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Best Practice Manual

MAERSK SHIP PERFORMANCE SYSTEM
(MSPS)

Version 2.0
July 2013
Preamble

Dear Managers, Masters and Chief Engineers of our Maersk chartered vessels,

As you are aware Maersk (like all other Charterers) are putting highest emphasis on fuel consumption
control.

They introduced for all their Charter Owners the MSPS reporting. The result of the data submitted by
you puts us in a ranking in some kind of Premier Owners League. At the end of the playing season,
the guys on the lowest end will get the boot. Unfortunately there is no 2nd League…

I do not need to explain to you the importance of having Maersk Line as our esteemed customer. The
consequence of losing them will be disastrous for us as company and employer.

Therefore a correct reporting into their system is of the real essence.

The attached MSPS Best Practice Manual shall give you the necessary guidance. In addition always
ask your superintendent in case of doubt.

Owners will support in up-grading the tools (mass flow meters, torque meters) you need for capturing
the right data.

Together we can achieve to qualify for the Champions League. This is our target as Schulte Team
Professionals.

I trust in your active support.

With best regards

BERNHARD SCHULTE

Felix Leggewie

Chief Operating Officer

1. Introduction

Following two years of trials with its owned fleet, last year Maersk introduced onboard reporting
through MSPS on its chartered fleet. The main idea behind this is to fully and accurately measure
the performance of the all ships it operates. Through the measurement of performance and the
subsequent comparison with its computer models, Maersk is able to benchmark the operational
efficiency of the vessels under its control. Since the introduction of MSPS we have moved on step
by step towards achieving our goal to become and remain among the top performers in Energy
Efficiency scoring.

The journey so far has been one of mixed results for us. One hand we broke into the top-five rank
and have been consistently improving on fuel saving in the second quarter of this year. On the
other hand, however, we experienced a sudden drop in performance of some of our well
performing vessels and are in a continuous struggle to apply uniform understanding and reporting
quality across all our ships.

Year 2013 has seen the introduction of two more KPIs, Voyage Efficiency Index (VEI) and Power
Management Index (PMI), effectively dealing with how the vessels are performing their voyages
and utilizing onboard power. Since the introduction of VEI, which is one of the most critical KPIs
this year, it has become a challenging task to understand the additional requirements and monitor
its correct implementation. Propulsion Efficiency Index (PEI) and Vessel reporting index (VRSI)
have remained more or less same, while PMI rates fuel saving through prudent management of
onboard electric power demand.

The changes and challenges we are faced with through the enhanced MSPS KPIs this year is the
reason behind this revision of our MSPS Best Practice Manual, whose purpose is to provide a
reference for the best reporting procedures that can be followed onboard. This version reflects the
new KPIs and provides valuable service feedback from the last few months. The purpose of this
guide is to provide a reference to the best practices that can be followed onboard. It must be noted
that this is not an exhaustive user manual for MSPS but rather an assisting document that should
at all times be kept by the computers used for reporting. All MSPS users must first read the MSPS
manual.

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Maersk publishes the Energy Efficiency scorecards on a monthly basis, whereby the efficiency
scoring of the vessels is combined to assign a total efficiency score for each major Owner, such as
ourselves. These Owners are then ranked according to their efficiency scoring, as illustrated below:

Figure 1: Group - Energy Efficiency Scorecard- June 2013

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Figure 2: Group - Energy Efficiency KPI Summary- June 2013

Figure 3: Vessel - Energy Efficiency Scorecard- June 2013

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Figure 4 : Vessel – Monthly Voyage Abstract

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2. Key Performance Indicators

KPI 1 – Propulsion Efficiency

The propulsion efficiency is a result of the main engine operation, the hull condition and the
trimming of the vessel.

Each vessel’s consumption is compared to an expected one, which is based on the best performing
sister vessel directly after docking corrected for age.

The expected degradation is seen below. A vessel just out of dry dock has no expected degradation.
After one year the consumption is expected to increase by 1.75%, and after 5 years the
degradation is expected to be 8.75%. Consumption beyond the degradation line is considered
excess consumption (red area):

Figure 5: Expected degradation after DD

For the excess consumption calculations, only reports with performance code 0, 1 or 8 (constant
power) are used, and the following info is the main input:

• Draught & Speed

• Wind speed and direction
• Sea temperature, state and direction
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• Main engine consumption and power
• Minimum water depth in period

The main drivers to ensure minimum excess consumption are:

• Coating Quality (all of our Maersk chartered ships are coated with Silyl Acrylate A/F)
• Regularly hull/propeller inspections (organized and paid for by Maersk)
• Trimming of the vessel (under the vessel’s control)
• Main engine adjustments and regular performance tests (under the vessel’s control)

Ships should report Power (kW) in MSPS read from the shaft power meter. There are three main
parameters affecting the ME SFOC calculation:

1. Lower Calorific Value (LCV) of the HFO in use. This is to be taken from the bunker analysis
report. Please ensure that this is updated when a new HFO is used, including when
switching between normal and low sulphur HFO.

2. Power: This is calculated by measuring the total energy produced over the reporting period
(kWh) divided by the reporting period duration (h), e.g. if 100,000kWh is produced over a
10 hour period, then the average power is 10,000kW. Please ensure that the energy
measurement starts exactly at the start of the reporting period and ends exactly at the end
of the reporting period. Furthermore, zero adjustment (calibration) of the meter must be
done at least every 3 months, with the Maker procedure strictly followed.

3. ME Fuel Consumption: This is measured through the fuel flow meters. The problem is,
however, that the flow meters we have onboard our most of our ships are not very
accurate and they measure volume, which then has to be corrected for temperature. These
corrections can be complicated in some layouts so always pay close attention to the
calculations. In case you think that your flow meters are not accurate please discuss the
matter with your superintendent as MSPS provides a flow meter correction factor. We are
currently in the process of updating the flow meter setup to provide direct mass readings
with a display in the ECR. Regardless of whether your ship is equipped with a mass or
volume type flowmeters, please always ensure that the flow meter readings are taken
exactly at the start and the end of the reporting period, as any delay produces big
inefficiencies.

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C/E must always check the produced ME SFOC value against the model curve (if not already
onboard to be obtained from VPOA or from your Superintendent). If the value is below the model
curve, then there is a mistake in your calculation as this was created with ideal shop test values.
Never report values below the model curve as we get penalized.

Trim Optimization

It is a well-known fact that if a ship is trimmed correctly then its resistance can be substantially
lowered, resulting in a reduction in propulsion power requirement and hence fuel savings. Maersk
has provided a trim table for each ship within VPOA, which one must note that it is speed
dependent. Below is a screenshot from that:

Figure 6: Trim optimization table from MSPS

Maersk’s cargo planners are instructed to load a ship to even keel, as far as practicable. However,
very often we are faced with a situation whereby it is not possible to achieve a favourable
condition. Please endeavour to achieve the best possible result, bearing in mind your limitations
with Bending Moments and Shear Forces.

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KPI 2 – Voyage Efficiency

Voyage Efficiency Index (VEI) is a measure of the ability of a vessel to plan and conduct fuel
efficient Voyages. The main idea behind is to compare the actual reported fuel consumption in
metric tonnes for a given voyage with a theoretically calculated consumption value.

The following will help you achieve this:

• Good voyage planning, using the shortest safe route

• Good voyage execution, utilizing currents and weather routing to your favour
• Steaming at the minimum constant power to achieve the required ETA
• Favourable trimming
• Optimum autopilot settings
• Accurate MSPS reporting

The theoretical fuel consumption is calculated by the simulated voyage function on the basis of the
following:

1. 1. Voyage distance (From Start of Sea passage To End of Sea passage)

2. Voyage time (ETA)
3. Vessel’s draught
4. Trim
5. Reported Weather
6. Reported Current
7. Depth
8. Hull & propeller condition
9. Reported ME Power & SFOC

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 Figure 7: Simulated vs Actual Voyage comparison

The figure above clearly demonstrates the difference between the efficient and the traditional way
of doing things. As you can see from the red line, the ship conducted the first four days of the
voyage at a higher than required speed, only to then dramatically slow down in order to make the
ETA. Compared to the simulated way of performing this voyage (blue line), the vessel has in this
way consumed 16.8 MT worth USD 10,920 more.

It is therefore important that you conduct all voyages at the minimum constant power.

If ETA Is changed, the voyage is split into two or more voyages evaluated separately (ETA changes
are captured by voyage code changes in MSPS). In case of speed restrictions (piracy areas, whale
areas, high traffic, bad weather, shallow water, etc.) the vessel has to report a constrained speed
zone in MSPS. This will ensure the effected period is measured towards the actual speed in the
period, and not negatively influence the VEl.

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KPI 3 – Power Management

The Power management KPI deals with the way energy is used onboard.

The Basic Consumption, which is a product of Basic Load (KW) and Auxiliary Engine SFOC (g/kWh),
of a vessel, is expressed in terms of Kg/h. Excess consumption by the vessel is calculated by
comparison with pre-defined baselines. The baselines are selected based on the linear relation
between main engine MCR and basic consumption.

The main drivers in optimizing basic consumption are:

• Never run more generators than required, e.g. two engines at 35% instead of one at 70%.
This is a waste of fuel and leads to increased maintenance. It should be possible to load
the engines up to 85% without problems.

• Ensure that the auxiliary engine SFOC is optimized by calibrating according to your
performance report findings

• Exercise diligence with regards to the pumps and E/R fans really required to be in use,
especially in Winter conditions.

• Turn off the cargo hold fans when not required (e.g. no reefers)

• Adjust the Air Conditioning often and in an intelligent manner

• Turn off the galley equipment when not in use.

• Turn off the lights when not using an area, especially in storage spaces

• Discipline and awareness regarding electrical consumption reduction – as you would do at

your own home.

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VRSI

In order to ensure that the reported data is correct, MSPS looks at some basic results which can be
easily verified. On a weekly basis we receive a VRSI (Voyage Reporting Status Index) report that
looks as follows:

Figure 8: VRSI Scorecard

Fully correct data will result in a VRSI score of 100, which is our goal. To achieve this you must
ensure that the below guidelines are always followed:

1. The percentage of performance codes 0 and 1 in Sea Reports must be 46% and above
2. Harbour miles must be 24% or less of Sea Miles
3. The Log Factor must be between 98.1 and 101.9
4. The percentage of Voyage code 1 must be 71% or more
5. The difference between Fuel Stock Consumption and Reported Consumption must be more
than -0.9% and less than +1.9%
6. The Average AE SFOC must be between 221 and 249 g/kWh (best score: 235 g/kWh)

VRSI does not contribute to our overall scoring; it is however used to monitor reporting quality.
The lowest acceptable index score is 90. If 90 is not obtained (as an average for the group of
vessels) the owner/group is excluded from the Energy Efficiency benchmark as results are
considered unreliable.
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3. Performance Reporting Codes

Maersk’s MSPS reporting and efficiency scoring is based on the very basic idea of steady state
performance reports. This is extremely important to understand and a fundamental change from
the Noon Reporting we have been used to for decades, whereby the ships were simply asked to
report their state and ROBs every 24 hours. In MSPS Sea reports typically cover a period of 24
hours (or 23, 25, depending on time zone adjustments). The report period is not allowed to exceed
36 hours and it should not be shorter than 12 hours (Performance tests excluded). In order to
ensure that the measurement of this period is reliable, the ship must make sure that the Main
Engine Power is kept constant. This is by far the most important and frequent report that is done
on MSPS and it goes under Performance Code 1.

The performance code describes the operating condition of the vessel during the report
p eri od . If the reporting p e r i o d cover s unusual c o n d i t i o n s , t h i s should be reflected by
setting the appropriate performance code.

Performance code Description

0: Performance test This code is used for the monthly Performance test. The data
from the test results measures the combined performance of
hull, propeller and main engine. The MSPS report period MUST
cover the complete test period.

1: Constant ME Load / This code is used for the daily reports with constant ME load on
(normal cruising) main engine and constant weather conditions in the report
period. RPM should not be adjusted by more than one PRM
corresponding to 0.25 knots logged speed.

2:Repeatedly c hanging To be used if the vessel has made several course changes that
courses caused larger speed losses. It could for example be navigation
in areas with heavy traffic, such as Malacca strait or the
English Channel.

5: Slowdown / drifting due This code is used if the load on the engine has varied in the
to technical p roblems report period due to technical problems.

6: Variable speed and power This code is used if power is adjusted in the reporting period by
more than one RPM corresponding to approximately 0.25 knots
logged speed. This code will normally be used if the vessel
experiences a voyage code change (i.e. change of speed) or
reports i n a constrained speed zone in parts of the active sea
report.

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 7: Heavy swell hampering Used if the weather has significant influence on the vessel
vessels speed speed during the reporting period.

8: Power test Used when testing vessel performance close to CSR

(Continuous Service Rating) load on the ME.

9: Running with incomplete Used if a fuel pump is lifted, a Turbo charger is out of
engine operation or alike.

Correct code use is extremely important for making accurate measurements and therefore
achieving a good score.

Code 0: Performance test

This code is used for the reporting of Main Engine monthly Performance test. The data from the
test results measures the combined performance of hull, propeller and main engine. During
performance Code ‘0’ reporting the Diesel Tab on MSPS must be used in order to record all
important M/E readings. A performance Code ‘0’ report must run for a minimum of 4 hours and a
maximum of 8 hours. For this performance test you must not change speed but rather conduct it
even at a low load, as long as it remains constant for the required period of time. The C/E has to
properly inform the Captain about conducting a performance test in advance.

Code 1: Normal cruising

This code is used for the daily reports with constant Power on the Main Engine and fair weather
conditions in the report period. 24 hour intervals are preferable as it will coincide with the Noon
report, but this is not a strict rule.

• Whenever RPM is changed by more than 1, corresponding to a speed of more than 0.25kts,
the MSPS report has to end and another one to be started.
• The Master should try to change RPM (when this is necessary) at 1200hrs LT (noon time)
and with at least 4hrs notice to C/E. That way you will have same noon and MSPS report,
i.e. no different readings have to be taken by engineers.

Code 6: Variable speed and power

This code is used if power is adjusted in the reporting period by more than one RPM corresponding
to approximately 0.25 knots logged speed.

• Measurements taken under Code 6 are inaccurate and so Maersk does not use them.
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• Using this code should be avoided as much as possible. It should only be used for the short
intervals of changing speed. The reason behind using a Code 6 report should always be
stated in MSPS.
• One should keep in mind that VRSI needs reporting of performance code 1 for an average
of minimum 45%. Therefore use of performance code 6 has to be kept limited.

Figure 8: Performance Code Example

• Always terminate the MSPS report before increasing RPM for soot blowing purposes.
Furthermore for example, when soot blowing needs to be carried out for the ME Turbo
chargers, if the previous 24 hour sea report ends at 1200hrs then after 1200hrs the ME
RPM can be increased for soot blowing which would take approximately 2 hours
(depending upon the load program) to speed up and come back to normal cruising speed.
A new sea report can be started at 1400hrs, then the sea report for 2 hours (i.e. from
1200hrs to 1400hrs) can be reported using Performance Code 6 (variable speed and power)
and the constrained Speed Zone box needs to be reported. The next sea report which
starts at 1400hrs for 22 hours can be reported using Performance Code 1 (normal cruising).
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Code 8: Power test
It is used when testing vessel performance close to CSR (Continuous Service Rating) load on the
ME. Please never use this code unless specifically requested to do so by the Charterers.

Voyage Code Use Examples

Example Voyage 1

Always make proper passage and speed planning for your voyage and adjust your speed on a daily
basis. Please refer to Figure 8: BOSP at 06.00 LT (every minor mark is 3 hours). According to your
passage planning, you need to maintain approximately 13.2 knots for 6.25 days in order to reach
next port according to ETA provided by Maersk. According to yr initial calculations, required M/E
power is 7000 kW. During the first Code 1 MSPS report, which is 30 hours long, due to
unfavourable weather actual ship speed is 12.8 kn. Prior noon report of 2nd day, the Master makes
a revised speed planning for remaining days and new required speed is now 13.4 knots. The
Captain informs the C/E that at noon time the M/E power will be increased from 7000 kW to 7200
kW. Even if the power increased to 7200 kW during 2nd day, vessel’s speed is 13.1 knots due to
unfavourable sea and weather conditions, so 3rd day new speed planning is made and new
required speed is now 13.5 kn. Captain informs C/E that at noon time power will be increased to
7400 kW (as further deterioration of weather is expected). New speed is approximately 13.7 knots,
so next day ME power is decreased to 7300 kW and speed is now optimal for the next 2 days. In
6.25 sailing days, speed (kW and knots) has been changed 3 times which could appear as bad
practice, but is not. On the contrary, reveals proper planning from the Captain who is not
increasing or decreasing speed by large figures, which would create higher fuel consumption. For
instance, 7200kW could have been kept for 4 days and on the last 2 ME could have been adjusted
to 8100kW and ETA would be reached without any problem from ship’s side. That would cause
higher consumption of the vessel by approximately 7% for this speed & power, which is exactly
what Maersk needs to avoid (the very meaning of MSPS program implementation).

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Example Voyage 2

During next 4.25 days trip till next port, estimated average speed is 15.2 knots. For the first 2.25
days the weather is unpredictable and continuous change of heading and speed has to be
exercised for the ship’s safety, as well as to save fuel. MSPS reports should be done with variable
load (code 6) and a comment should be made in MSPS (e.g. passage through Biscay with heavy
swell and wind speed of 30 knots without steady direction). After these 2.25 days, weather
becomes calmer and, as per new speed calculation, 16.8 knots have to be maintained for the
remaining trip. As in the previous example, the Captain informs C/E well in advance and ME power
is adjusted to 9000 kW RPM. After 24 hours new planning reveals that 8700 kW have to be kept for
reaching required ETA. Once more, you have made clear to Maersk that outmost diligence has
been exercised for fuel economy purposes. Furthermore, only 2 out of 4 days are considered in the
Maersk program and final scoring will be higher as a result of better reporting.

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4. Onboard Procedures

Accuracy of MSPS reporting

Any system is only as accurate as its input. The table below clearly demonstrates the effect of
error in reporting.

Figure 9: Effect of error in reporting

Bridge – Engine Coordination

A close cooperation between Bridge and Engine is extremely important for accurate reporting. All
reporting events must be 100% synchronized, otherwise inefficiencies as recorded. This means
that all vital recordings, e.g. flow-meter & power readings, must take place at a prearranged
time so as to ensure that the recorded fuel consumption is fully in line with the reporting time.

We would thus like to establish the following procedure as standard onboard Schulte vessels.
This is to be strictly followed:

1. MSPS report is started at a pre-agreed time (e.g. 18:00 LT). At that time flow meter
readings are made and the shaft power meter is set to start measuring energy produced
(kWh).
2. 4 hours before end of MSPS report (e.g. 08:00 LT) the Captain advises the C/E of his
intention to change the M/E Power.
3. 15 minutes before end of MSPS report (e.g. 11:45 LT), the Captain confirms to the C/E
that the M/E Power will be changed.
4. 1 minute before end of MSPS report (e.g. 11:59 LT), C/E calls the Captain (or navigation
officer) on bridge to advise that the M/E Power can be changed to the agreed level at
12:00 LT.
 5. MSPS report is considered terminated and speed changes. At the same time the new
flow meter measurements are taken, the energy reading is taken from the shaft power
meter.
6. C/E now has all the required data to make his entries later on to MSPS report and BSM
noon report. A quick check of the ME SFOC is made to ensure that the value is above
the vessel’s SFOC model curve.

Port Report
The rules below are to be always followed for port reports as far as splitting the periods required
by MSPS is concerned:

• EOSP = ME RPM is reduced for reaching rendezvous point with pilot. EOSP is not
considered when ship reaches the pilot, but when RPM is reduced. If this procedure
takes more than 1 hr., then code 6 has to be used for that period.
• Last Line Ashore (while berthing) = ME stop
• First Line Onboard (while un-berthing) = ME standby
• BOSP/SOSP = pilot disembarked and ME RPM is set for voyage. As per EOSP, BOSP has
to be reported as soon as ME RPM have been stabilized to governor’s levels. If increase
of RPM requires more than 1 hour, then code 6 to be used for this period.

Figure 10: Sea and Harbour Reports Example

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Voyage Speed Calculation

Ships must always adjust their speed for On Time Arrival, while maintaining the minimum
constant power. Charterers go to great efforts to ensure that ships do not go faster than
required (and therefore consume more fuel) only to arrive at the destination port and wait in
anchorage.

It is very often the case that Masters keep some backup time “just in case” they are later on in
the voyage requested by the agent or the pilot to arrive earlier. This is not your problem. The
Charterers have entire teams planning the vessel voyages and it is 100% their responsibility to
adjust the schedule as required and instruct accordingly.

If, for example, you are requested to arrive 17:00 at pilot station, you must arrive exactly then.
If speed has to be increased because a new ETA is instructed by the Charterers, then MSPS
report has to be terminated (with at least 1 hour notice to the C/E to organize all the required
measurements) and new a MSPS report started with new speed/power and with a note in
header that new ETA provided by agent on ../../.., at .. LT. No complaints or questions will be
addressed to you by any party (if this happens, please consult your Superintendent before
responding).

Weather Conditions

The weather conditions have a big impact on the performance (and hence consumption) of
ships. To account for this, Maersk has created a computer model for each vessel which adjusts
the performance results according to the reported weather conditions.

This means that accurate reporting of wind and sea state is very important. Over- or under-
reporting must be avoided. As some parameters (e.g. wave height) are quite difficult to
estimate, the Master must always double-check the readings taken by the less-experienced
Navigation Officer and assist/coach if required.

Wind speed and direction has to be recorded in Bridge Log Book every 4 hours (each shift). The
MSPS entry should reflect mean value of these recorded figures. Maersk has provided an excel
sheet that will enable you to take these average values. In case you do not have this onboard,
please request it from your Superintendent.

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Fuel and Sludge Reporting

Bunkering sheet has to be completed after completion of bunkering and with correct time
reported. If bunkers are taken at different times (i.e. LS MGO at anchorage and HFO alongside),
different entries have to be made.

Fuel stock has to be approximately 1% lower after fuel consumption has been taken into
account in the long term. Difference is considered sludge production from purifiers. If fuel
consumption and ROB are completely in line it means that no sludge is produced onboard your
vessel, which is not correct (and can lead to conclusion that fuel manipulation took place).

Never keep any unreported reserve fuel stock onboard as building up the stock will reduce our
hull efficiency scoring and eventual reporting of it (say at the next C/E takeover) will result in
heavy penalties.

Please pay close attention to the measurement units used as sludge generation is reported in
m³, whereas fuel losses and sludge disposal have to be reported in kg (not in MT). Sludge
disposal and burning in incinerator have to be reported, otherwise there will be discrepancy in
ROB. Sludge and FO reporting is different. Do not deduct sludge production from fuel. Daily
sludge production reported has to be the one generated from fuel only (do not report sludge
generated from LO, e.g. after cleaning of SO service tank, LO disposed has to be deducted from
quantity in sludge tank).

For further instructions on the Stock Module please refer to Maersk’s document on the matter. In
case you do not have it onboard, please request it from your Superintendent.

ME SFOC

Main Engine Specific Fuel Oil Consumption (ME SFOC) is one of the most important factors of
the Propulsion Efficiency KPI. Thus, it’s expected to be within a range established for each
specific engine class. The ME SFOC result is measured as a percentage of model SFOC curve,
corrected to a lower calorific value (LCV) of 40290 KJ/Kg. A good illustration of this is seen in the
Vessel Performance Onboard Analyzer (VPOA) in “Main Engine Load Profile report” (MELP
report).

NOTE: For a given month, the development of vessels ME SFOC in MELP is an average of data in
daily reports; whereas the ME SFOC in the vessel KPI scorecard uses an evaluation period of 30

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days, filtered for water depth > 80 m, Beaufort number < 5, Performance code 0,1,8. So vessels
should not expect an exact match..

As the purpose is a reduction in fuel consumption, it’s of utmost importance that vessels make
use of the Main Engine Test Comparison (METC) reports including ISO-corrected SFOC and Pmax
to analyse and improve engine performance. ISO corrections sheets are also a vital tool to assist
in fine tuning of the main engine.

Correct power reporting has a crucial role in calculation of ME SFOC. Staying close to target
SFOC is subject to the accuracy of power measurement equipment, hence vessels must ensure
to check for the correct settings of the Torsion meter to correctly evaluate and monitor on the
developments of ME fine tuning. Vessels not fitted with a Torsion meter will be excluded from
the SFOC baseline and subsequent ME SFOC analysis and be given the score 100 in the
scorecard system.

Last but not least, in order for the ME SFOC to have a physical relevance, the stock consumption
and reported consumption must be within reasonable limits. Unreliability in flow meter readings
must be negated by inserting a legitimate correction factor. It’s advisable that both the flow
meter and counter readings are recorded in the same order and at scheduled time. In case your
vessel is equipped with mass type flowmeters, you can assume that the values are 100%
reliable and thus should not use a correction factor.

Ballasting

Optimum ballast- Ballast should be adjusted taking into consideration the stability requirements
and to meet optimum trim and steering conditions. When determining the optimum ballast
conditions, the stress limits, stability conditions and ballast management arrangements set out in
the ship's Ballast Water Management Plan are to be observed for that ship. Ballast conditions
have a significant impact on steering conditions and autopilot settings and it needs to be noted
that less ballast water does not necessarily mean the highest fuel efficiency.

Autopilot

Optimum use of rudder and heading control systems (autopilots) - Correct autopilot settings can
achieve significant fuel savings by simply reducing the distance sailed "off track ". The principle
is simple; better course control through less frequent and smaller corrections will minimize losses
due to rudder resistance.

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8. Summary

In order to ensure a good score for your vessel and for the whole fleet, please always strictly
abide to the following ten rules:

1. Perform Code 1 reporting as much as possible, always at the minimum possible constant
power.
2. Use Code 6 as soon as you have to change speed by as little as 1 RPM, however as soon
as the engine RPM stabilizes end Code 6 and start a new Code 1 report.
3. Bridge and Engine Departments must carefully plan and closely coordinate the start and
end of each reporting period.
4. Fuel flow and Power measurements must be made at precisely the start and end of each
reporting period.
5. The ME SFOC value must always be calculated and checked against the model curve
before submitting the report.
6. Never run more generators than necessary.
7. Turn off any cooling pumps and fans that are not required (e.g. Winter conditions)
8. Accurately report the weather values and never under-report them.
9. Always adjust your speed for on-time arrival, without any reserve time and by correctly
accounting for known weather and current.
10. Think about fuel economy every step of the way when planning your voyage, when
running your engine room, when running your cargo system and when being inside the
accommodation space.

Maersk has provided us with a challenging task, which will however be the new normal within a
very few years. The efficient performance of your ship, the fleet and our company as a whole is
in your hands.

Always remember that your Superintendent and we, the Owners, are here to assist in every step
of the way.

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