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Last week, I attended a meeting with Christophe Bourillon, CEO of the PYA, at the Nautical Institute in London. It was the first in-person meeting of their DP Tech group since the pandemic. The Nautical Institute is a world-renowned centre of excellence for the training and certification of dynamic positioning (DP) system operators. This technology has been used for decades, primarily in the offshore oil and gas industry. However, with the increasing sophistication of computers and sensors, DP systems have become more advanced and widely available. The superyacht sector has seen rapid growth in the adoption of dynamic positioning, but unlike the oil and gas industry, there is currently no formal training for its use.
A Dynamic Positioning (DP) system is a computer-controlled system that automatically maintains a vessel’s position and heading without requiring anchor deployment. It does so by using thrusters controlled via sophisticated software that processes data from various sensors, including GPS, motion sensors, and gyrocompasses. The system continuously adjusts propulsion power and direction to counteract external forces such as wind, waves, tidal streams, and currents, ensuring precise geostationary position-keeping and heading.
Minute adjustments in position and orientation can be achieved using joystick-style controls on the bridge, allowing large offshore support ships to safely manoeuvre close to fixed oil platforms, even in challenging weather conditions.
A yacht is worth far more per metre than most merchant ships, and a scratch in the hull paint—something that might be shrugged off on a ferry—can have significant financial consequences on a large yacht. A system that allows for extremely slow and precise manoeuvring in confined waters is clearly a valuable tool.
With the proliferation of environmental regulations in the Mediterranean, particularly those aimed at protecting Posidonia seagrass beds, large yachts can use a DP system instead of anchoring. Although permission from coastal authorities is usually still required and a maximum operational duration may be imposed, this approach is far less damaging than dropping an anchor. Additionally, in locations where a yacht is near scenic cliffs or other coastal features in water too deep for anchoring, a DP-equipped yacht can remain in position, enhancing the experience for guests. The vessel can also be oriented for optimal sun or shade on the upper deck. In some circumstances, DP could be advantageous in crowded anchorages and bays, where yachts often anchor with too little cable due to limited space and proximity to other vessels.
Whereas DP systems installed on offshore vessels are subject to stringent type-approval certification, those fitted on large yachts may not be. Commercial regulations require substantial redundancy in power sources and sensors, but this may not always be the case in yachting, which impacts the safe operation of these systems.
If a DP system were to fail suddenly, it is crucial that the crew on watch have the situational awareness to regain control of the vessel rapidly. For a graphic illustration of the risks involved, I highly recommend watching the Netflix documentary Last Breath, which tells the remarkable true story of Chris Lemons.
There is a clear need for training and education in this area. The superyacht industry must develop and define its own best practices for DP operation, and the Nautical Institute is well placed to facilitate this. It is likely that DP training will soon move from Part B of the STCW Code (voluntary) to Part A (mandatory).
Now is the time to get ahead of the game and establish industry best practices before regulations are imposed upon us. If you have experience with DP operations in yachts and would like to contribute to setting these standards, please get in touch with me or the PYA to take part in a working group with the Nautical Institute.
John Wyborn
