (GM) and increase the risk of excessive roll or even capsizing in rough seas.

Spontaneous Combustion: Some types of grain, such as oily seeds or grains with high moisture content, are prone to spontaneous combustion under certain conditions. If the cargo is not properly stored, ventilated, or monitored, heat can build up within the cargo, leading to self-ignition and the risk of fire onboard the ship.

Moisture Content and Contamination: Grain cargoes are sensitive to moisture content and contamination. Excessive moisture can cause grain to spoil, leading to the release of harmful gases like carbon dioxide or methane, which can be hazardous to crew members. Contamination by foreign substances, such as chemicals or toxic materials, can also pose health risks and compromise the quality of the cargo.

Structural Overloading: Grain cargoes are generally heavy, and when loaded in bulk, they can exert significant pressure on the ship's structure, including the cargo holds, hatch covers, and bulkheads. Overloading or uneven loading of grain cargo can exceed the structural limits of the ship, leading to structural failures, hull deformations, or even cargo hold collapses.

To mitigate these risks, various measures and regulations are in place to ensure safe carriage of grain in bulk. These include proper cargo handling procedures, monitoring moisture content, ventilation and temperature control, compliance with stability criteria, and adherence to international guidelines and standards, such as those provided by the International Grain Code and the International Maritime Organization (IMO).

Performing grain stability calculations on a ship is important for several reasons:

Structural Integrity: Grain stability calculations help ensure the structural integrity of the ship's cargo holds. Grain cargoes, such as wheat, corn, or rice, can shift during transportation due to the movement of the ship, leading to uneven loading and potential stresses on the ship's structure. By calculating grain stability, the ship's operators can determine the optimal loading configuration and prevent excessive stresses that could compromise the integrity of the cargo holds or the entire vessel.

Safety: Maintaining grain stability is crucial for the safety of the crew, the ship, and the environment. If the cargo shifts significantly, it can result in a loss of stability and increase the risk of capsizing or listing. By performing grain stability calculations, the ship's operators can ensure that the cargo is loaded in a stable manner, minimizing the risk of accidents or cargo shifting during rough seas or sudden maneuvers.

Compliance: Grain stability calculations are often required by regulations and standards set forth by maritime authorities and organizations. For example, the International Maritime Organization (IMO) provides guidelines on the safe carriage of grain cargoes, including stability criteria that must be met. By conducting grain stability calculations, shipowners and operators can demonstrate compliance with these regulations and avoid penalties or restrictions on cargo transportation.

Efficient Space Utilization: Grain stability calculations can also help optimize the use of available cargo space on a ship. By determining the optimal loading patterns and distribution of grain cargo, operators can maximize the amount of cargo that can be transported while maintaining stability. This can lead to improved efficiency, reduced transportation costs, and increased profitability.

In summary, grain stability calculations on a ship are essential for ensuring structural integrity, maintaining safety, complying with regulations, and optimizing cargo space utilization. These calculations help prevent accidents, protect the crew and the environment, and facilitate efficient and safe transportation of grain cargoes.

Different Types of Fleet in the Maritime Industry

Working at sea can be fraught with various dangers and problems for seafarers, the profession of seafarer attracts many young people. But a job at sea implies a long absence from the shore, away from relatives and loved ones. Some become sailors in order to continue family traditions.

An important factor in choosing a maritime profession for many is the prospect of career growth and, therefore, the opportunity to earn more money in the future. But in order to develop in this field in the future, it is necessary to understand what specialties exist and what specialists are required.

When you are coming to fleet choices, it's important to note that each fleet category includes a wide range of vessel sizes and specifications to suit specific operational requirements. Additionally, advancements in maritime technology and sustainability practices have led to the development of hybrid vessels, electric ferries, and more eco-friendly solutions within the maritime industry.  Consulting with maritime experts can provide valuable guidance to ensure the fleet choice aligns with the specific needs of seafaring operations.. Here are some common types of fleets in the maritime industry and the vessels typically chosen for each category:

Cargo fleet is for transporting goods and commodities by sea, cargo fleets often consist of container ships, bulk carriers, and general cargo ships. These vessels are designed to efficiently carry large quantities of cargo. Examples include Panamax and Post-Panamax container ships, Capesize bulk carriers, and multipurpose cargo ships.

Tanker fleet is involved in transporting various liquid cargoes, such as crude oil, petroleum products, chemicals, and liquefied natural gas (LNG). Tanker vessels are classified into different categories based on their cargo type and size. Common types include crude oil tankers, product tankers, chemical tankers, and LNG carriers.

Passenger fleet is dedicated to providing transportation services for passengers. Passenger fleets include cruise ships, ferries, and luxury yachts. Cruise ships come in various sizes, accommodating a large number of passengers, while ferries serve shorter distances, often transporting vehicles and pedestrians across water bodies.

Offshore fleet support various offshore operations, such as oil and gas exploration, production, and maintenance. Offshore fleet typically consists of offshore supply vessels (OSVs), platform supply vessels (PSVs), anchor handling tug supply vessels (AHTS), and crew boats. These vessels are equipped to transport supplies, personnel, and equipment to offshore installations.

Fishing fleet is involved in commercial fishing activities, including catching, processing, and storing fish and seafood products. These fleets comprise fishing trawlers, longliners, purse seiners, and factory ships equipped with processing facilities.

Research Fleet is dedicated to scientific exploration, oceanographic studies, and marine research. These fleets may include research vessels equipped with advanced scientific equipment, laboratories, and diving facilities to support various scientific missions and data collection.

Demystifying Azimuth Thrusters: maritime navigation at first

Earlier we discussed different types of thrusters in the article “Components of the DP system - Thrusters”. Dynamic Positioning (DP) systems maintains the position and heading of a vessel or offshore floating unit by means of thrusters, without the need for anchors. Thrusters play a crucial role in DP systems by providing the necessary thrust for position and heading control.

Azimuth thruster is capable of rotating 360 degrees. Being able to develop the thrust in any direction, a vessel with azimuth thrusters has good maneuvering characteristics. Azimuth thrusters can be both auxiliary and main source of thrust development, and they may have fixed-pitch propellers or controllable-pitch propellers.

The pod is typically located below the waterline and can be rotated by a hydraulic or electric motor.

By having the ability to rotate the thrust vector, ships equipped with azimuth thrusters can change direction of movement quickly and easily, making them highly maneuverable. This makes them particularly useful for tugboats, offshore supply vessels, and dynamic positioning systems for maintaining the position of floating structures.

The size and power of azimuth thrusters can vary depending on the specific application and vessel size. They are typically electrically or mechanically driven and can range from a few hundred kilowatts to several megawatts in power.

But sometimes the specific tasks require to limit sector of azimuth thruster rotation. For this purpose there are several modes available in the DP System.  

Fixed Azimuth function can be usable when the thruster force is necessary to fix in a particular direction. This function shall be used when the vessel has an azimuth thruster located in the fore-and-aft centre line, usually closer to the bow from the midships and aimed to act against main environmental force, depending on which one is stronger at present moment: wind, current or their interaction. Thus, such an azimuth thruster takes the main load while the others just correct the vessel’s position with the minimum one.

While fixed, azimuth thrusters don’t provide the vessel with such a maneuverability, as a fully steerable azimuth thrusters. But they are still valuable propulsion systems in certain applications, providing additional thrust and maneuvering capabilities to enhance vessel control in specific directions.

Biasing Mode is a mode, when two azimuth thrusters work compensating each other (in opposite directions), e.g. it is used in light environmental conditions to avoid constant thruster spin (hunting for a direction). Thruster Biasing has three main parameters: minimum load, at which azimuth thrusters work against each other (counteract); working sector of azimuth thrusters (Angle factor) and load percentage of the azimuth thrusters, when they exit ‘Biasing Mode’ and start working in the same direction, sharing the load demand (Turn factor). In the neutral condition, therefore, two thrusters work in the opposite direction with the power load, set by the operator. In order to provide sustained direction of forward or aft movement, both azimuth thrusters pivot within the predetermined sector, so that the sum linear vector is developed, while lateral vectors compensate each other. They can increase force making the vessel move faster, but they cannot decrease it lower than the level, set by the operator. In order to provide movement to port or starboard direction, one azimuth thruster develops more force than the other.

The Turn factor determines when to turn a thruster within a group, instead of continuing to counteract the other thruster. The maximum force for each thruster is 10 tones and the idle or bias force is 2 tones.

The Angle factor determines the relative priority of angle against force to satisfy the force demand. The same 10 tones demand ahead is achieved, but more thrust is used with a higher angle factor, than with a lower angle factor.

Essential Courses for Seafarers: Advancing Your Skills

Often shipping companies have their own training requirements that go beyond regulatory mandates. Seafarers may need to attend specific courses mandated by their employers to comply with the company's safety, security, and operational standards.

Many courses are required by international maritime regulations such as the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW). These regulations mandate certain training and certification requirements for seafarers to ensure the safety of life at sea, environmental protection, and the efficient operation of ships.

Courses Skill Enhancement provide opportunities for seafarers to enhance their skills and knowledge in specific areas related to their roles onboard. These courses help them stay updated with the latest industry practices, technological advancements, and best practices in safety and operational procedures.

Obtaining additional certifications and qualifications can open doors to higher-ranking positions and increased responsibilities.

Courses related to safety, firefighting, survival techniques, and medical first aid equip seafarers with the necessary skills to respond effectively in emergency situations. This training ensures the safety of the crew, passengers, and the vessel herself.

Some courses focus on specific areas of maritime operations, such as tanker operations, offshore drilling, dynamic positioning, or electronic systems. Seafarers undergo specialized training to acquire the knowledge and skills required for these specific roles or types of vessels.

Here are some common types of courses for seafarers:

Basic Safety Training (BST): This course covers essential safety procedures and skills, including personal survival techniques, fire prevention and firefighting, elementary first aid, and personal safety and social responsibility.

Advanced Firefighting: This course provides advanced training in firefighting techniques and equipment operation for seafarers responsible for fire safety onboard ships.

Medical First Aid: This course trains seafarers in providing immediate medical assistance and first aid in emergency situations at sea.

Personal Survival Techniques (PST): PST courses teach seafarers how to survive in emergency situations at sea, including the use of life-saving appliances and techniques for abandoning ship.

Here are some common types of courses for seafarers:

Personal Safety and Social Responsibilities (PSSR): PSSR courses cover seafarers' personal safety, safety procedures onboard, and their responsibilities towards fellow crew members and the environment.

Proficiency in Survival Craft and Rescue Boats (PSCRB): Provides training in the launching and handling of survival craft, rescue boats, and related equipment.

Ship Security Officer (SSO): Train seafarers in ship security management, including threat assessment, security measures, and response procedures to prevent security incidents.

Bridge Resource Management (BRM): This courses focus on improving communication, teamwork, and decision-making skills of bridge personnel to enhance navigational safety.

Engine Room Resource Management (ERM): Aim to improve teamwork, communication, and coordination among engine room personnel for effective and safe operation of the ship's machinery.

Electro-Technical Officer (ETO) Training: Provide specialized training for seafarers responsible for electrical and electronic systems on board, covering maintenance, troubleshooting, and repair.

Global Maritime Distress and Safety System (GMDSS): GMDSS courses train seafarers to operate and maintain communication equipment and systems used in distress situations and for general maritime safety.

Tanker Familiarization: Provide specialized knowledge and skills required for seafarers working on tanker vessels, including cargo operations, safety procedures, and pollution prevention.

These are just a few examples of the types of courses available for seafarers. The specific requirements and training programs can vary based on the seafarer's role, experience level, and the type of vessel they are employed on. It's important for seafarers to undergo appropriate training to meet international regulations and ensure safe maritime operations.

The Maritime Transportation System is a comprehensive system of systems. It contains ships, shipping lines, people, ports, intermodal transfers, and inland waterways. Each of these in itself is a system of systems, each of which is a major attack vector by scammers. And then if we just look at vessels, we have the ship's network, the navigation systems, the methods for updating and remote access communication systems that we've discussed, the cruise network, the network backbone. Industrial control systems and loading and stability systems. All of these are potential targets for malign actors.

The older ships have run without computers and without networks, that is no information communication technologies, and a critical part of the maritime transportation systems are the information communication technologies that support storage and transportation of data. Now information and communications technologies are technologies that are used to handle, so modern ships are highly reliant on these information communication technologies to function. Modern vessels are essentially floating computers and networks, and as such are susceptible to vulnerabilities and cyber attack. Maritime cyber attacks are happening more frequently than members of the maritime community believe because of the number of unreported and undetected attacks.

Several types of information communications on ships:

Navigation systems. There needs to be some method for updating the information communications technologies on a ship. Then you have all the communications that are digitized, loading and stability systems  etc. All of these are potential threat factors for a cyber attack on a ship.

If a cyber attack occurs and it brings down one part of the system, then that can have an effect on the system as a whole.

Automatic Identification System (AIS) which is quite unique to the Maritime Transportation System is a safety feature described as foremost a navigational tool for collision avoidance and is mandatory for all ships carrying passengers and any cargo vessels over a certain size. So the actual AIS system is simply a transponder that transmits course speed, type, of vessel, type of cargo whether it's at anchor or under way, and other information for safety purposes. And unfortunately, the AIS system is neither encrypted nor authenticated.

Specific of information is broadcast in these AIS messages, there's static information and it includes things that don't change, such as the maritime mobile service identity number, the call sign, the ship name, the size and the type of the ship. There's also navigational information, which is sourced primarily from electronic navigational systems on board the ship, and this information includes course over ground, speed over ground, the heading and rate of turn. In terms of cyber attacks, the one that's most relevant to the automatic identification system are the navigational information attacks, which could influence information flowing to and from the ship on course. Speed, heading, navigational status and rate of turn.

There are solutions that would include being able to encrypt and authenticate these AIS messages, but that would require the installation of new hardware on hundreds of thousands or millions of ships.

The cargo ship transmits the AIS message to an AIS capable satellite every few seconds, which then relays that message to an AIS base station, which is terrestrial based. That means it's on land and then that's sent to the vessel tracker service. Additionally, ships have the capability of sending AIS messages directly to other ships in order to avoid collisions, but now we have a malign actor that has the capability to spoof messages, which can then be sent to the AAS base station, which is then transmitted to other ships as well as to the vessel tracking service.

If the malign actor is able to spoof in AIS message sending it to, let's say, an AIS base station and the AIS message contains false information, the latitude, the longitude and the course of the cargo ship, then that cargo ship may appear to other parts of the system receiving those messages, As being located here. In this instance, the malign actor is going to create a spoofed ghost ship, and so the malign actor creates all the necessary information for an AIS message for a ship that doesn't even exist. However, every vessel and entity, including the air space station and the vessel tracker service receiving these AIS messages will see that ghost ship.

There is such a thing as spoofing when it comes to navigational satellite transmissions. GNSS spoofing alters the data associated with the GNSS to produce different positions, navigation or actual timing information.

Spoofing does it tricks the GPS receiver, which can be a system aboard a ship, these signals are unencrypted and are not authenticated. When spoofing occurs, it effectively replaces the real GPS signals with a fake signal. So GPS spoofing used to be very complicated, now, it's easy to gain access to such a transmitter.

To avoid or mitigate the impact of a cyber attack on a ship, it is important to implement robust cybersecurity measures.

Here are some steps you can take to enhance the cyber security of your vessel:

- Assess the cyber security risks specific to your ship and its systems. Identify potential vulnerabilities and threats that could be exploited by cyber attackers.

- Create a comprehensive cyber security plan that outlines procedures, policies, and technical measures to protect your ship's systems and data.

- Provide cyber security awareness and training programs to all crew members. Train them on best practices for secure use of onboard systems, recognizing phishing attempts, and handling suspicious emails or removable media.

- Ensure that all onboard systems, networks, and devices have strong, unique passwords. Enforce the use of multi-factor authentication (MFA) for critical systems. Limit access privileges to only those who require it for their job responsibilities.

- Regularly update and patch the ship's operating systems, firmware, and software applications.

- Deploy firewalls to monitor and control network traffic, and install reputable antivirus software to detect and mitigate malware threats.

- Implement secure network configurations and segment your ship's network to isolate critical systems from less critical ones.

- Implement a regular backup strategy to ensure critical data is backed up frequently and stored securely.

- Establish a clear incident response plan that outlines the steps to be taken in case of a cyber attack. Define roles and responsibilities, including reporting procedures, containment measures, and recovery processes.

- Keep up to date with the latest cyber security threats and trends in the maritime industry. Stay informed about security advisories, alerts, and best practices provided by industry organizations, cybersecurity agencies, and relevant authorities.

Сyber security is an ongoing process, and it is important to regularly review and update cyber security measures to adapt to new threats and vulnerabilities. Consider seeking assistance from cybersecurity professionals with expertise in the maritime sector to assess and improve your ship's cybersecurity posture.

Understanding System Thrusters in maritime vessels

A dynamic positioning vessel typically requires a specific number of thrusters to ensure effective positioning and maneuverability. The number of thrusters is determined based on several factors, including the vessel's size, shape, intended operations, and environmental conditions. 

Having multiple thrusters, the vessel gains redundancy. If one thruster fails or requires maintenance, the remaining thrusters can compensate and maintain position or safely terminate the task. Redundancy improves the overall reliability and safety of DP operations.

The number of thrusters is determined based on the total thrust required to maintain the vessel's position in different environmental conditions. By distributing the thrust among multiple thrusters, the vessel can achieve the necessary force to counteract external forces effectively. This helps prevent excessive wear and tear on thrusters, extends their lifespan, and reduces maintenance requirements.

Thruster types of dynamic positioning vessels are: 

Main propellers and rudders. Such thrusters are also called “main engines” and, depending on the kind of propeller, there are two types of them: Controllable-Pitch Propeller (CPP) and Fixed-Pitch Propeller (FPP). The difference between these two types is that the blades of the Controllable-Pitch Propeller are able to change the pitch angle (to turn). Thus, the change of the produced thrust is achieved by altering the blade direction (changing the angle of attack of the propeller blades). When the thrust is not required, blades are set to zero pitch and turned to one plane

Advantage of the Controllable - Pitch Propeller is that it is possible to keep the engine at the constant revolutions during maneuvers and there is no need for reversing the engine – in order to develop thrust astern, the direction of the blades is just changed accordingly. Fixed-Pitch Propeller, however, lacks such an option, as its blades do not change the angle of attack (the propeller is solid) and the thrust force can be controlled by increasing or decreasing revolutions per minute (RPM) only, while the engine is working at variable RPMs.

Characteristics, discussed above, are applied to all thrusters, where propeller is used. When the thrusters are controlled by the DP system, then DP system defines and controls the blade pitch and rudder angle to be made for keeping the vessel in position.

In order to avoid affecting one thruster by another (on the vessels with two or more azimuth thrusters), DP operator can activate function “Prohibited Azimuth Zone”. Pivoting 360°, azimuth thruster does not enter a particular sector. Prohibited sectors are usually set in the direction of the other thruster, so that they do not create the wash against each other, or in the direction of hydroacoustic systems (echosounder, HPR) to prevent interference. 

Retractable azimuth thruster - such a thruster is hidden in the hull of the vessel during her passage and is retracted when it is necessary to improve her maneuverability (berthing) or to improve ability of the vessel to keep her position (DP operation). One shall remember that when this thruster is active, the draught of the vessel is increased by its length – particular caution is required in shallow waters and ports.

Azipod – is a variation of the azimuth thruster, with its electrical motor being mounted in the thruster itself (in the pod) and a propeller, connected directly to its shaft.

Tunnel thrusters can be fitted in forward and aft part of the vessel. It is quite simple and reliable equipment. The tunnel of the thruster is located athwartships with the propeller inside – it can be either a controllable-pitch or a fixed-pitch one with the same characteristics and principles, intrinsic to already mentioned propellers.

Tunnel thrusters are rather effective in maneuvering at a slow speed and position keeping, as they develop the side thrust. However, these thrusters lose their efficiency at the speed higher than 3 knots and pitching.

Waterjet and Gill jet thruster – belongs to a waterjet type of thrusters, where the propeller functions as a pump injecting the water to the channel through a pipe, located in the bottom part of the vessel’s hull.

Voith-Schneider thruster – is a laterally rotating cylinder with vertically installed and controllable blades, pivoting about their axis.

The first three types of thrusters, such as Main propellers and rudders, Azimuth thrusters, Tunnel thrusters are more common ones among those, described above. The regulations, however, do not contain any requirements as for the type of the thrusters to be fitted on board. They are the following:

The job of a DP operator is an exciting and important role within the maritime industry. As a DP operator, you will be responsible for operating and maintaining dynamic positioning systems on vessels or offshore platforms. These systems utilize advanced technology to automatically control the position and heading of the vessel or structure, eliminating the need for traditional anchoring.

To excel in this role, it is essential to have a comprehensive understanding of the dynamic positioning system. This knowledge can be acquired through a specialized DP operator book like “Principles of Dynamic Positioning”, which serves as a valuable reference guide. The handbook provides detailed information about the equipment, software, operational procedures, and best practices associated with the specific dynamic positioning system installed on your vessel or platform.

When seeking a job as a DP operator, you may come across vacancies in various sectors of the maritime industry. Oil and gas companies, offshore wind farms, research vessels, and other industries often require skilled DP operators to ensure the safe and efficient operation of their assets.

To become a DP operator, you will need to undergo thorough training and obtain a certificate that validates your competence in operating dynamic positioning systems. The training programs typically include theoretical and practical components, covering topics such as system operation, safety procedures, emergency response, maintenance, and troubleshooting. These courses are designed to equip you with the necessary skills and knowledge to excel in your role as a DP operator.

Upon successful completion of the training course/program, you will be awarded a certificate that serves as proof of your competency as a DP operator. This certificate is highly regarded within the industry and is required for employment as a DP operator. It showcases your proficiency in operating dynamic positioning systems and assures employers of your ability to effectively and safely manage vessel or platform positioning.

In summary, the job of a DP operator involves operating and maintaining dynamic positioning systems, utilizing the knowledge and skills obtained through training and certification. The DP operator handbook “Principles of Dynamic Positioning” serves as a valuable reference guide, and job vacancies can be found in various sectors of the maritime industry. Through comprehensive training and certification, you can become a competent DP operator and contribute to the safe and efficient operations of vessels and offshore structures.

DP Operator job

Constituent elements of the DP system shall be called as components and systems, as besides the unit itself (sensor, generator, thruster), there are wires, switches, piping, valves, etc. That is why the unit and everything required for its functioning shall be referred as a ‘component’, where the word ‘system’ shall be used for the DP system and power management system.

DP class 1 system does not require power redundancy. DP class 2 system is provided with it, that is why the Power system is divided into two buses,. It shall be divided in such a way, to supply enough power for position keeping in case of the worst-case failure. Meanwhile, the power system(s) may be run as one system during operation, if the bus-tie breaker is fitted, that will separate the buses in case of a failure (overload or short circuit).

There is a compulsory requirement for DP class 3 system, that the bus-tie breaker shall be open during DP operation. Thus, a fault on one bus will not affect operation of the other one, and, at least, one bus is still serviceable. The whole system can be divided into two or more buses. Two buses are usually enough. However, the separated part of the power system shall be protected with a fireproof (A.60 class) and watertight bulkhead. As it was mentioned before, this watertight bulkhead is necessary, if the power system is located below the waterline (that is a common situation).

In the event of blackout, there is an Uninterruptable Power Supply, that will provide the operation of the controller, console, sensors and position reference systems with the power for a minimum of 30 minutes. DP class 2 system has got two UPSs, while DP class 3 system has got three. To provide redundancy, each UPS supplies power to an individual console, controller, group of sensors and position reference systems, without being dependent on other UPS.

It is necessary to mention, that there are no requirements for the installation of the Power Management System (PMS) on board according to Circular 645. However, if such a system is installed, it shall be reliable and shall comply with the requirements of the Administration.  Indeed, the power management system is installed on many DP class 2 and DP class 3 vessels built before 2017, as it was required by the Classification Societies. Circular 1580 contains the requirement for DP class 2 and DP class 3 vessels to have power management system on board.

Power management system supplies power, when it is necessary, and prevents blackout on the vessel. Power management system includes such equipment as engines, generators, switchboards and control panels along with the automation equipment that performs the calculation algorithms.

Power Management System objectives:

• Controlling the load and preventing overload (Blackout Prevention function);
• Reducing the load and disconnecting some particular consumers, when it is necessary, e.g. providing thrusters with the extra power needed for position keeping by switching off the vessel’s air conditioner (Preferential Tripping function);
• Controlling the load of individual generators and overall power capacity;
• Sharing the load equally among generators (Share Load function);
• Monitoring available power at present (spinning reserve) and, whether it is necessary, to connect more generators for starting a heavy consumer (Heavy Consumer Blocking function);
• Starting generators and thrusters automatically after a full or partial loss of power on board (Blackout Recovery function).

While projecting power management system, it is necessary to consider power characteristics of the system components, including critical equipment failure and to provide constant protection of other systems despite of these malfunctions.

Components of the DP system - Power

There are several types of maritime security training programs.

Maritime Security Awareness Training:

This training program is typically targeted at personnel who work on vessels or in ports and provides them with an understanding of the potential security threats and risks they may encounter. It covers topics such as piracy, terrorism, stowaways, smuggling, and suspicious activities;

Ship Security Officer (SSO) Training:

SSO training is designed for individuals who are responsible for implementing and maintaining the ship's security plan as per the International Ship and Port Facility Security (ISPS) Code. It covers risk assessment, security measures, security drills, and reporting procedures;

Port Facility Security Officer (PFSO) Training:

PFSO training is aimed at individuals responsible for the security of port facilities. It covers threat assessment, security planning, access control, security equipment, and emergency preparedness;

Vessel Security Officer (VSO) Training:

VSO training is similar to SSO training but focuses on security responsibilities specific to a particular vessel. It involves developing security plans, conducting security inspections, coordinating security measures, and managing security incidents;

Anti-Piracy Training:

This type of training is designed to equip seafarers with knowledge and skills to prevent, deter, and respond to pirate attacks. It includes tactics for piracy avoidance, emergency procedures, crew training, and the use of physical and non-lethal countermeasures;

Maritime Law Enforcement Training:

This training is targeted at maritime law enforcement agencies and personnel involved in enforcing laws and regulations at sea. It covers topics such as maritime legal frameworks, vessel boarding procedures, evidence collection, search and seizure techniques, and interagency cooperation;

International Ship and Port Facility Security (ISPS) Code Training:

ISPS Code training provides an understanding of the regulatory framework for maritime security and the requirements for ships and port facilities. It covers the identification and assessment of security risks, the implementation of security measures, and compliance with international standards;

Crisis Management and Incident Response Training:

This training focuses on preparing personnel to effectively respond to maritime security incidents, such as hijackings, hostage situations, terrorist attacks, or natural disasters. It includes crisis communication, emergency planning, incident command, and coordination with relevant authorities.

These are just a few examples of maritime security training programs, the content and duration of the training can vary.

What are the responsibilities for safety at sea, what are their essence, here are some of them.

Maritime security duties training encompasses a range of skills and responsibilities that individuals must possess to effectively perform security-related tasks in the maritime domain.

Threat Awareness and Risk Assessment: Training focuses on developing an understanding of potential security threats in the maritime environment, such as piracy, terrorism, smuggling, illegal fishing, and unauthorized access to vessels or port facilities;

Security Procedures and Regulations: Provides knowledge of relevant international and national security regulations, guidelines, and best practices;

Access Control and Security Screening: Training covers procedures for controlling access to vessels, port facilities, and restricted areas. Includes identification checks, verification processes, and the use of security screening equipment;

Surveillance and Monitoring: May involve instruction on effective surveillance techniques to detect and monitor suspicious activities or behaviors. Use of CCTV systems, radar, automatic identification systems (AIS), and other monitoring technologies;

Emergency Response and Crisis Management: Guidance on responding to security incidents, emergencies, or threats to maritime assets. Covers emergency procedures, evacuation protocols, communication protocols, and coordination with relevant authorities, including maritime law enforcement agencies, coast guards, and search and rescue organizations;

Security Equipment and Technologies: Familiarization with security equipment and technologies used in maritime environments. Can include instruction on the operation and maintenance of security systems, alarms, access control devices, video surveillance systems, and other security-related technologies;

Communication and Reporting: Includes guidelines for accurate incident reporting, proper documentation, chain of custody procedures, and communication protocols with relevant stakeholders, emphasizes effective communication skills for reporting security incidents, suspicious activities, or breaches;

Security Drills and Exercises; Practical simulate security incidents or emergency situations to assess the preparedness and response capabilities of individuals and teams. Exercises can involve scenario-based simulations, tabletop exercises, or full-scale drills;

Legal and Human Rights Considerations; Training may cover legal frameworks governing maritime security operations, including human rights considerations, use of force regulations, rules of engagement, and protocols for detaining suspects or conducting searches;

Cultural Awareness and Sensitivity; Training often includes cultural awareness and sensitivity to foster effective communication and cooperation with diverse crews, passengers, port personnel, and law enforcement agencies from different backgrounds.

Is that possible to conduct maritime security training online?

Many organizations now offer online maritime security training programs. Online training provides several advantages, including flexibility, cost-effectiveness, and accessibility. Here are some:

• Web-Based Course
• Virtual Classrooms
• Simulations and Case Studies
• Multimedia Resources
• Online Assessments and Certifications
• Discussion Forums and Collaboration Tools
• Mobile Learning.

Online maritime security training can be effective, it is important to ensure that the training program meets industry standards and regulatory requirements. Organizations should verify the credibility and quality of the online training provider and ensure that the training content aligns with relevant international guidelines such as the International Maritime Organization (IMO) regulations and the ISPS Code.