Nele Mærsk Deck Operating Manual

DECK OPERATING MANUAL 2.2 Cargo Hold Ventilation Part 5: Emergency Systems and Procedures

List of Contents 2.3 Ballast System 5.1 Emergency Procedures - Deck

Issues and Updates 5.1.1 Introduction and General Procedures

2.3.1 System Description
Machinery Symbols and Colour Scheme 5.1.2 Fire Hydrant System
2.3.2 Hydraulic Remote Valve Operating System
Electrical and Instrumentation Symbols 2.3.3 Ballast Operations 5.1.3 CO2 Flooding System
Introduction 2.3.4 Anti-Heeling System 5.1.4 Smoke Detection System
5.1.5 Water Fog Extinuishing System
5.1.6 Fire Detection System
Part 1: Ship Information Illustrations 5.1.7 Fire Fighting Equipment
2.1.2a Hatch Cover Arrangement 5.1.8 Fire Detection and Alarms
1.1 Principal Data 2.1.3a Cell Guide System 5.1.9 Life Saving Equipment
2.2.1a Cargo Hold Ventilation
2.3.1a Ballast System - Ballasting Mimic Panel 5.2 Emergency Procedures - Navigation
1.2 Ship Handling 2.3.2a Hydraulic Valve Control System
2.3.3a Ballasting Operation
2.3.3b Deballasting Operation 5.2.1 Steering Gear Failure
1.2.1 General Information 5.2.2 Collision and Grounding
5.2.3 Man Overboard
Part 3: Container Handling Procedures 5.2.4 Towing and Being Towed
1.3 Performance Data
5.2.5 Oil Spillage and Pollution Prevention
5.2.6 Emergency Reporting
1.3.1 Revolutions/Speed/Power Data 3.1 Loading
1.3.2 Limitations on Operating Machinery
Illustrations
3.1.1 Container Lashing
3.1.2 Loading of Dangerous Goods 5.1.2a Fire Hydrant System (Engine Room)
Illustrations
3.1.3 Reefer Container Loading Arrangement 5.1.2b Fire Hydrant System (Accommodation and Deck)
1.1.1a General Arrangement 3.1.4 Reefer Container Fresh Water Cooling System 5.1.3a CO2 Fire Extinuishing System
1.1.2a Container Cell Address System 5.1.4a Smoke Detection System
1.1.3a Tank Capacity Tables 5.1.5a Water Fog Extinquishing System
1.1.3b Tank Capacity Tables Illustration 5.1.6a Fire Detection Panel
1.1.4a Sounding Pipe Positions 3.1.1a Container Lashing System 5.1.7a Fire Fighting Equipment and Dampers on Navigation and Compass
1.1.4b Sounding Pipe Positions 3.1.3a Reefer Container Loading Arrangement Deck
1.1.5a Deck Plans - A and B Deck 3.1.4a Reefer Container Cooling Fresh Water System in Cargo Hold 5.1.7b Fire Fighting Equipment and Dampers on E and F Decks
1.1.5b Deck Plans - C and D Deck 5.1.7c Fire Fighting Equipment and Dampers on C and D Decks
1.1.5c Deck Plans - E, F and Navigation/Bridge Deck 5.1.7d Fire Fighting Equipment and Dampers on A and B Decks
1.2.2a Turning Circles Diagrams Part 4: Deck Control Systems 5.1.7e Fire Fighting Equipment and Dampers on Upper Deck
1.2.3a Visibility Diagram 5.1.7f Fire Fighting Equipment and Dampers on Upper Floor
1.3.1a Revolutions/Speed/Power Data Curves 5.1.7g Fire Fighting Equipment and Dampers on Lower and Main Floor
4.1 Ship’s Control Centre, Console and Panels
5.1.8a Fire Detection and Alarms on Navigation Deck
5.1.8b Fire Detection and Alarms on E and F Deck
Illustration
5.1.8c Fire Detection and Alarms on C and D Deck
Part 2: Cargo System Description 4.1a Ship’s Control Centre 5.1.8d Fire Detection and Alarms on A and B Deck
5.1.8e Fire Detection and Alarms on Upper Deck
2.1 Cargo Arrangement 5.1.8f Fire Detection and Alarms on Upper Floor
5.1.8g Fire Detection and Alarms on Lower and Main Floor
5.1.9a Life Saving Equipment and Escape Routes on Navigation and
2.1.1 Cargo Plan Compass Deck
2.1.2 Hatch Covers 5.1.9b Life Saving Equipment and Escape Routes on E and F Deck
2.1.3 Cell Guide System 5.1.9c Life Saving Equipment and Escape Routes on C and D Deck
5.1.9d Life Saving Equipment and Escape Routes on A and B Deck
5.1.9e Life Saving Equipment and Escape Routes on Upper Deck

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 Nele Mærsk Deck Operating Manual
5.1.9f Life Saving Equipment and Escape Routes on Upper Floor Part 7: Bridge Equipment and Operation 7.7 Lighting Systems
5.1.9g Life Saving Equipment and Escape Routes on Lower and Main
Floor
7.1 Bridge Layout and Equipment 7.7.1 Navigation Lights
5.2.3a Search Patterns
7.7.2 Deck Lighting
5.2.5a Garbage Management Plan i
5.2.5b Garbage Management Plan ii 7.1.1 Bridge Consoles
7.8 Routine Procedures
7.2 Integrated Navigation System (INS)
Part 6: Mooring and Deck Systems 7.8.1 Passage Planning
7.8.2 Bridge Teamwork
7.2.1 Radars 7.8.3 Taking Over the Watch
6.1 Mooring 7.2.2 Integrated Navigational System 7.8.4 Weather Reporting
7.8.5 Helicopter Operations
6.1.1 Mooring Arrangement 7.3 Autopilot System
6.1.2 Anchoring Arrangement
6.1.3 Anchoring, Mooring and Towing Procedures Illustrations
7.3.1 Steering Stand
7.3.2 Gyrocompass 7.1.1a Wheelhouse Layout
6.2 Lifting Equipment 7.3.3 Autopilot 7.1.1b Bridge Main Control Console
7.3.4 Procedures 7.1.1c Bridge Alarm Control Console
6.2.1 Cranes 7.3.5 Magnetic Compass 7.1.1d Bridge Wing Console (Port)
6.2.2 Accommodation Ladders 7.1.1e Wheelhouse Control Panel
7.4 Main Engine and Thruster Controls 7.2.1a Radar Block Diagram
7.2.1b Radar Operation
7.2.1c Radar Contol Panel
6.3 Lifesaving Equipment 7.4.1 Main Engine Controls 7.2.2a ECDIS Display and Operator Panel
7.4.2 Main Engine - Procedures 7.3.1a Steering Stand
6.3.1 Lifeboats and Davits 7.4.3 Bow and Stern Thrusters 7.4.1a Bridge Manoeuvering Panel and Telegraph
6.3.2 Rescue Boat and Davit 7.4.1b Main Engine Control System
6.3.3 Liferafts 7.4.3a Bow and Stern Thruster Units
6.3.4 Self-Contained Breathing Apparatus 7.5 Discrete Equipment 7.5.1a Dopler Speed Log Main Display Unit
6.3.5 Lifeboat Survival Guide 7.5.2a Loran C
7.5.3a GPS Navigator
7.5.1 Speed Log 7.5.4a Anemometer
Illustrations 7.5.2 Loran C 7.5.5a Echo Sounder
7.5.3 GPS Navigator 7.5.6a Master Clock
6.1.1a Mooring Arrangement 7.5.4 Meteorological System 7.6.1a Actions Following GMDSS Alert
6.2.1a Deck Cranes 7.5.5 Echo Sounder 7.6.1b MF DSC Terminal/Receiver
6.2.2a Accommodation Ladder 7.5.6 Marine Clock 7.6.1c SSB Radiotelephone
6.3.1a Lifeboat and Davit 7.6.1d SatCom B System
6.3.2a Rescue Boat and Davit 7.6 Communications Systems 7.6.1e VHF DSC System
6.3.3a Liferaft Release 7.6.2a Sailor A1 Basic VHF Handset
7.6.2b Hand-held VHF Radio
7.6.1 GMDSS 7.6.4a Automatic Exchange Telephones
7.6.2 VHF / UHF Transceiver System and EPIRB 7.6.5a Public Address and Talkback System
7.6.3 Batteryless Telephone System 7.7.1a Navigation and Signal Light Panels
7.6.4 Exchange Telephones 7.7.1b Navigation Lights
7.6.5 Public Address and Talkback System 7.7.2a Deck Lighting Control Panel
7.6.6 Sound Signalling Device 7.7.2b Deck Lighting Plan
7.8.5a Helicopter Winching Arrangement

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 Nele Mærsk Deck Operating Manual
Part 8: Trim and Stability

8.1 Loading Computer

8.2 Trim Stability and Bending

8.2.1 Introduction
8.2.2 Loading Conditions
8.2.3 Distance of Invisibility

Illustrations

8.1a Loading Computer - Graphical View Display

8.1b Loading Computer - Bay View and Container Information
8.1c Loading Computer - Lashing View
8.2.2a Loading Condition - Lightship
8.2.2b Loading Condition - Ballast Departure
8.2.2c Loading Condition - Ballast Arrival
8.2.2d Loading Condition - Docking
8.2.2e Loading Condition - 12MT/TEU 1756 Draught- Maximum
Departure
8.2.3a Distance of Invisibility
8.2.4a Propeller Immersion Tables

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 Nele Mærsk Deck Operating Manual
Issue and Update Control For any new issue or update contact: Issue 1 Issue 2 Issue 3 Issue 4
List of Contents
This manual is provided with a system of issue and update The Technical Director Issue and Updates
control. Controlling documents ensure that: WMT Technical Office Machinery Symbols and Colour Scheme
The Court House Electrical and Instrumentation Symbols
• Documents conform to a standard format; 15 Glynne Way Introduction
Hawarden
• Amendments are carried out by relevant Deeside, Flintshire
Text
personnel; CH5 3NS, UK
1.1 July 2001
1.2 July 2001
• Each document or update to a document is E-Mail: [email protected]
1.2.1 July 2001
approved before issue;
1.3.1 July 2001
• A history of updates is maintained; 1.3.2 July 2001

• Updates are issued to all registered holders of Illustrations

documents; 1.1.1a July 2001
1.1.2a July 2001
• Sections are removed from circulation when 1.1.3a July 2001
obsolete. 1.1.3b July 2001
1.1.4a July 2001
Document control is achieved by the use of the footer provided 1.1.4b
on every page and the issue and update table below. 1.1.5a
1.1.5b July 2001
In the right hand corner of each footer are details of the 1.1.5c July 2001
pages section number and title followed by the page number 1.2.2a July 2001
of the section. In the left hand corner of each footer is the 1.2.3a July 2001
issue number. 1.3.1a July 2001

Details of each section are given in the first column of the Text
issue and update control table. The table thus forms a matrix
2.1 July 2001
into which the dates of issue of the original document and any
2.1.1 July 2001
subsequent updated sections are located.
2.1.2 July 2001
2.1.3 July 2001
The information and guidance contained herein is produced
for the assistance of certificated officers who, by virtue of 2.2
such certification, are deemed competent to operate the vessel 2.3
to which such information and guidance refers. Any conflict 2.3.1 July 2001
arising between the information and guidance provided herein 2.3.2 July 2001
and the professional judgement of such competent officers 2.3.3 July 2001
must be immediately resolved by reference to Mærsk Technical 2.3.4 July 2001
Operations Office.
Illustration
This manual was produced by: 2.1.2a July 2001
2.1.3a July 2001
WORLDWIDE MARINE TECHNOLOGY LTD. 2.2.1a July 2001
2.3.1a July 2001
2.3.2a July 2001
2.3.3a July 2001

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 Nele Mærsk Deck Operating Manual
Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
Illustration 5.1.6a July 2001
2.3.3b July 2001 5.1.7a July 2001
5.1.7b July 2001
Text 5.1.7c July 2001
3.1 July 2001 5.1.7d July 2001
3.1.1 July 2001 5.1.7e July 2001
3.1.2 July 2001 5.1.7f July 2001
3.1.3 July 2001 5.1.7g July 2001
3.1.4 July 2001 5.1.8a July 2001
5.1.8b July 2001
Illustration 5.1.8c July 2001
3.1.1a July 2001 5.1.8d July 2001
3.1.3a July 2001 5.1.8e July 2001
3.1.4a July 2001 5.1.8f July 2001
5.1.8g July 2001
Text 5.1.9a July 2001
4.1 July 2001 5.1.9b July 2001
5.1.9c July 2001
Illustration 5.1.9d July 2001
4.1a July 2001 5.1.9e July 2001
5.1.9f July 2001
Text 5.1.9g July 2001
5.1 July 2001 5.2.3a July 2001
5.1.1 July 2001 5.2.5a July 2001
5.1.2 July 2001 5.2.5b July 2001
5.1.3 July 2001
5.1.4 July 2001 Text
5.1.5 July 2001 6.1 July 2001
5.1.6 July 2001 6.1.1 July 2001
5.1.7 July 2001 6.1.2 July 2001
5.1.8 July 2001 6.1.3 July 2001
5.1.9 July 2001 6.2 July 2001
5.2 July 2001 6.2.1 July 2001
5.2.1 July 2001 6.2.2 July 2001
5.2.2 July 2001 6.3 July 2001
5.2.3 July 2001 6.3.1 July 2001
5.2.4 July 2001 6.3.2 July 2001
5.2.5 July 2001 6.3.3 July 2001
5.2.6 July 2001 6.3.4 July 2001
6.3.5 July 2001
Illustration
5.1.2a July 2001 Illustration
5.1.2b July 2001 6.1.1a July 2001
5.1.3a July 2001 6.2.1a July 2001
5.1.4a July 2001 6.2.2a July 2001
5.1.5a July 2001 6.3.1a July 2001

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 Nele Mærsk Deck Operating Manual
Issue 1 Issue 2 Issue 3 Issue 4 Issue 1 Issue 2 Issue 3 Issue 4
6.3.2a July 2001 7.1.1e July 2001
6.3.3a July 2001 7.2.1a July 2001
Text 7.2.1b July 2001
7.1 July 2001 7.2.1c July 2001
7.1.1 July 2001 7.2.2a July 2001
7.2 July 2001 7.3.1a July 2001
7.2.1 July 2001 7.4.1a July 2001
7.2.2 July 2001 7.4.1b July 2001
7.3 July 2001 7.4.3a July 2001
7.3.1 July 2001 7.5.1a July 2001
7.3.2 July 2001 7.5.2a July 2001
7.3.3 July 2001 7.5.3a July 2001
7.3.4 July 2001 7.5.4a July 2001
7.3.5 July 2001 7.5.5a July 2001
7.4 July 2001 7.5.6a July 2001
7.4.1 July 2001 7.6.1a July 2001
7.4.2 July 2001 7.6.1b July 2001
7.4.3 July 2001 7.6.1c July 2001
7.5 July 2001 7.6.1d July 2001
7.5.1 July 2001 7.6.1e July 2001
7.5.2 July 2001 7.6.2a July 2001
7.5.3 July 2001 7.6.2b July 2001
7.5.4 July 2001 7.6.4a July 2001
7.5.5 July 2001 7.6.5a July 2001
7.5.6 July 2001 7.7.1a July 2001
7.6 July 2001 7.7.1b July 2001
7.6.1 July 2001 7.7.2a July 2001
7.6.2 July 2001 7.7.2b July 2001
7.6.3 July 2001 7.8.5a July 2001
7.6.4 July 2001 Text
7.6.5 July 2001 8.1 July 2001
7.6.6 July 2001 8.2 July 2001
7.7 July 2001 8.2.1 July 2001
7.7.1 July 2001 8.2.2 July 2001
7.7.2 July 2001 8.2.3 July 2001
7.8 July 2001 Illustrations
7.8.1 July 2001 8.1a July 2001
7.8.2 July 2001 8.1b July 2001
7.8.3 July 2001 8.1c July 2001
7.8.4 July 2001 8.2.2a July 2001
7.8.5 July 2001 8.2.2b July 2001
Illustration 8.2.2c July 2001
7.1.1a July 2001 8.2.2d July 2001
7.1.1b July 2001 8.2.2e July 2001
7.1.1c July 2001 8.2.3a July 2001
7.1.1d July 2001 8.2.4a July 2001

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 Nele Mærsk Deck Operating Manual
Machinery Symbols and Colour Scheme

Stop Valve Safety / Relief Valve Vent Pipe

Observation Glass

Vent Pipe with

Angle Stop Valve Angle Safety / Relief Valve Flame Screen Flow Meter

Screw Down Non-Return Direct Operated Not Connected

Domestic Fresh Water Blind (Blank) Flange
Valve Control Valve Crossing Pipe

High Temperature Cooling Water

Angle Screw Down Non- Orifice
Hand Operated Connected Crossing Pipe
Return Valve
Low Temperature Cooling Water

Sea Water Lift Check Non-Return Valve M Electric Motor Driven Spectacle Flange
( Open, Shut) T Pipe

Hydraulic Oil
Swing Check Non-Return A Air Motor Driven Hopper Without Cover Spool Piece
Valve
Lubricating Oil

Gate Valve Diaphragm Control Valve Gear or Screw Type Pump Discharge/Drain
Saturated Steam

Condensate Butterfly Valve Rotary Control Valve Hand Pump Air Horn

Feedwater
Butterfly Valve
Level Valve Centrifugal Pump Liquid Level Gauge
(Pneumatic Operated)
Fire/Deck Water
Steam Trap Without Strainer Eductor (Ejector) Overboard Discharge
Foot Valve
CO2

Fuel Oil Steam Trap With Strainer Remote Start and Stop Cock With Locks
2-Way Cock

Marine Diesel Oil

Air Trap / Deaerating Valve Remote Start Filter Regulating Valve
3-Way Cock (L-Type)
With Strainer
Air

Simplex Strainer Remote Stop Deck Stand (Manual)

Bilges 3-Way Cock (T-Type)

Electrical Signal Duplex Strainer Automatic Start and Stop Float Level Guage
Hose Valve

Instrumentation
Mud Box Automatic Start
Self-Closing Valve

Emergency Closing Valve Rose Box Hydraulic Pressure

Automatic Stop Relief Valve

Sounding Head with Self-

Closing Cap and Sampling Y-Type Strainer FG
Automatic Change
Cock (Self-Closing)

Sounding Head with FQ

Suction Bellmouth Flexible Hose
Filling Cap

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 Nele Mærsk Deck Operating Manual
Electrical and Instrumentation Symbols

CP Compound Gauge
Trip Automatic Trip DPI Differential Pressure Indicator
DPS Differential Pressure Switch
DPT Differential Pressure Transmitter
I Interlock FD Flow Detector
FS Flow Switch
FT Flow Transmitter
Locally Mounted IL Indication Lamps
XX
Instrument (2 letters) LAH Level Alarm High
LAL Level Alarm Low
Locally Mounted LI Level Indicator
XXX LIC Level Indicating Controller
Instrument (3 letters)
LS Level Switch
LT Level Transmitter
XXX Remotely Mounted
PAH Pressure Alarm High
XXXX Instrument
PAL Pressure Alarm Low
PI Pressure Indicator
Letters outside the circle
XXX PIC Pressure Indicating Controller
of an instrument symbol
XXXX
HH indicate whether high (H), PIAH Pressure Indicator Alarm High
high-high (HH), low (L) PIAL Pressure Indicator Alarm Low
or low-low (LL) function
is involved PIAHL Pressure Indicator Alarm High Low
O = Open PS Pressure Switch
C = Closed PT Pressure Transmitter
SAH Salinity Alarm High
Analogue Transmitter TAH Temperature Alarm High
TAL Temperature Alarm Low
TC Temperature Control
TI Temperature Indicator
TIC Temperature Indicating Controller
TIAH Temperature Indicator Alarm High
TIAL Temperature Indicator Alarm Low
TIAHL Temperature Indicator Alarm High Low
TS Temperature Switch
TT Temperature Transmitter
VAH Viscosity Alarm High
VAL Viscosity Alarm Low
VCA Vacuum Alarm
VCI Vacuum Indicator
VCT Vacuum Transmitter
VI Viscosity Indicator
VT Viscosity Transmitter
XS Auxiliary Unspecified Switch
ZI Position Indicator
ZS Limit Switch

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 Nele Mærsk Deck Operating Manual
INTRODUCTION 1. Never continue to operate any machine or equipment which Part five details the emergency fire fighting system incorporated on the
appears to be potentially unsafe or dangerous and always report vessel, providing information on their operation and system capacities. It also
such a condition immediately. details the procedures to be followed in the event of various navigational
General
emergencies
2. Make a point of testing all safety equipment and devices
Although the ship is supplied with shipbuilder’s plans and manufacturer’s regularly. Always test safety trips before starting any Part six deals with the mooring arrangements, lifting equipment and lifesaving/
instruction books, there is no single handbook which gives guidance on equipment. safety equipment.
operating complete systems as installed on board, as distinct from individual
items of machinery. 3. Never ignore any unusual or suspicious circumstances, no Part seven details the bridge equipment and its operation.
matter how trivial. Small symptoms often appear before a
The purpose of this manual is to fill some of the gaps and to provide the ship’s major failure occurs. Part eight describes the vessel’s loading computer and trim and stability.
officers with additional information not otherwise available on board. It is It gives examples of the calculations that would be performed should the
intended to be used in conjunction with the other plans and instruction books 4. Never underestimate the fire hazard of petroleum products, loading computer fail.
already on board and in no way replaces or supersedes them. especially fuel oil vapour.
The identification valves and fittings used in this manual are the same as
Information pertinent to the operation of the Nele Mærsk has been carefully 5. Never start a machine remotely from the control room those used by the shipbuilder.
collated in relation to the systems of the vessel and is presented in two on board without checking visually if the machine is able to operate
volumes consisting of DECK OPERATING MANUAL and MACHINERY satisfactorily. Illustrations
OPERATING MANUAL.
In the design of equipment and machinery, devices are included to ensure All illustrations are referred to in the text and are located either in the text
The Deck Operating Manual and the Machinery Operating Manual are that, as far as possible, in the event of a fault occurring, whether on the part of when sufficiently small or above the text on a separate page, so that both the
designed to complement Marpol 73/78, ISGOTT and Company Regulations. the equipment or the operator, the equipment concerned will cease to function text and illustration are accessible when the manual is laid face up.
without danger to personnel or damage to the machine. If these safety devices
The vessel is constructed to comply with Marpol 73/78. These regulations
are neglected, the operation of any machine is potentially dangerous. When text concerning an illustration covers several pages, the illustration is
can be found in the Consolidated Edition, 1991 and in the Amendments dated
duplicated above each page of text.
1992, 1994 and 1995.
Description
Where flows are detailed in an illustration these are shown in colour. A
Officers should familiarise themselves with the contents of the International
key of all colours and line styles used in an illustration is provided on the
Convention for the Prevention of Pollution from Ships. The concept of this Deck Operating Manual is to provide information to illustration. Details of colour coding used in the illustrations are given in the
technically competent ship’s officers, unfamiliar to the vessel, in a form that is illustration colour scheme.
Particular attention is drawn to Appendix IV of Marpol 73/78, the form readily comprehensible and thereby aiding their understanding and knowledge
of Ballast Record Book. It is essential that a record of relevant ballast of the specific vessel. Special attention is drawn to emergency procedures Symbols given in the manual adhere to international standards and keys to the
operations are kept in the Ballast Record Book and duly signed by the and fire fighting systems. symbols used throughout the manual are given on the symbols pages.
officer in charge.
The manual consists of a number of parts and sections which describe the
In many cases the best operating practice can only be learned by experience. systems and equipment fitted and their method of operation related to a Notices
Where the information in this manual is found to be inadequate or incorrect, schematic diagram where applicable. The following notices occur throughout this manual:
details should be sent to the Mærsk Technical Operations Office so that
revisions may be made to manuals of other ships of the same class. The first part of the manual details the ship’s principal data and includes WARNING
general arrangement and capacity plans as well as ship handling and Warnings are given to draw reader’s attention to operations where
Safe Operation performance data. DANGER TO LIFE OR LIMB MAY OCCUR.

The second part details the cargo systems including the cargo arrangement CAUTION
The safety of the ship depends on the care and attention of all on board. Most Cautions are given to draw reader’s attention to operations where
and securing, hold ventilation and the ballasting system
safety precautions are a matter of common sense and good housekeeping DAMAGE TO EQUIPMENT MAY OCCUR.
and are detailed in the various manuals available on board. However, records
Part three describes the loading and unloading procedures and handling of
show that even experienced operators sometimes neglect safety precautions
hazardous cargoes.
through over-familiarity and the following basic rules must be remembered (Note: Notes are given to draw the reader’s attention to points of interest or
at all times. to supply supplementary information.)
Part four details the ship’s control centre.

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 1.1 Principal Data

Illustrations

1.1.1a General Arrangement

1.1.2a Container Cell Address System

1.1.3a Tank Capacity Tables

1.1.3b Tank Capacity Tables

1.1.4a Sounding Pipe Positions

1.1.4b Sounding Pipe Positions

1.1.5a Deck Plans - A and B Deck

1.1.5b Deck Plans - C and D Deck

1.1.5c Deck Plans - E, F and Navigation/Bridge Deck

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.1a General Arrangement

General Arrangement

Compass/Bridge - Deck

Navigation/Bridge - Deck

F - Deck

E - Deck

D - Deck
Lifeboat C - Deck

B - Deck

A - Deck
Bosun's/Deck
Store
FWT (P&S) Void Space
No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Aft Peak L.W.L.
Emergency Fire Pump No.5 AFOT (P&S) No.5 FFOT (S) No.4 Heeling Tank No.3 AFOT (P&S) No.3 FFOT (P&S) No.4
Tank (C) Chain
Room Heeling
Locker
DOT (P) Tank
Bow Fore Peak Tank (P&S)
Thruster
No.1 Room No.4
No.5 FFOT (P) No.4 FOT (P&S) FOT
DWBT
(P&S)

Stern Tube No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) No.2 AWBT (P&S) No.2 FWBT (P&S) WBT WBT
CWT

Midship Section and Front View

Principal Dimensions
Upper Deck
Length Overall: 198.60m

Panama Length Between Perpendiculars: 187.10m

Emergency Reefer Pilot Platform
Generator Store Infirmary Breadth Moulded: 30.20m
U
U
Depth Moulded: 17.5m

D Draught Design: 10.5m

U
Draught Scantling: 11.0m

C.L. DWT on Draught of 10.5m: 27,757mt

Bosun's/Deck
V.T. C.L. Store
Engine DWT on Draught of 11.0m: 30,195mt
No.9 Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No.6 Cargo Hatch No.5 Cargo Hatch No.4 Cargo Hatch No.3 Cargo Hatch No.2 Cargo Hatch D
Opening (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100) (12.600 x 26.100/21.00)
Gross Tonnage: 27,733mt

Fire Locker
CO2 Room Speed: 21.8kts
O2
U
U
Main Engine:
Sulzer 7RTA84C
C2H2 Suez Cabin MCR 38.570 PS (BHP) 102 rpm
Panama
Pilot Platform NCR 32.780 PS (BHP) 96.6 rpm

(Note: The greyed out area denotes positions

for the 45ft containers)

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.2a Container Cell Address System

38 34 30 26 22 18 14 10 06 02
42 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
92 92 92 11 09 07 05 03 01 02 04 06 08 10 12
90 90 90 90 90 90
88 88 88 88 88 88 Profile
88 88
86 86 86 86 86 86 86 86
84 84 84 84 84 84 84 84
82 82 82 82 82 82 82
14 14
80
12 12 12 12 12
10 10 10 10 10
08 08 08 08 08
06 06 06 06
04 04 04
02 02 02 09 07 05 03 01 02 04 06 08 10

No. 5 Cargo Hold No. 4 Cargo Hold No. 3 Cargo Hold No. 2 Cargo Hold No. 1 Cargo Hold

38 34 30 26 22 18 14 10 06 02 Midship Section and Front View

42 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
On Deck
12 12 12
10 10 10 10 10
08 08 08 08 08 08
06 06 06 06 06 06
04 04 04 04 04 04
02 02 02 02 02 02
01 01 01 01 01 01
03 03 03 03 03 03
05 05 05 05 05 05
07 07 07 07 07 07
09 09 09 09 09
U

11 11 11
No. 9 No. 8 No. 7 No. 6 No. 5 No. 4 No. 3 No. 2 No. 1

34 30 26 22 18 14 10 06 02
35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01
Cargo Hold

10 10 10
08 08 08 08
06 06 06 06 06
04 04 04 04 04 04
02 02 02 02 02 02 02
01 01 01 01 01 01 01
03 03 03 03 03 03
05 05 05 05 05
07 07 07 07
09 09 09
U

No. 5 Cargo Hold No. 4 Cargo Hold No. 3 Cargo Hold No. 2 Cargo Hold No. 1 Cargo Hold

20/40 20/40 20/40 20/40 20/40 20/40 20/40 20/40 20/40

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.3a Tank Capacity Tables

Fuel Oil Tanks

Location Capacity Weight V.C.G. L.C.G. T.C.G.

Tank Name
(Frame No.) 100% Full Effective Full m m m
m3 Tons
Water Ballast Tanks
No.3 Forward FO Tank (P) 86.0-91.0 556.6 523.7 6.75 38.97 -10.88

Location Capacity Weight V.C.G. L.C.G. T.C.G. No.3 Forward FO Tank (S) 86.0-91.0 556.6 523.7 6.75 38.97 10.88
Tank Name
(Frame No.) 100% Full Effective Full m m m
m3 Tons No.3 Aft FO Tank (P) 78.0-86.0 649.5 611.0 6.82 21.08 -12.93

Fore Peak Tank 107.-F.E 557.8 571.8 7.02 88.94 0.0 No.3 Aft FO Tank (S) 78.0-86.0 649.5 611.0 6.82 21.08 12.93

No.1 WB Tank 98.0-101.0 534.5 547.9 4.45 70.15 0.00 No.4 FO Tank (P) 68.0-78.0 157.4 148.0 3.31 -5.14 -14.01

No.2 Forward WB Tank (P) 93.0-98.0 658.4 674.9 6.77 58.87 -6.90 No.4 FO Tank (S) 68.0-78.0 157.4 148.0 3.31 -5.14 14.01

No.2 Forward WB Tank (S) 93.0-98.0 658.4 674.9 6.77 58.87 6.90 No.5 Forward FO Tank (P) 63.0-68.0 258.8 243.5 4.25 -26.32 -13.10

No.2 Aft WB Tank (P) 88.0-93.0 374.1 383.5 4.84 47.18 -7.28 No.5 Forward FO Tank (S) 63.0-68.0 428.3 402.9 6.72 -26.37 13.49

No.2 Aft WB Tank (S) 88.0-93.0 376.0 385.4 4.83 47.13 7.24 No.5 Aft FO Tank (P) 59.0-63.0 459.5 432.3 6.11 -40.06 -11.92

No.3 Double Bottom WB Tank (P) 78.0-88.0 519.9 532.9 0.96 22.68 -5.44 No.5 Aft FO Tank (S) 59.0-63.0 459.5 432.3 6.11 -40.06 11.92

No.3 Double Bottom WB Tank (S) 78.0-88.0 523.1 536.1 0.96 22.67 5.41 No.1 HFO Service Tank (P) 58.0-58.7 65.0 61.2 12.60 -47.96 -1.94

No.4 Double Bottom WB Tank (P) 68.0-78.0 680.8 697.8 0.92 -4.81 -6.81 No.2 HFO Service Tank (S) 58.0-58.7 64.9 61.1 12.60 -47.96 3.48

No.4 Double Bottom WB Tank (S) 68.0-78.0 684.1 701.2 0.93 -4.83 6.78 HFO Settling Tank (S) 58.0-58.7 100.7 94.7 12.60 -47.96 -8.85

No.4 Heeling Tank (P) 68.0-78.0 508.4 521.1 9.05 -4.85 -14.08 FO Overflow Tank (S) 49.0-59.0 63.2 59.5 1.30 -51.23 4.42

No.4 Heeling Tank (S) 68.0-78.0 508.4 521.1 9.05 -4.85 14.08 Total 4626.8 4353.0 8.00 -170.09 -2.34

No.5 Double Bottom WB Tank (P) 53.3-68.0 500.2 512.7 0.97 -31.35 -5.60

No.5 Double Bottom WB Tank (S) 58.3-68.0 501.5 514.0 0.97 -31.32 5.58

Aft Peak Tank (C) A.E.-17.0 775.3 794.7 11.98 -88.34 0.00

Total 8361.0 8570.0 4.85 13.43 0.00 Diesel Oil Tanks

Location Capacity Weight V.C.G. L.C.G. T.C.G.

Tank Name
(Fr. No.) 100% Full Effective Full m m m
m3 Tons

DO Tank (P) 63.0-68.0 169.5 138.3 10.50 -26.45 -14.08

DO Service Tank (S) 58.0-59.0 38.5 31.4 14.77 -47.57 9.96

Total 208.0 169.7 25.27 -74.02 -4.12

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.3b Tank Capacity Tables

Lubricating Oil Tanks

Fresh Water Tanks

Location Capacity Weight V.C.G. L.C.G. T.C.G.

Tank Name
Location Capacity Weight V.C.G. L.C.G. T.C.G. (Frame No.) 100% Full Effective Full m m m
Tank Name
(Frame No.) 100% Full Effective Full m m m m3 Tons
m3 Tons
Main Engine LO Sump Tank (C) 33.0-54.0 54.3 46.9 1.34 -61.62 0.00
FW Tank (P) 1.0-17.0 181.9 181.9 15.91 -87.24 -12.56
Main Engine LO Setting Tank (S) 29.0-33.0 64.4 55.6 14.43 -70.45 12.17
FW Tank (S) B-17.0 215.2 215.2 15.91 -88.27 12.55
Main Engine LO Store Tank (S) 25.0-29.0 64.4 55.6 14.43 -73.65 12.17
Total 397.1 397.1 15.91 -87.79 1.05
Stern Tube LO Drain Tank (S) 30.0-33.0 2.0 1.8 2.91 -69.96 1.99

Bilge Well and Bilge Tanks

Miscellaneous Tanks

Location Capacity Weight V.C.G. L.C.G. T.C.G.

Tank Name
Location Capacity Weight V.C.G. L.C.G. T.C.G. (Frame No.) 100% Full Effective Full m m m
Tank Name
(Frame No.) 100% Full Effective Full m m m m3 Tons
m3 Tons
No.1 Cargo Hold Bilge Well (C) 98.0-99.0 4.1 4.1 7.10 67.15 0.00
Fore Void Space (C) 107.-F.E 346.0 346.0 15.92 88.16 0.00
No.2 Cargo Hold Bilge Well (P) 88.0-89.3 4.2 4.2 1.35 39.30 -4.47
FO Sludge Tank (P) 41.0-49.0 8.4 7.9 7.937.93 -59.25 -10.91
No.2 Cargo Hold Bilge Well (S) 88.0-89.3 4.2 4.2 1.35 39.30 4.47
LO Sludge Tank (P) 49.0-57.0 8.4 7.3 7.93 -52.85 -10.91
No.3 Cargo Hold Bilge Well (F) 87.7-89.0 3.1 3.1 1.35 38.20 -0.65
LO Residue Tank (S) 39.2-40.7 1.1 1.0 3.67 -63.33 3.80
No.3 Cargo Hold Bilge Well (P) 78.0-79.3 4.1 4.1 1.35 10.90 -9.65
Cooling FW Distilled Tank (S) 37.0-49.0 36.7 36.7 1.52 -59.99 3.65
No.3 Cargo Hold Bilge Well (S) 78.0-79.3 4.1 4.1 1.35 10.90 9.65
Air Cooler Drain Tank (S) 46.9-48.5 2.2 2.2 3.40 -57.10 4.83
No.4 Cargo Hold Bilge Well (F) 77.7-79.0 3.1 3.1 1.35 9.80 -0.65
No.1 Waste Oil Store Tank (P) 37.0-53.0 58.6 55.1 1.51 -57.90 -3.88
No.4 Cargo Hold Bilge Well (P) 68.0-69.3 4.4 4.4 1.35 -17.80 -9.65
No.2 Waste Oil Store Tank (C) 17.0-32.0 106.8 100.5 1.30 -75.10 0.00
No.4 Cargo Hold Bilge Well (S) 68.0-69.3 4.4 4.4 1.35 -17.80 9.65
Stern Tube CW Tank (C) AE-17.0 44.9 44.9 3.59 -83.46 0.00
No.5 Cargo Hold Bilge Well (F) 67.7-69.0 3.4 3.4 1.35 -18.90 -0.65
Aft Void Space (P) AE-17.0 196.7 196.7 12.85 -88.82 -11.59
No.5 Cargo Hold Bilge Well (P) 58.7-59.6 4.0 4.0 1.35 -45.82 -4.17
Aft Void Space (S) AE-17.0 290.0 290.0 12.59 -88.12 10.69
No.5 Cargo Hold Bilge Well (S) 58.7-59.6 4.0 4.0 1.35 -45.82 4.17
Rudder Horn 1.0-4.0 12.6 12.6 10.31 -92.02 0.00
Chain Locker Bilge Well (C) 107.0-113.0 31.1 31.1 12.890 -84.62 0.00
Bow Thruster Room Void Space 101.0-107.0 102.0 102.0 2.13 79.45 0.00
Engine Room Bilge Tank (P) 53.0-59.0 50.2 50.2 1.30 -49.84 -4.83
Engine Room Void Space in DB 32.0-33.0 10.8 10.8 1.34 -69.25 0.00
Cargo Hold Bilge Tank (P) 1.0-17.0 93.4 93.4 12.05 -86.65 -8.79

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.4a Sounding Pipe Positions

Profile

Lifeboat

Bosun Store

FW Tank (P&S) Void Space

No. 5 Cargo Hold No. 4 Cargo Hold No. 3 Cargo Hold No. 2 Cargo Hold No. 1 Cargo Hold
Aft Peak L.W.L.
Emergency Fire
Tank (C) No. 5 Aft No. 5 Forward No. 4 Heeling Tank No. 3 Aft No. 3 Forward Chain
Pump Room
FO Tank (P&S) FO Tank (S) FO Tank (P&S) FO Tank (P&S) Locker

DO Tank (P) Bow Fore Peak Tank

Thruster
No. 5 Forward Room
No. 4 FO Tank (P&S)
FO Tank (P)

No. 5 Double Bottom No. 4 Double Bottom No. 3 Double Bottom No. 2 Aft No. 2 Forward No. 1
Stern Tube WB Tank (P&S) WB Tank (P&S) WB Tank (P&S) WB Tank (P&S) WB Tank (P&S) Double Bottom Ballast Tank
CW Tank

Upper Deck
22 13 11 8 6 4
10

21
D

U 17
15 1
18 2
16
No. 9 Cargo Hatch No. 8 Cargo Hatch No. 7 Cargo Hatch No. 6 Cargo Hatch No. 5 Cargo Hatch No. 4 Cargo Hatch No. 3 Cargo Hatch No. 2 Cargo Hatch D 3
19

20

23 U
14 12 9 7 5

Sounding Pipe:
1. Fore Void Space (C) 9. No.4 FO Tank (S) 17. HFO Setting Tank
2. Chain Locker BW (C) 10. DO Tank (P) 18. No.1 HFO Storage Tank
3. Fore Peak Tank 11. No.5 Forward FO Tank (P) 19. No.2 HFO Storage Tank
4. No.3 Forward FO Tank (P) 12. No.5 Forward FO Tank (S) 20. DO Service Tank
5. No.3 Forward FO Tank (S) 13. No.5 Aft FO Tank (P) 21. Aft Void Space (P)

6. No.3 Aft FO Tank (P) 14. No.5 Aft FO Tank (S) 22. FW Tank (P)
7. No.3 Aft FO Tank (S) 15. No.5 Double Bottom WB Tank (P) 23. FW Tank (S)
8. No.4 FO Tank (P) 16. No.5 Double Bottom WB Tank (S)

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.4b Sounding Pipe Positions

Second Deck

38

48 39 33
40

34 28 26
51 49 29 24
47 41 35 30 27 25
C.L.
Bosun
31 C.L. Store
D
42 32
50 46 36
45 43

37
44

Main Floor Lower Engine Platform Tank Top Plan

54 53

59 57
55
64 52
65 63
56
66
62 58
60
61

Sounding Pipe:

24. No.1 Cargo Hold BW 32. No.2 Cargo Hold BW (S) 40. No.4 Double Bottom WB Tank (P) 48. Cargo Hold BW Tank 56. No.5 Cargo Hold BW (S) 64. Engine Room Void Space

25. No.1 WB Tank 33. No.3 Cargo Hold BW (P) 41. No.5 Cargo Hold BW (F) 49. Aft Peak Tank 57. Engine Room Bilge Tank 65. No.2 Waste Oil Storage Tank

26. No.2 Forward WB Tank (P) 34. No.3 Double Bottom WB Tank (P) 42. No.4 Double Bottom WB Tank (S) 50. Aft Void Space (S) 58. FO Overflow Tank 66. Stern Tube LO Drain Tank
27. No.2 Forward WB Tank (S) 35. No.4 Cargo Hold BW (F) 43. No.4 Cargo Hold BW (S) 51. Rudder Horn 59. No.1 Waste Oil Storage Tank
28. No.2 Cargo Hold BW (P) 36. No.3 Double Bottom WB Tank (S) 44. No.4 Heeling Tank (S) 52. Bow Thruster Room 60. Cooling FW Double Bottom Tank

29. No.2 Aft WB Tank (P) 37. No.3 Cargo Hold BW (S) 45. Main Engine LO Setting Tank 53. FO Sludge Tank 61. Air Cooler Tank
30. No.3 Cargo Hold BW (F) 38. No.4 Heeling Tank (P) 46. Main Engine LO Store Tank 54. LO Sludge Tank 62. LO Residue Tank
31. No.2 Aft WB Tank (S) 39. No.4 Cargo Hold BW (P) 47. Stern Tube CW Tank 55. No.5 Cargo Hold BW (P) 63. Main Engine LO Sump Tank

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.5a Deck Plans - A and B Deck

A - Deck B - Deck

D
U
Drying Seaman N
U
Room
Ship's
Laundry
Duty Mess
Seaman M D Room
Gymnasium Dining Saloon

Linen Locker D To Engine V.T. V.T. Elevator

V.T. V.T. Elevator Room
Galley
V.T. V.T. Public
C.G
A/C Toilet
Lkr
Cooling To Engine
Plant Room
To Engine
Room
C.G. Lkr
A/C
Machinery Local Control Board
Unit for Lifeboat Davits,
Engine Hose Handling Crane, Engine
Casing Room Casing
Accommodation Ladders
A/C Dry Provisions
Stairway Cooling Stairway
V.T. V.T. Store
Plant
Pipe Pipe Bonded
Duct V.T. V.T. Duct Store

D
Beer
Seaman L Store

Ship's Meat/Fish
Control Centre Lobby
U Seaman K U
Vegetables
Fire Control
Station D

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 Nele Mærsk Deck Operating Manual
Illustration 1.1.5b Deck Plans - C and D Deck

D - Deck
C - Deck

C/Steward
Crew's Day Steward Bedroom
Seaman F
Room
D Library Swimming
Pool C/Steward
Day Room
U
D

Elevator Seaman J V.T. V.T. Elevator

J. Officer
(2)
To Engine Room To Engine Room
Crew's Changing Seaman I Officers Changing
Hatch Room Room
C.G. Locker C.G. Locker Seaman A

Engine Engine
Casing Seaman H Casing

Stairway Stairway

Pipe Pipe Seaman B

Duct Seaman G Duct
V.T. V.T.

D D U Seaman C
U

No.2
Locker Officer's Smoking
Room
Safety Locker Seaman Seaman
E D

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 Nele Mærsk Deck Operating Manual

Illustration 1.1.5c Deck Plans - E, F and Navigation/Bridge Deck

E - Deck F - Deck Navigation/ Bridge - Deck

1st Engineer's Chief

Bedroom Engineer's D
J/Officer Bedroom
(1) Chief Engineer's
Swimming Day Room
Pool
Chief Engineer's Elevator Emergency
U Office Escape Hatch
1st Engineer's D
U D
Day Room.
Elevator Elevator Radio
Elevator
Machinery Equipment
2nd Engineer Space
Room

No. 1 Locker Electrical Pilot Wheelhouse

(Stationary) Equipment Room
C.G. Locker 3rd Engineer Converter
C.G. Locker
Room
2nd
Funnel Officer
Funnel Funnel
Conference
Room
Stairway Stairway Stairway

Pipe 1st Officer (Awning) Fire

Pipe
Duct Duct Locker
V.T. V.T. Captain's
Office
U D Chief Officer's
D
Day Room U U Public
Toilet

Captain's Captain's
Electrician Chief Officer's
Bedroom Day Room
Bedroom
D

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 1.2 Ship Handling

1.2.1 General Information

Illustrations

1.2.2a Turning Circles Diagrams

1.2.3a Visibility Diagram

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 Nele Mærsk Deck Operating Manual
1.2 SHIP HANDLING Main Engine (1 Set) Steering Gear
Type: Two stroke, single acting, direct reversible, crosshead Maker: Porsgrunn
1.2.1 GENERAL INFORMATION
Maker: Hyundai - Sulzer Type: 550-200/2, double IMO, rotary vane, hydraulic
Shipbuilder: China Shipbuilding Corp. Kaohsiung Shipyard Model: 7RTA84C Isolation System: Automatic
Hull Number: 742 MCR: 28,350 kW at 102.0 rpm
Ship Name: NELE MÆRSK NCR: 24,100 kW at 96.6 rpm
Bow and Stern Thrusters
Keel Laid: May 25th 1999
Maker: Kawasaki Heavy Industries
Delivered: April 19th 2000 Main Generators (4 Sets) Model: KT-130B3
Official Number: D3771
Type: 2 x 8L27/38, and 2 x 6L27/38 diesel engines Capacity (each unit): 1,300kW
IMO Number: 9192442
Maker: HHI - MAN B&W
Nationality: DANISH
Capacity: 2 x 2,750 kVA, 450V AC, 60 Hz, pf 0.8
Port of Registry Vejle Fire, Bilge and GS Pump
2 x 2,125 kVA, 450V AC, 60 Hz, pf 0.8
Radio Call Sign: OYVQ2 Manufacturer: Shinko Ind Ltd
Type of Ship: Container Ship Model/Type: RVP250MS
Emergency Generator
Navigation: World Wide Rating: 500/180 m3/h, 1800 rpm, 75 kW
Classification: Lloyds Register, LR, +100A1, Container Ship, Type: LTA10G2
+LMC, UMS, NAV1, *IWS, SCM, L1 with the Maker: Ssangyong HHI
Fire, Bilge and Ballast Pump
descriptive notation ShipRight SDA, FDA, CM Alternator Type: MHC 434 C1
Manufacturer: Shinko Ind Ltd
Capacity: 225kVA, 450V AC, 60Hz, pf 0.8
Model/Type: RVP250MS
Rating: 500/180 m3/h, 1800 rpm, 75 kW
Length Overall: 198.600m Deck Machinery
Length Between Perpendiculars: 187.100m
Windlasses: 2 sets electrically driven, combined with mooring Emergency Fire Pump
Breadth Moulded: 30.200m winch (enclosed gear type)
Depth Moulded: 17.500m Manufacturer: Shinko Ind Ltd
Type: Kamewa Group
Designed Draught : 10.5m Rating: 72 m3/h
Capacity: 30 ton x 9m/min at gypsy wheel
Draught (Summer): 11.023m 15 ton x 15m/min at hawser drum
Anti-Heeling System
Full Load Displacement: 42,537MT
Manufacturer: Hoppe Bordmesstechnik GmbH
Lightship Weight: 12,342MT Mooring Winches: 5 sets electrically driven, various drum/warping
Rating: 350m3/h, 1,770 rpm 64 kW
Deadweight: 30,195MT head combinations
Service Speed: 21.8 knots Type: Kamewa Group
Bilge/Ballast Eductor
Endurance: 20,000 nm Capacity: 15 ton x 15m/min Manufacturer: Cheeng Foo Inter. Co
TEU Capacity: Model/Type: 10K-150 x 200 x 250
Total: 2226 Propeller (1 Set) Rating: 150m3/h
Reefer: 746
Type: Skewed aerofoil, solid, keyless
No. of Blades: 6 Hydtaulic Power Pack (Remote Control Valves)
Diameter: 7.175m Manufacturer: Delta Hydraulic Co.
Manning Design Complement: 28 Persons + 6 Suez
Pitch (0.7R): 7.5696m Pump Rating (each unit): 3.5 litre/min
Crew
Reservoir Capacity: 120 litre

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 Nele Mærsk Deck Operating Manual

Illustration 1.2.2a Turning Circle Diagrams

Normal Full Loaded Condition With Maximum Rudder Angle Normal Ballast Condition With Maximum Rudder Angle

Full Sea Speed Full Sea Speed

Tactical Diameter: 746m Tactical Diameter: 746m Tactical Diameter 758m Tactical Diameter 758m

Transfer 281m Transfer 281m Transfer 273m Transfer 273m

12.7 knots 12.7 knots 13 knots 13 knots
1' 30" 1' 30" 1' 19" 1' 19"
Advance: 727m Advance: 727m Advance: 718m Advance: 718m

Draught Aft 11.023m Draught Aft 8.08m

Fwd 11.023m Fwd 3.67m

Port 22.1 knots Starboard 22.1 knots Port 23.0 knots Starboard 23.0 knots

Half Ahead Half Ahead

Tactical Diameter: 685m Tactical Diameter: 685m Tactical Diameter 702m Tactical Diameter 702m

Transfer 272m Transfer 272m Transfer 265m Transfer 265m

6.2 knots 6.2 knots 7.1 knots 7.1 knots

2' 00" 2' 00" 2' 38" 2' 38"
Advance: 701m Advance: 701m Advance: 713m Advance: 713m

Draught Aft 11.023m Draught Aft 8.05m

Fwd 11.023m Fwd 3.67m

Port 10.7 knots Starboard 10.7 knots Port 11.3 knots Starboard 11.3 knots

Maximum Available Rudder Angle:

Hard Right or Starboard - 35˚

Hard Left or Port - 35˚

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 Nele Mærsk Deck Operating Manual
Illustration 1.2.3a Visibility Diagram

Note: P1 to P19 Shown as Obscured Points

CPF Position: 0.8m abaft Frame 57, 39.3m above B.L

Eye Position CPA Position: Frame 50, 39.3m above B.L

Bay No.

40 38 34 30 26 22 18 14 10 06 02 40' Cont.
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Cont.
CPA CPF
P17 P16
P19 P18
P15 P14 P13 P12 P10 P8 P6
2750 P11 P9 P7 P4 P3 P2 P1
2750 P5
2750
2750
2800
3000
3000

L.W.L L.W.L

Obscured Distance Obscured Distance

Ae Fe
A.E A.P F.P F.E
Containers on deck must be stacked in such a manner that the IMO Resolution A.708(17) is not contravened. The Loadstar computer software
calculates the position of each container in relation to draught and trim and will indicate on the Ship Overview window if this limitation has
been exceeded by changing the visibility line to red.

Extract from IMO guidelines are as follows:

A. The view of the sea surface from the conning position should not be obscured by more than two ship lengths, or 500m, whichever is
less, forward of the bow to 10˚ on either side irrespective of the ship's draught, trim and deck cargo.

B. Blind sectors caused by cargo, cargo gear and other obstructions outside the wheelhouse forward of the beam obstructing the view
of the sea surface as seen from the conning position, should not exceed 10˚ each. The total arc of blind sectors should not exceed 20˚.
The clear sectors between blind sectors should be no less than 5˚. However, in the view described in A., each individual blind sector
should not exceed 5˚.

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 1.3 Performance Data

1.3.1 Revolutions/Speed/Power Data

1.3.2 Limitations on Operating Machinery

Illustrations

1.3.1a Revolutions/Speed/Power Data Curves

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 Nele Mærsk Deck Operating Manual
Illustration 1.3.1a Revolution/Speed/Power Data Curves

Estimated Power Curves from Sea Trials Data

45000
From Model Test:
Speed of Scantling Draught = 21.81Kts (At NOR/1.15) BF4
Speed of Trial Draught at BF4 = 22.97Kts (At NOR)
43000
Difference = 1.16kts
Speed at Guarantee (Scantling Draught)
=23.58Kts - 1.16Kts BF3
41000 =22.42Kts > 21.80Kts

BF2
39000 MCR (38570 PS) 120

115
Scanting Draught, Calm
37000 110
Scanting Draught, Calm
105
Design Draught, Calm
35000 RPM 100

95
N.O.R. (32570 PS) Sea Trial BF4
33000 90
Trial Ballast Draught, B.F.O.
85
Design Draught, Calm
31000 80
BHP (PS) 19 20 21 22 23 24 25

29000 NCR with 15% S.M.(28519 PS) Ship Speed (knots)

27000
Sea Trial BF4

25000

Trial Ballast Draught, B.F.O.

23000

21000

19000
19 20 21 22 23 24 25

Ship Speed (knots)

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 Nele Mærsk Deck Operating Manual
1.3 PERFORMANCE DATA Minimum Steering Speed
3 knots
1.3.1 REVOLUTIONS/SPEED/POWER DATA

Refer to Illustration 1.3.1a Barred/Critical Speed Range

Nil
1.3.2 LIMITATIONS ON OPERATING MACHINERY
Fuel Consumption Ship’s Condition
Loaded 11.02m
Main engine load: 85% Ballast 9m aft 6.5m forward
Mean shaft horse power: 25,500 kW
Specific gravity of fuel at 15.6°C: 0.9452 Number of Starts of Main Engine from Air Reservoir with Compressors
Stopped
Fuel oil temperature: 108°C
13 in number down to a pressure of 7.4kg/cm2
Specific fuel consumption: 176.31 g/kW/h
Daily consumption: 96.6 MT/day at 21.8 knots Maximum Available Rudder Angle
35° to port or starboard

Engine Order: Rev/Min Speed Table

Time and Distance to Crash Stop
Engine Order rpm Loaded Condition Ballast Condition
Full sea ahead 102 21.8 knots 22.5 knots Full Load Condition Ballast Condition
Full ahead 59 14.5 knots 15 knots Time Distance Time Distance
Full Sea Speed 07.28 2,106m 06.09 2,069m
Half ahead 46 11.3 knots 12.1 knots
Full Ahead 06.00 1,282m 05.06 1,424m
Slow ahead 40 9.8 knots 10.8 knots
Half Ahead 05.48 1,021m 03.10 682m
Dead slow ahead 28 6.9 knots 8.3 knots Slow Ahead 05.06 874m 02.52 627m
Dead slow astern 28
Slow astern 40
Half astern 46
Full astern 59

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 2.1 Cargo Arrangement

2.1.1 Cargo Plan

2.1.2 Hatch Covers

2.1.3 Cell Guide System

Illustrations
2.1.2a Hatch Cover Arrangement

2.1.3a Cell Guide System

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 Nele Mærsk Deck Operating Manual
PART 2: CARGO SYSTEM DESCRIPTION Bay No. Location General Precautions Against Capsizing
02 Hold
Although loading arrangements are made ashore it is the responsibility of the
2.1 CARGO ARRANGEMENT 06 Hold and deck vessel’s Master to ensure that the vessel is safe and seaworthy at all times and
the following points must be observed.
2.1.1 CARGO PLAN 10 Hold and deck
14 Hold and deck
Cargo is located in containers of 20ft, 40ft and 45ft length; the 45ft long • Compliance with the stability criteria does not ensure immunity
containers are only loaded on deck in the upper tiers of the stacks. Containers 18 Hold and deck against capsizing regardless of the circumstances or absolve
are generally 8ft 6in tall, but 9ft 6in tall containers may be loaded on deck or 22 Hold and deck the Master from his responsibilities. The Master must exercise
in the holds provided that the total height limits are not exceeded. In cargo prudence and good seamanship having regard to the season
26 Hold and deck of the year, weather forecasts and the navigational zone and
holds 2 to 5, tiers of containers may be six high; up to five 9ft 6in containers
may be loaded in addition to one 8ft 6in container. Refrigerated containers 30 Hold and deck should take the appropriate action as to speed and course
may be loaded in certain spaces in the holds or on deck in the lower warranted by the prevailing circumstances.
34 Hold and deck
tiers. Reefer containers must be loaded in specific locations in order to
allow for connection of the cooling water pipes and electrical power for 38 Deck
• Care should be taken to ensure that the cargo allocated to the
the refrigeration units. 42 Deck ship is capable of being stowed so that compliance with the
Bay 42 can load 40ft containers only. criteria can be achieved. If necessary, the amount should be
limited to the extent that ballast weight may be required.
The container stowage plan shows where containers of particular length and
height, as well as reefer containers, may be stowed. The ship is divided into There are power and water connections for 746 reefer containers but the
bays and these are numbered from forward for 20ft containers and 40ft/45ft diesel generator capacity is based upon the power requirement for 648 40ft • Before a voyage commences care should be taken to ensure that
containers. See illustration 1.1.2a Container Cell Address System. containers at 11.3 kW each. the cargo and sizable pieces of equipment have been properly
stowed or lashed so as to minimise the possibility of both
(Note: The Loading Manual contains cross sectional drawings of all the bays longitudinal and lateral shifting while at sea, under the effect of
with the positions of reefer boxes and box sizes shown.) acceleration caused by rolling and pitching.
The container stowage is numbered in tiers. In the holds the tiers are numbered
from the bottom of the hold and are designated 02, 04, 06, 08, 10, and 12. Bay The Loading Manual gives details of container loading plans and also
01 of No.1 hold only has tiers 08, 10 and 12 with an additional tier 14 in the indicates the vertical and transverse centre of gravity positions for containers. • The Master should ensure that any loading conditions, not
hold space; bay 03 of No.1 hold also has containers in tier 06. Such information is required in order to allow calculations to be performed included in the Loading Manual, should be assessed for intact
in order to determine the effect that loading, or removing, a container has and damage stability compliance with free surface corrections
on the draft, trim and angle of heel. The Loading Manual gives example applied to GM (or KG) throughout the voyage as per IMO
The stowing of containers on deck must take account of visibility requirements Resolution A.749 (l8) and SOLAS Chapter II-I Part B-1
calculations for determining such information but under normal circumstances
and the maximum stowing numbers for each stack is based upon SOLAS Regulation 25 respectively.
the shipboard staff are not required to perform such calculations.
visibility requirements.
Loading and discharge of containers is controlled ashore and calculations • The Master should ensure that only one pair of water ballast
performed by computer. Loading must take account of the hold or deck space tanks is slack at any one time.
Refrigerated containers must only be loaded in designated places otherwise
available at the loading port, the size of container (length and height), whether
they cannot be connected to the cooling water and power supplies. Reefer
reefer or not, the port of discharge and the nature of the cargo in the container,
containers must be oriented a particular way when loaded so that the reefer
hazardous goods require particular attention. Ship’s staff will be informed
equipment is adjacent to the water and electrical power connections. Reefer
about the number of containers and will have to deal with ballast pumping in
containers may be loaded in the following bays:
order to ensure the correct draught and trim when leaving port. Under normal
circumstances, their only input to the loading and discharge operation is to
In the cargo holds, all 40ft reefer containers must face aft, except in bay
ensure that the ship is in a fit state for loading and discharge, that hatch covers
34 and 10 where they must face forward. Similarly, 20ft reefer containers
are free to be moved and that reefer containers are disconnected/connected
must face forward in cargo hold bay No.33, 25, 17, 9, and face aft in
from/to the cooling water and electrical power supplies at the correct time.
cargo hold bay No.31, 27, 23, 19, 15, 7 and 3. All reefer containers on
deck must face aft.
Prior to leaving port the Master must ensure that the vessel’s stability is within
acceptable limits and that the vessel is seaworthy i.e. containers are lashed as
required and that hatch covers are secure.

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 Nele Mærsk Deck Operating Manual
Free Surface Effect

Many of the conditions shown in the Loading Manual involve a change in the
water ballast distribution between departure, half way through the passage and
arrival stages. The taking on or discharge of water ballast inevitably results
in free surface being present during the transition stage and allowance should
be made for this, particularly in adverse weather conditions. The free surface
effects should be calculated to take account of the most onerous transitory
stage relating to such operations for that ballast tank or pair of tanks, with
the greatest free surface moment of those involved in the change. This
assumes that only one ballast tank or pair of tanks is allowed to have a
free surface at any time. If this is not the case, the correction should be
increased as appropriate.

In calculating the free surface effects in tanks containing consumable liquids,

the free surface correction should be the maximum value attainable between
the filling limits envisaged for each tank, consistent with any operating
instructions. It should be assumed that for each type of liquid at least one
transverse pair or a single centre line tank has a free surface and the tank
or combination of tanks taken into account should be those where the effect
of free surface is the greatest.

At all times during loading and discharge the duty officer must pay attention
to the trim and angle of heel in order to ensure that the limits set for lifting and
replacing hatch covers as given in section 2.1.2 are not exceeded.

Heel ± 1 degree (maximum)

Trim ± 1 degree (maximum)

The anti-heeling and ballast systems must be operated to maintain conditions

within these limits.

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 Nele Mærsk Deck Operating Manual
Illustration 2.1.2a Hatch Cover Arrangement

Key
Upper Deck
On Board and on the Quay

No. 9 No. 8 No. 7 No. 6 No. 5 No. 4 No. 3 No. 2 No. 1

Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch On the Quay Only

(P) (P) (P) (P) (P) (P) (P) (P)

(P)

(C) (C) (C) (C) (C) (C) (C) (C)

(S)

(S) (S) (S) (S) (S) (S) (S) (S)

Longitudinal Section Alignment

Stacking Support Stacking Pad

Alignment Marks of the Same Colour

Note: In the Above Case

the Valid Colour is Red

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 Nele Mærsk Deck Operating Manual
2.1.2 HATCH COVERS Maximum Stack Weight on Hatch Covers Sealing
Hatch 1 Hatch 1 The sealing between the hatch cover and coaming for hatches No.1 to 3 and
General
the side panels of hatches No.4 to 9 is achieved by means of rubber packing,
20ft: 72.0 tonnes 40ft/45ft: 87 tonnes which is fitted on the panel and tightens against the coaming. The packing is a
The weather deck hatch covers are of MacGregor lift-away type, operated by of cellular type, acting on top of the drainage flat bar on the coaming.
crane for lifting and replacing. The equipment is designed according to the Hatch 2 Hatch 2
Lloyd’s Register (LR) rules 1998 and Notice 1998 and to their approval. The non-weather tight sealing between the hatch covers and coaming for the
20ft: 75.5 tonnes 40ft/45ft: 86.5 tonnes centre-panels of hatches No.4 to 9 is achieved by a labyrinth seal formed by
The equipment fulfils the International Load Line Convention 1966 with an angle bar on the cover and a flat bar on the coaming.
amendments and SOLAS 1989 with amendments. Hatches 3 to 9 Hatch 3 to 5
The hatch covers are designed to be lifted and replaced under the following 20ft: 76.0 tonnes 40ft/45ft: 100.0 tonnes
conditions:

Bays 37 and 39 Hatch 6 to 9

Heel ± 1 degree (maximum)
Trim ± 1 degree (maximum) 20ft: 76.0 tonnes 40ft/45ft: 100.5 tonnes

Maximum Coaming Deflection Longitudinally Bay 37 and 39

40ft/45ft: 100.5 tonnes

Deflection of the transversal hold beam: ± 10 mm
Warping over the ship’s breadth: ± 100 mm Bay 42
Hogging/sagging: 0.8 mm/m 40ft/45ft: 101.5 tonnes
Hatch No.1 has two cover panels and hatches No.2 to 9 have three panels,
port, centre and starboard. Operation

Loads on Hatch Covers The lift-away covers are operated by means of a crane and a 20ft or
40ft spreader or wire slings. Lifting pots for the spreader are arranged
longitudinally in the gravity centre of the cover. The top plate is reinforced in Labyrinth Seal Arrangement
The hatch covers are designed in accordance with the rules of the classification way of the spreader foundations with doubling plates.
society and calculated for the following loads:
Prior to fitting it may be necessary to remove turnbuckles and twist-locks
Uniformly distributed load: 1.75 t/m2 (weather load) in way of the spreader and care should be taken to ensure that the spreader
Watertight sealing between the hatch cover panels for hatches No.1 to 3
is fitted correctly.
is achieved by means of rubber packing which is fitted on one section
The container stack load as per point load as well as weight distribution of and tightens against a counter rubber on the other section. This MacGregor
the containers is as below: One end of each cover is equipped with an external combined pin type
Omega-type rubber packing is withdrawn by means of compressed air
transversal/longitudinal stopper and the other end is fitted with external
(approximately 4 bar) before lifting off the covers. The compressed air piping
transversal stoppers combined with guides.
20ft means a 20ft container is fitted on the side panels.
40ft means a 40ft container Hatch cover panels are not interchangeable and must always be refitted on the
Sealing between the hatch cover panels for covers No.4 to 9 is achieved by
All figures relate to 8ft 6in high containers hatch section from which they have been removed.
means of a double rubber lip with special MacGregor end pieces. No operation
The lift-away covers can be operated in a non-sequenctial order. is necessary on the sealing when opening/closing the hatch covers.

The longitudinal joints are aligned with the hold containers, i.e. all of the Drainage gutter bars are arranged on the top plate of cover panels for the
containers under a cover panel can be unloaded when the panel is removed. joints. Non-return drainage valves are fitted at each end of joint for the
weather tight hatches.

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 Nele Mærsk Deck Operating Manual
Fittings Identification of the Panels Colours of Alignment Marks

The hatch covers are battened to the coaming by hold-downs. The support Top plates of the hatch covers are marked with a description of the hatch When P (port) side panel is the lowest one in a stack, the valid colour of
pads are of the solid type having a two layer block welded on the coaming weight, bay number, row number and hatch number. Side plates and fore/aft alignment marks is red.
and a mating plate welded under the cover. The material combination is of hatch covers are marked with row, bay and hatch number.
steel against steel. The maximum panel weight is approximately 37 tonnes When C (centre) panel is the lowest one in a stack, the valid colour of
including twist-locks and turnbuckles. The spreader lines at lifting sockets are painted white. The container corner
alignment marks is white.
fittings are painted yellow.
When S (starboard) side panel is the lowest one in a stack, the valid colour
Container Arrangement of alignment marks is green.
General Safety Instructions
Container fittings of the raised type (110mm high) and lashing plates are The same rule of colours is valid both on board and on the quay.
arranged on the hatch covers. Because of the large dimensions and the weight of the hatch covers (up
to 37 tonnes) it is essential that cover panels are prevented from swinging. (Note: Consideration must be given to the panel loading on the quay and
The distance between containers is: Especially dangerous is a situation where the hatch cover, while being opened, permission must be sought.)
becomes lodged and is then suddenly released. Care must be taken by all
Transverse: 25mm or 300mm in way of the panel longitudinal joint on involved in the lifting and fitting of hatch cover panels and those involved (Note: When stacking on the quay, there are no stacking guides. Therefore
the covers in the procedure must be warned of the dangers before any operation. No it is essential to ensure that the stacking supports are really resting
loose equipment must be left on the cover panel during lifting. Panels must on the stacking pads of the lower panel. To facilitate the correct
Longitudinal: 650mm between 20ft containers
only be lifted and fitted when the vessel’s list and trim are within the limits stacking, there are aligning marks on the top plate as well as on
indicated above. the end plates.)
40ft containers are stowed symmetrically.
When stacking the covers, there must be two persons available to assist A 40ft Spreader A 20ft Spreader
The outermost containers rest on the ship’s side supports. the crane operator. Stacking Pad Lifting Point Lifting Point
Any 45ft containers are stowed on holds No.2 to 9 with stowing on the
upper layers. Procedure for Stacking the Cover Panels

In the cargo holds, 2 x 20ft container stacks must be locked in place by Stacking On Board
a 40ft continer on top.

For the containers which rest on the hatch cover and the ship’s side supports, When stacking, the stacking supports of the upper panel must be resting on
there are sliding foundations fitted on the hull as necessary. the stacking pads on the deck plate of the lower panel. The pads are designed
to prevent the sliding of the upper panels. When lift-away covers are being
Between the holds No.6 to 9, maintenance platforms for reefer containers stacked, the twist-locks and turnbuckles not higher than 260 mm over the deck
are fitted. plate, can remaining place. However, the turnbuckles in way of the inner ends
of the 20ft containers must not be higher than 160 mm.
Fixed lashing plates are welded on the top plate as follows:
The covers can be stacked almost freely on all adjacent panels, whenever
practical.
2 holes (breaking load 50 tonnes) for 20ft containers
4 holes (breaking load 50 tonnes) for 40ft/45ft containers Stacking on the Quay
Stopper plates are fitted to prevent turnbuckles from falling over the top plate
edge during the operation of the panels. Permission must be obtained to stack panels on the quay before the procedure
is commenced.
The actual container load for container lashings are based on the stack load
decided by the loose lashing maker. The stacking on the quay must always be done according to the alignment
marks of the same colour. The maximum misalignment between the marks Hatch Indication
is ± 100 mm.

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 Nele Mærsk Deck Operating Manual
Procedure for Lifting the Hatch Cover Panels d) Check that the air pressure in the Omega seal is within the
green area.
(Note:: Items c) to h) apply only to hatches No.1 to 3.)
e) Add some air if the pressure has for some reason dropped. Hatch
a) Ensure that all personnel involved in the lifting procedure Hold-Down
understand the dangers involved and are aware of the signalling f) Connect the spreader to the lifting fittings.
procedures being used.
g) Shift the panel carefully against the longer stacking guide on its
b) Open all hold down devices and check that they are clear. home position and lower it onto the bearing pads.

c) Connect the compressed air hose to the snap coupling on the h) Disconnect the spreader from the panel.
hatch cover to be opened.
i) Open the Omega valve to release pressure and to close the
d) Open the valve on the trunk pipeline. Omega seal.

e) Open the Omega valve for 20 to 30 seconds in order to retract j) When air is no longer escaping from the Omega valve, close
the Omega seal. the Omega valve.

f) Close the Omega valve. k) Close the hold down devices and check that they are secure.

g) Check that the pressure on the gauge is in the green area.

h) Disconnect the air hose from the Omega valve and stow it
properly.

i) Connect the spreader to the lifting fittings on the hatch cover

panel.

j) Check that there is no loose equipment on the panel which

could fall down during lifting.

k) Lift the hatch cover panel and manoeuvre it carefully and lower
it to a suitable position.

Disconnect the spreader from the panel.

Procedure for Refitting and Closing a Hatch Cover Panel

(Note:: Items d) and e) as well as i) and j) apply only to hatches No.1
to 3 inclusive.)

a) Ensure that all personnel involved in the lifting procedure

Omega Valve Location and Air Supply
understand the dangers involved and are aware of the signalling
Connection
procedures being used. Omega Valve and Air Connection Point

b) Check the rubber packings for possible damage.

c) Clean the coaming top as well as the bearing pads on the

cargo rests.

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 Nele Mærsk Deck Operating Manual
Illustration 2.1.3a Cell Guide System

40' - Container 20' - Container

Stopper Stopper

Hanging Stacker Doubler

Doubler Plate
C16A
Cell Guide Cell Guide

Container Container

Fixed Cones Fixed Cones

Doubler Plate Doubler Plate

Stopper Stopper

Fixed Cone Doubler Plate Fixed Cone Fixed Cone Doubler Plate Fixed Cone

Doubler Plate Doubler Plate

40' - Container
Bracket Bracket

40' - Container Cell Guide

Bracket Bracket
Stopper Bracket Bracket

Fixed Cone Cell Guide

Bracket
Doubler Plate 20' - Container 20' - Container
Bracket Bracket
Hanging
Bracket Only For Loading 8' 6" High Container
Stacker

20' - Container Bracket Bracket

Pedestal Pedestal Bracket Bracket

Hanging Stacker Hanging Stacker

Bracket
Bracket Stopper

20' - Container 20' - Container Fixed Cone

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 Nele Mærsk Deck Operating Manual
2.1.3 CELL GUIDE SYSTEM At the bottom of the holds (tank top level) containers rest on doubling plates
which allow air circulation and water drainage. Stoppers are also welded to
Cell guides are fitted in the holds and allow for the optimum loading and the mid point doubling plate and act as guides to give the correct location
removal of containers as they guide the container down or up in the hold for the 20ft containers to ensure that they do not become misaligned in the
space. They consist of vertical steel angle bars running from just above the guides. Cones welded to doubler plates on the tank top at the bottom of the
bottom of the hold to the hatch coaming. The guides are located at the corners cell guides to provide location points for the lower containers. Containers
of the container stack and the upper end of the guides is angled outwards rest upon each other in the holds and the cell guides prevent longitudinal
in order to provide an entry guide. Longitudinal positioning of the guides and transverse movement.
suits 20ft or 40ft containers.
Hanging stackers are used in the corner points of the containers above the base
Cell guides are permanent fixtures in the holds and they are attached to the container, to ensure correct location and support in the stack. The hanging
ship’s structure by means of welded brackets. Cell guides prevent movement stacker units are fitted into the container on the quay before they are lifted
of a hold container stack in a seaway and so can be subjected to large onto the ship. When 2 x 20ft containers are loaded into a hold, the top
forces. They can also be subjected to damage during loading or discharge container of that stack must be a 40ft unit in order to fix the stack.
if containers become stuck in the guides. Cell guides should be inspected
whenever there is an opportunity to do so, in order to check for signs of
damage which can impair easy lifting and lowering of containers.

Fixing Cones at the Base of the Cell Guides

A Stopper and Doubling Plate
A 40ft Container Fixing a Stack of 20ft
Containers in a Cargo Hold

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 2.2 Cargo Hold Ventilation

Illustrations

2.2.1a Cargo Hold Ventilation

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 Nele Mærsk Deck Operating Manual
Illustration 2.2.1a Cargo Hold Ventilation

Upper Deck

No. 9 No. 8 No. 7 No. 6 No. 5 No. 4 No. 3 No. 2 No. 1

Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch Cargo Hatch

Hatch Coaming - Top (Exhaust Fans) Hatch Coaming - Top (Supply Fans)

Vent Vent Vent Vent Vent Vent Vent Vent

Trunk Trunk Trunk Trunk Trunk Trunk Trunk Trunk

Axial Flow Exhaust Fan Axial Flow Supply Fan

300m3/min at 50mm water gauge 300m3/min at 50mm water gauge
Example Through Frame 83 Example Through Frame 79

Hatch Coaming - Top Hatch Coaming - Top

Upper Deck Upper Deck

750mm 750mm 750mm 750mm

305mm 327mm

570mm 570mm
673mm 690mm (P&S) (P&S)
305mm 327mm 750mm 750mm

570mm 617mm
305mm 327mm

570mm 570mm
428mm 520mm (P&S) (P&S)
305mm 327mm

390mm
305mm

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 Nele Mærsk Deck Operating Manual
2.2 CARGO HOLD VENTILATION Operation of the Cargo Hold Ventilation System
Normally the ventilation fans are started and stopped at the cargo vent fan
Introduction control panel in the ship control centre. Operators are to ensure that the swing
type hatches above each fan are open before the fans are started.
The cargo hold ventilation system is designed to give three air changes
per hour in non-reefer holds and an air change rate of 4,700-5,000m3/h
The electrical isolation group starter panels for the cargo hold ventilation
per reefer hold.
fans for No.1, 2 and 3 (No.15, 16 and 17 GSP) are located in the starboard
engineers’ under-passageway. The port engineers’ under-passageway contains
Each hold is provided with an independent ventilation system comprising a
the electrical isolation group starter panels for cargo hold fans No.4 and 5
number of air supply fans and the same number of exhaust fans. The following
(No.18 and 19 GSP).
table gives details of the supply and exhaust fans:
In addition to the cargo vent fan control panel, the ventilation fans can be
Hold No. of No. of Fan Capacity Power
stopped from the following:
Supply Fans Exhaust Fans Type m3/min kW

1 2 2 ADW-560/280 135 1.0 • Emergency stop switch on the bridge alarm console
2 4 4 ADW-630/280 216 2.2 • Fire control panel in the fire control station
3 4 4 ADW-710/330 300 3.8
4 4 4 ADW-560/280 325 4.3 • Actuation of the cargo hold CO2 system
5 4 4 ADW-560/280 290 3.7
In the event of fire, stop all ventilation fans and close all swing type hatches.

Each axial flow fan is directly coupled to a totally enclosed, fan-cooled,

marine type electric motor. For cargo holds No.2 to 5 the supply fans
are located at the aft watertight bulkhead of the respective hold with the
exhaust fans at the mid-hold pillar. For No.1 cargo hold, the exhaust fans
are located on the aft watertight bulkhead and the supply fans are on the
foc’sle deck level.

The entry port of each supply fan and the outlet port of each exhaust fan is
provided with a swing type hatch which is kept closed when the fan is not in
use, in order to prevent the ingress of debris.

Exhaust ducting in holds No.2, 3 and 5 extends from the fan housing above
the upper deck level down into the hold. The two innermost fans have exhaust
ducting which extends to the bottom of the hold and this ducting has five
inlets, one at each deck or container level. The two outermost air exhaust
ducts have four inlets and these extend down four decks or container levels.
The supply ducting in cargo holds No.2 to 5 extends down three container
deck levels with distrabution outlets; the foot of the ducting is angled out in
order not to direct supply air into the base of the hold.

Exhaust ducts in hold No.4 are similarly arranged but all extend down to the Ventilation Exhaust Trunking
bottom of the hold and have five inlets.

In hold No.1, one of the exhaust ducts extends to the bottom of the hold and
has four inlets and the other air exhaust duct extends only two decks.

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 2.3 Ballast System

2.3.1 System Description

2.3.2 Hydraulic Remote Valve Operating System

2.3.3 Ballast Operations

2.3.3 Anti-Heeling System

Illustrations

2.3.1a Ballast System - Ballast Mimic Panel

2.3.2a Hydraulic Valve Control System

2.3.3a Ballasting Operation

2.3.3b Deballasting Operations

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 Nele Mærsk Deck Operating Manual
Illustration 2.3.1a Ballast System - Ballasting Mimic Panel

No.5 DOTP
F.O D.O No.4 HTP No.2 AWBTP No.2 FWBTP
AFOTP
E/R 3FFOP MDOP
DOP
NOTICE 3AFOP
CONTINUOUS V/V OPEN - SHUT V/V
M3FFOP
CONTROL SWITCH CONTROL SWITCH P1 4FOP
CL OP M3AFOP
LOCK D.O. TRANSFER PUMP LOCK
CLOSE OPEN CLOSE OPEN CLOSE CLOSE 5FFOP
M4FOP
FO102
P2
5AFOP M5FFOP No.1
H.F.O. TRANSFER PUMP WBTC
No.5 FFOTP No.4 FOTP No.3 AFOTP No.3 FFOTP
P2
5DWBP
APT
TO F.O. SETTLING TANK FO101 4DWBP 4HP 3DWBP 2AWBP FPT

CLOSE OPEN
APT 2FWBP
BW113 No.5 DWBTP No.4 DWBTP No.3 DWBTP
S.C MWBL
FPTF
CLOSE OPEN
FPT
No.5 DWBTS No.4 DWBTS No.3 DWBTS
FIRE, BILGE & BW103
1WBC
G.S. PUMP BOW
BW101
CLOSE OPEN THRUSTER
BW107 BW111 2FWBS ROOM
BW109
TO FIRE MAIN
BW102 5DWBS 4DWBS 4HS 4HS 3DWBS 2AWBS
BW112 5AFOS
BW108 No.5 FFOTS No.4 FOTS No.3 AFOTS No.3 FFOTS
CLOSE OPEN
CLOSE OPEN BW115 BW106 BW105
5FFOS
BW110 BW104
FIRE, BILGE & M5FFOS
BALLAST PUMP
CLOSE OPEN
4FOS M3AFOS
M4FOS
FO103
M3FFOS
BW114
3AFOS
TO CLEAN BILGE HOLD TANK
S.C No.5
BW117 BW118 3FFOS
AFOTS
No.4 HTS No.2 AWBTS No.2 FWBTS
BW116 F.O D.O

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 Nele Mærsk Deck Operating Manual
2.3 BALLAST SYSTEM Fire, Bilge and General Service Pump
No. of sets: 1
2.3.1 SYSTEM DESCRIPTION Maker: Shinko Ind. Ltd
Ballast water can be contained in the following tanks: Type: Vertical, centrifugal with self-priming
Model: EVP 250MS
Water Ballast Tanks Capacity: 500/180 m3/h at 25/70 mth

Sea water SG=1.025

Bilge and Ballast Eductor
No. of sets: 2
Location Capacity Weight
Maker: Cheeng Foo Inter,. Co
Tank Name 100% Full 100% Full VCG LCG TCG
(Frame No.) m3 Tons m m m Model: 10K-150 x 200 x 250
Capacity: 150m3/h at 20 mth
FPT 107.0 -F.E 557.8 571.8 7.02 88.94 0.00
No.1 WBT 98.0 - 101.0 534.5 547.9 4.45 70.15 0.00 The bilge, fire and ballast pump and the fire, bilge and GS pump can take
No.2 FW BT (P) 93.0 - 98.0 658.4 674.9 6.77 58.87 -6.90 suction from the sea water suction manifold, engine room bilge tank, the port
No.2 FW BT (S) 93.0 - 98.0 658.4 674.9 6.77 58.87 6.90 and starboard bilge wells, the aft bilge wells, the aft void space (stern tube
No.2 AW BT (P) 88.0 - 93.0 374.1 383.5 4.84 47.18 -7.28 CW tank, the cooling FW drain tank, the engine pit and the aft and forward
No.2 AW BT (S) 88.0 - 93.0 376.0 385.4 4.83 47.13 7.24 bilge wells. The pumps can pump bilges to the cargo hold bilge water tank
No.3 DW BT (P) 78.0 - 88.0 519.9 532.9 0.96 22.68 -5.44 or, in an emergency, directly overboard. The pumps can supply water to the
No.3 DW BT (S) 78.0 - 88.0 523.1 536.1 0.96 22.67 5.41 fire main and to the ballast water main and can be used for filling the after
No.4 WBT (P) 68.0 - 78.0 680.8 697.8 0.92 -4.81 -6.81 peak tank. The pumps can also be used for supplying water to activate the
No.4 WBT (S) 68.0 - 78.0 684.1 701.2 0.93 -4.83 6.78 bilge and ballast stripping eductors. The eductors are used for draining the
No.4 HT (P) 68.0 - 78.0 508.4 521.1 9.05 -4.85 -14.08 ballast tanks and bilges.
No.4 HT (S) 68.0 - 78.0 508.4 521.1 9.05 -4.85 14.08
No.5 DW BT (P) 58.3 - 68.0 500.2 512.7 0.97 -31.35 -5.60 The ballast system may be controlled from the ship’s control centre via a
No.5 DW BT (S) 58.3 - 68.0 501.5 514.0 0.97 -31.32 5.58 mimic panel which enables pumps to be started and stopped and ballast
APT (C) AE - 17.0 775.3 794.7 11.98 -88.34 0.00 system valves to be opened and closed remotely. The valves are actuated
hydraulically, the remote operating valve system being described in detail in
TOTAL 8361.0 8570.0 4.85 13.43 0.00 section 3.2 of the machinery system operating manual.

(Note: VCG Measured from BL Pumps which serve the ballast system are:
LCG Measured from midship (+ forward , - afterward)
TCG Measured from CL (+ starboard, - port)) Fire, Bilge and Ballast Pump
No. of sets: 1
Water is added to or removed from the ballast tanks in order to maintain Maker: Shinko Ind. Ltd
the correct draught and trim of the ship and to ensure optimum stability. No
Type: Vertical, centrifugal with self-priming
more than one tank or pair of tanks should be partly filled (slack) at any
one time as slack tanks produce a free surface effect which is detrimental Model: EVP 250MS
to stability. Capacity: 500/180 m3/h at 25/70 mth

The heeling tanks, No.4 HT (P) and No.4 HT (S), are an exception to this
as they are partly filled and are used to adjust the trim of the ship when
loading or unloading containers. Water is pumped from the port heeling tank
to the starboard heeling tank, or vice versa, in order to keep the ship in the
upright position. The heeling tanks are filled and emptied by way of the
ballast pumping system.

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 Nele Mærsk Deck Operating Manual

220V AC Supply Illustration 2.3.2a Hydraulic Valve Control System

Key
24V DC
Emergency Supply
Hydraulic Supply

Valve Control Console

Hydraulic Return
Valve Indication
Valve Operation
Control and Instrumentation
Power Unit Control and Indication

Ship's Control Centre

Engine Room

PA PS
Terminal Box Terminal Box Terminal Box Terminal Box Terminal Box Terminal Box

Solenoid Cabinet
Rack No.5 Rack No.4 Rack No.3 Rack No.2 Rack No.1

LA LS

BW113 5BDWP Hydraulic Power Pack Valve

Operation
BW114 5DWBS
BS4P BS3P

BW101 BW103 APT Valve

Power Unit Control 4HP
and Indication Indication
BW102 BW104 BW115 BS4C BS3C BS2P BSBT

BW105 BW109 Cargo Hold 4HS

BW117
Bilge Valves
BW106 BW110 BS5C BS4S BS3S BS2S BS1C
BW118
4FOPP
BW107 FO101
4FOS Ballast Tanks
BW108 FO102
BW116
5AFOP 2FWBP
BW111
FO103
5AFOS
BW112
3FFOP 4DWBP 3DWBP 2AWBP 1WBC
5FFOP 220V AC Supply
2FWBS
3FFOS
5FFOS
Valve Control Console
3AFOP
In the ECR
DOP 4DWBS 2AWBS MWBL FPT
3DWBS
3AFOS

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 Nele Mærsk Deck Operating Manual
2.3.2 HYDRAULIC REMOTE VALVE OPERATING SYSTEM The control panel for the hydraulic power pack is provided with a main power WARNING
source switch and indicator lights showing if the power is from the main Failure to close the above valves could result in oil flowing into the
Maker: Delta Hydraulic Co. AC supply or from the DC emergency supply. The hydraulic power unit has reservoir and over-pressurising it, resulting in possible injury to the
Pump rating (each): 3.5 litre/min start and stop buttons for the two pump units together with lights showing operator. Use protective clothing and goggles when operating the portable
Reservoir capacity: 120 litre if the pump is running or in service. A test lamp on the panel is used to hydraulic hand pumps.
assess the state of the power and a pressure gauge indicates the hydraulic
power in the system. b) Remove the covers from the couplings.
Valves are fitted with hydraulic actuator units allowing the valves to be
opened and closed from the ship’s control centre via a mimic panel. The
Start and stop buttons, together with running lights, are provided for the c) Connect the hydraulic hoses A and B from the hand pump to
valves have valve positioners fitted so that the position of the valve, open
fire, bilge and ballast pump, and for the fire, bilge and GS pump. Gauges the snap-on connectors on the valve rack.
or closed, can be seen locally and indicated on the mimic panel. The system
are provided to indicate the suction and discharge pressures for these pumps
also has pressure and temperature compensating blocks so that variations in
and for the ballast eductor. A pressure gauge indicates the pressure in the d) Turn the control valve on the hand pump to the open or close
pressure and temperature which are not produced by the controller are not
fire main line. position as desired, and pump continuously until the valve is
allowed to activate the system. On the mimic panel are open (green) and
open/closed.
close (red) illuminated buttons, which control movement of the valve and also
Pump cut-in: 145bar
indicate the current position of the valve.
Standby pump cut-in: 140bar e) Turn the control valve to the centre position. The valve is
The ballast system has its own mimic board and control panel. There is a Pump cut-out: 165bar prevented from moving when the control valve is placed in
central hydraulic power pack (engine room floor level, port forward) which the centre position.
Low pressure alarm: 130bar
provides hydraulic power for operating all of the remotely operated valves. Oil low level: Alarm
Valve controllers are grouped in racks, there being five racks, each controlling (Note: For those valves with only one emergency hand pump connection,
a number of valves. Racks No.1 to No.5 are situated in the engineers under Oil low/low level: Trip only connect hose A. The valve is opened in the normal way by
passageway port side, the solenoid cabinet rack is situated adjacent to the turning the pilot valve to the open position and operating the hand
power pack in the engine room. The racks are supplied with hydraulic power pump. To close the valve, simply turn the pilot valve to the closed
Procedure for the Operation of the Cargo Valve Hydraulic Power Pack position. No pumping is required.)
from the power pack unit and with electrical signals to operate the individual
solenoid valves which direct pressure oil to and vent oil from, the valve
actuators. This reduces the amount of hydraulic piping required from the a) Ensure that the hydraulic tank is filled with UNIVIS N15 and (Note: The solenoid valves can be operated manually by pushing the buttons
power pack to the valve actuators. is at the correct level. protruding through the solenoid coils.)

The opening or closing of a valve is activated by pressing the open or close b) Ensure that the supply and return pressure filters are clean.
button on the mimic panel. This operates a solenoid valve which directs
oil from the power pack to the valve actuator and returns vented oil from c) Check that the accumulators are charged with nitrogen gas. If
the actuator in order to move the valve in the desired direction. There are necessary, recharge the accumulators using the accompanying
connections on the valve racks for the connection of a portable emergency nitrogen gas bottle and reducing valve.
hand pump, which allow the valves to be closed (or opened) should the
hydraulic power pack fail. d) Check that the accumulator isolating valves are open.

The power pack unit has a 120 litre oil reservoir, two 10 litre accumulators e) Select the pump lead/lag configuration. Check that the pressure
charged with nitrogen and two electric motor driven gear pumps which control is satisfactory.
maintain oil pressure. The oil reservoir has sufficient capacity to allow
compensation for leakage from the system for about five minutes. The f) Open the outlet valve from the power pack.
pumps are operated by means of pressure switches. One pump is set as the
operating pump and the other as the standby pump. If the pressure falls g) Open pressure and return outlet valves on all the solenoid racks.
to a predetermined value, the operating pump cuts in to restore hydraulic
pressure and cuts out when the pressure has been restored. If the duty pump
Emergency Hand Pump
cannot maintain pressure, the standby pump cuts in and will cut out when
the duty pump cut-in pressure has been achieved. Switches at the power The emergency hand pump should be stored at a strategic location. The
pack control panel allow the pumps to be selected as No.1 duty and No.2 reservoir should always be kept full and ready for use in an emergency.
standby or vice versa. Hydraulic Power Pack Control Panel
a) Close the pressure and return valves for the solenoid valve rack. in the Ship’s Control Centre

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 Nele Mærsk Deck Operating Manual
Illustration 2.3.3a Ballasting Operation

No.4 Heeling No.4 Cargo Hold No.4 Heeling

Deck Stand
Outside ECR Tank Port Tank Stb Key

From Cargo Hold Sea Water

PI PI Bilge Line
Bilge Eductor
SW431V
Hydraulic Line
SW406V
PI BW117V
Heeling Pump
A A
PI Ballast Eductor PI
BW118V
HVC1 HVC2

SW405HV

PI No.4 Double Bottom WB Port 4HP 4HS No.4 Double Bottom WB Stb
To Cargo Hold From Exhaust Gas
Bilge Water Tank Economiser Wash Bow Thrust
Drain Tank Room

SW408V

No.4 Heeling
Tank Port

No.2 Aft
BW116V SW407V WB Tank
BW103V BW104V 5DWBP 4DWBP 3DWBP 2AWBP Port
4HP No.2 Forward
BW105V WB Tank
Port

BW113V SW401V No.4 Double Bottom 2FWBP

BW114V
To Overboard BW101V WB Tank Port
Via Pt and Stb No.5 Double Bottom No.3 Double Bottom
SW412V WB Tank Port A HVC1 WB Tank Port
Soil Pipes MWBL FPT FPTF
To
Fire Main Fore
No.1 WB Tank Bow Thrust
Peak
Room
PI PI BW115V Tank
BW111V BW112V No.5 Double Bottom No.3 Double Bottom
WB Tank Starboard WB Tank Starboard
A HVC2
BW102V
Fire, Bilge Fire, Bilge No.4 Double Bottom
1WBC
and GS Pump and Ballast Pump WB Tank Starboard

BW106V SW402V 2FWBS

SW403V
From Cargo Hold 4HS No.2 Aft No.2 Forward
Bilge Water Tank WB Tank WB Tank
SW432V
Starboard Starboard
From FW/Distilled To/From 5DWBS 4DWBS 3DWBS 2AWBS
Water Tanks BW107V BW108V Aft Peak
SW429V APT

BW109V BW110V No.4 Heeling

Bilge Suction Bilge Suction
Pt Fwd Well Bilge Main Stb Fwd Well Tank Starboard
Suction

Sea Water Crossover Main

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 Nele Mærsk Deck Operating Manual
2.3.3 BALLAST OPERATIONS (Note: Under normal circumstances no more than one pair of ballast tanks (port e) Start the fire, bilge and ballast pump and fill the desired ballast
and starboard) should be partly filled at any one time in order to prevent tank(s) as required.
Ballast water must only be pumped into ballast tanks or out of ballast tanks stability problems due to the effect of slack tanks. Tanks not currently
when full consideration has been given to the effect of transfer on the trim, being filled or emptied should be completely filled or empty.) (Note: Ballast water can be run into the tanks by means of gravity without
draught, stability and stresses of the ship. No more than a single tank, or pair using the pump. Although this is a slower process than using the
of tanks must be in the partly filled (slack) condition at any one time. Remote hydraulically operated valve in the ballast system as shown on the pump, it allows for better control.)
mimic panel.
Local regulations must be taken into account before discharging ballast
water and any restrictions on the discharge of ballast water must be strictly Valve Item Valve
observed.
Fire, bilge and GS pump ballast main suction valve BW107V
Fire, bilge and ballast pump ballast main suction valve BW108V
Procedure for Setting up for Ballasting
Fire, bilge and GS pump discharge valve to fire main BW111V
Filling ballast tanks via the fire, bilge and ballast pump.
Fire, bilge and ballast pump discharge valve to fire main BW112V
a) Ensure that all suction strainers are clear. Ballast water discharge overboard valve BW116V
Port ballast main suction valve BW101V
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly. Starboard ballast main suction valve BW102V
After peak tank valve APT
c) Set up the valves as required using the table below. The
description assumes that the SW suction main is already in Ballast eductor ballast line suction valve BW115V
service with the necessary sea chest SW suction valve open. Ballast water discharge to port ballast main BW105V
Ballast water discharge to starboard ballast main BW106V
The Fire, Bilge and Ballast Pump
Bilge stripping eductor suction inlet valve BW117V
Bilge stripping eductor suction inlet valve BW118V
Position Description Valve
Ballast tank No.5 port 5DWBP
Open Pump SW main hydraulic suction valve BW110V
Ballast tank No.4 port 4DWBP
Open Pump discharge hydraulic line valve BW104V
Ballast tank No.3 port 3DWBP
Closed Pump discharge to fire main BW112V
Ballast tank No.2 port aft 2AWBP
Closed Pump discharge to ballast eductor BW114V
Ballast tank No.2 port forward 2FWBP
Open Pump discharge to port ballast line, hydraulic valve BW105V
Ballast tank No.5 starboard 5DWBS
Open Pump discharge to stbd ballast line, hydraulic valve BW106V
Ballast tank No.4 starboard 4DWBS
Open Port ballast main bulkhead line, manual valve SW401V
Ballast tank No.3 starboard 3DWBS
Open Starboard ballast main bulkhead line, manual valve SW402V
Ballast tank No.2 starboard aft 2AWBS
Closed After peak tank line valve SW403V
Ballast tank No.2 starboard forward 2FWBS
Closed Aft ballast line crossover valves BW101V, BW102V
Ballast tank No.1 1WBC
Closed Forward ballast line crossover valve MWBL
Fore peak tank FPT
d) Check the quantity of ballast to be added to the particular Port and starboard forward ballast main crossover valve MWBL
tank(s) and set the system so that the desired tank(s) are
filled using the mimic panel with valves as indicated in the No.4 port heeling tank 4HP
table below. No.4 starboard heeling tank 4HS

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 Nele Mærsk Deck Operating Manual
Illustration 2.3.3b Deballasting Operation

No.4 Heeling No.4 Cargo Hold No.4 Heeling

Deck Stand
Outside ECR Tank Port Tank Stb Key

From Cargo Hold Sea Water

PI PI Bilge Line
Bilge Eductor SW431V
Hydraulic Line
SW406V
PI BW117V
Heeling Pump
A A
PI PI
Ballast Eductor BW118V
HVC1 HVC2

SW405HV

PI No.4 Double Bottom WB Port 4HP 4HS No.4 Double Bottom WB Stb
To Cargo Hold From Exhaust Gas
Bilge Water Tank Economiser Wash Bow Thrust
Drain Tank Room

SW408V

No.4 Heeling
Tank Port

No.2 Aft
BW116V SW407V WB Tank
BW103V BW104V 5DWBP 4DWBP 3DWBP 2AWBP Port
4HP No.2 Forward
BW105V WB Tank
Port

BW113V SW401V No.4 Double Bottom 2FWBP

BW114V
To Overboard BW101V WB Tank Port
Via Pt and Stb No.5 Double Bottom No.3 Double Bottom
SW412V WB Tank Port A HVC1 WB Tank Port
Soil Pipes MWBL FPT FPTF
To
Fire Main Fore
No.1 WB Tank Bow Thrust
Peak
Room
PI PI BW115V Tank
BW111V BW112V No.5 Double Bottom No.3 Double Bottom
WB Tank Starboard WB Tank Starboard
A HVC2
BW102V
Fire, Bilge Fire, Bilge No.4 Double Bottom
1WBC
and GS Pump and Ballast Pump WB Tank Starboard

BW106V SW402V 2FWBS

SW403V
From Cargo Hold 4HS No.2 Aft No.2 Forward
Bilge Water Tank WB Tank WB Tank
SW432V
Starboard Starboard
From FW/Distilled To/From 5DWBS 4DWBS 3DWBS 2AWBS
Water Tanks BW107V BW108V Aft Peak
SW429V APT

BW109V BW110V No.4 Heeling

Bilge Suction Bilge Suction
Pt Fwd Well Bilge Main Stb Fwd Well Tank Starboard
Suction

Sea Water Crossover Main

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 Nele Mærsk Deck Operating Manual
Procedure for Pumping out Ballast Tanks Procedure for Operating the Remote Closing Valve System Open Eductor overboard discharge hydraulic valve SW405HV
Open Port ballast main suction bulkhead valve SW401V
a) Ensure that the oil system is fully charged and that there are
Using the Fire, Bilge and Ballast Pump
no leaks evident. Open Starboard ballast main suction bulkhead valve SW402V
Open Port suction line hydraulic isolating valve BW101V
a) Ensure that all suction strainers are clear. b) Turn the power switch to the ON position and ensure that the
POWER light illuminates. Open Starboard suction line hydraulic isolating valve BW102V
b) Ensure all the pressure gauge and instrumentation valves are
open and that the instrumentation is reading correctly. c) Press the START button on the selected operating pump and b) Start the fire, bilge and ballast pump and ensure that water is
ensure that the IN SERVICE light illuminates and that the being discharged through the overboard discharge line from
c) Set up the valves as required using the table below. RUNNING light illuminates when the pump is running. the eductor and that there is suction indicated on the eductor
pressure gauge on the control panel.
Position Description Valve d) Check the pressure rise on the pressure gauge and check that
the pump cuts out at the pressure of 165 bar. c) Using the mimic panel and the remotely operated valve system
Open Port ballast main suction bulkhead valve SW401V
open the individual ballast tank valves in order to strip the
Open Starboard ballast main suction bulkhead valve SW402V e) Check that the second pump unit is operational. remaining water from the tank(s).
Open Port suction line hydraulic isolating valve BW101V
The system is now ready for operation. d) When tanks have been stripped, check that the tanks are dry,
Open Starboard suction line hydraulic isolating valve BW102V then shut down the fire, bilge and ballast pump and shut all
Open Pump hydraulic suction valve BW108V f) Press the open or close buttons for the selected valves on the valves.
mimic panels as required to set the pipeline system.
Open Pump hydraulic discharge valve BW104V
Open Overboard manual discharge valve SW407V g) When the pipeline is set, start the selected pump and check that
Open Overboard hydraulic discharge valve BW116V the system is pumping as intended.

Closed Pump discharge to ballast eductor BW114V h) Each day press the LAMP TEST button in order to check that
the lamps are illuminating.
d) Check the quantity of ballast water to be removed from the
particular pair of tanks. Water should normally be removed
from the port and starboard ballast tanks at the same time with Procedure for Stripping Ballast Tanks using the Ballast
heeling being controlled by the anti-heeling system. Under Stripping Eductor
normal circumstances only one pair of ballast tanks should be
slack in order to ensure that there are no stability problems. There are two stripping eductors on the system. The ballast eductor is
primarily used for stripping duties on the ballast system where the water is
e) Set the tank and pipeline system hydraulically actuated valves clean; the bilge eductor can be used if required, but it has the potential for
to give the desired pumping system for emptying the tank(s) containing traces of oil that may have be drawn out of the cargo hold bilges.
concerned. This is set at the mimic panel as indicated above. The following description relates to the use of the ballast eductor:

Start the fire, bilge and ballast pump and empty the ballast tank concerned. a) Set the valves for the fire, bilge and ballast pump to supply
driving water to the ballast stripping eductor as indicated
below.

Position Description Valve

Open SW main hydraulic suction valve BW110V
Open Pump discharge hydraulic valve to eductor drive BW114V
Open Ballast suction valve to ballast eductor BW118V
Open Eductor suction hydraulic valve from ballast line BW115V

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 Nele Mærsk Deck Operating Manual
2.3.4 ANTI-HEELING SYSTEM Inside the control panel cover are two selector switches. In manual operation mode an automatic pre-heeling can be achieved. Both
arrow keys have to be pushed simultaneously. The indication will change to
• Heeling angle start position. This allows the angle at which
The anti-heeling system is designed for the manual and automatic control a flickering yellow light diode (0°). The pre-heeling angle can be selected
the pump starts to be selected between 0.4° and 2.0°. The
of the ship’s list during loading and unloading conditions. The ship’s list by pushing an arrow key, the selected angle will be indicated by flickering
selector has numbered positions 0 to 9 followed by lettered
is continuously measured by means of a special inclinometer and indicated light diodes. The system accepts the adjusted pre-heeling angle after pushing
positions A to F. Position 0 has a start angle of 0.4°, position
with a light-diode belt on the operating panel in the range from 2° port the mode selector button again. The pump starts and the corresponding
1 a start angle of 0.5°, and the others increase in increments of
to 2° starboard. valves open. The indication light diodes change alternately from constant
0.1° until position F has a start angle of 2.0°.
indication of the actual heeling angle to flickering indication of the selected
Anti-Heeling System pre-heeling angle.
Maker: Hoppe Bordmesstechnik GmbH • Delay time for valve closing after pump stop. This allows
Capacity: 350m3/h the correct closing time to be set to prevent water hammer The pump stops and the valve closes automatically when the adjusted
depending on pipe size, for this ship it should be set at 25 pre-heeling angle is reached. The system remains in the manual mode.
Speed: 1,770 rpm
seconds. There is a similar selector as for the start angle with
Power: 64kW
numbered positions 0 to 9 followed by lettered positions A to AUTOMATIC Operation is possible only when the READY
F. Position 0 gives a delay of 0 seconds, position 1 a delay of lamp is on. The pump will start and the
Introduction 2 seconds and the others a delay increase in increments of 2 corresponding valves open automatically if an
seconds until position F gives a delay period of 32 seconds. adjustable limit value from 0.4° to 2° list is
The anti-heeling system enables the vessel to remain in the upright position exceeded.
during cargo loading and discharge operations. In order to ensure that The water contained in the anti-heeling tanks must be considered when
containers move freely in the cell guides, the vessel should be in the upright assessing the ballasting requirements.
position but the loading and discharge of containers can result in a slight Procedure for Operating the Anti-Heeling System in Automatic
Following operating modes can be selected:
port or starboard list. Correction of the list is achieved by moving a quantity Mode
of water from the port to the starboard anti-heeling tank, or vice versa. The
anti-heeling tanks are located in the No.4 hold on the port and starboard sides OFF a) Check that the port and starboard tanks are filled with water
of the ship above the No.4 fuel oil tanks. A reversible flow type pump connects READY The system switch to ready in case the local to the correct level.
the two anti-heeling tanks which means that it can pump water from the port pump switch has been switched to heeling.
tank to the starboard tank, and vice versa. Operation of the pump is completely b) Ensure that there is electrical power to the anti-heeling system
automatic and is under the control of the anti-heeling system. Remote control control panel.
emergency shutdown valves are located in the tank connecting pipe on each INDICATION The list and state of the pump and valves will
side of the pump. When water has been transferred from one tank to the other only be indicated and no action needs to be taken c) Check that the indicator lamps at the control panel are
in order to correct a list, the valves are closed in order to prevent water flow to correct the list. functioning.
due to gravity; the valves close gradually in order to prevent water hammer, the
closing time of which must be correctly set for the size of valve. d) Ensure that there is an air supply for the operation of the
• Pump direction to port: green lamp
control valves; this comes from the control air system via valve
The pumping system operates in response to a sensor which detects any • Pump direction to starboard: yellow lamp CA408V after the control air dryer.
change in the ship from the upright position. The heel detector pendulum
• Pump stop: red lamp
unit is located in a mounting plate which is fitted athwartships on the ship’s e) Ensure that the start angle and valve delay period are set
centre line. The signal from this is transferred to the anti-heeling system • Pump alarm: red lamp correctly.
pump control panel and this responds by operating the pump to transfer water flashing
between the anti-heeling tanks in order to correct the list. f) Select AUTO operation on the control panel and allow the
MANUAL Operation is possible only when the READY system to run.
The main anti-heeling panel in the ship’s control centre has a mimic diagram lamp is on. The required pump direction from
which indicates the current list, and the direction of water flow if there is port to starboard or vice versa can be selected g) Check that the system is controlling the angle of heel as
any. Indicator lights show if the system is off or ready and also the mode by one of the two pushbuttons. The pump starts required.
of operation. It is possible to select either automatic or manual operation as and the corresponding valves open when the
desired. Mode selection is made by means of the mode pushbutton. A lamp button is pushed.
test button allows for the checking of indicator lamps. There are pushbuttons
on the bridge alarm panel bulkhead for manual transfer of water in the
heeling tanks.

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 Nele Mærsk Deck Operating Manual
Procedure for Operating the Anti-Heeling System in Manual Valve Failure 5° Emergency Stop
Mode
• System remains running • The pump stops and all valves close when the list exceeds
a) Operate the anti-heeling system as in sections a) to e) above a value of 5°
• Indicating lamp changes to red flashing
• The operating mode changes automatically to MANUAL
b) Select MAN operation on the control panel.
Level Alarm (heeling tank level) • Pump operation is blocked to exceeded list side
c) Monitor the list indicator and operate the ON buttons for • The pump stops and the valves close Under normal loading and discharge conditions the system will operate
movement of water to the port or starboard sides as necessary.
• Tank alarm indicating lamp changes to red automatically provided that the water level in the heeling tanks is correct.
Pressing the particular illuminated ON button will move water
to that side of the ship and pressing it again will stop the • System switches over to MANUAL mode
movement of water.

List Sensor Fault

Procedure for Operating the Anti-Heeling System in Manual
Mode from the Bridge • The pump stops and the valves close.
• List bar graph indicator is flashing
a) Operate the anti-heeling system as in sections a) to b) above.
• System switches over to MANUAL mode
b) On the wheelhouse control panel, (below the fire alarm control
panel) select the appropriate pushbutton to direct the flow of
water to correct a list. The pushbutton must be kept depressed
for the entire operation during transfer of water.

Alarm and Safety Conditions

System Alarm

Potential free alarm contact output for:

• Voltage failure
• Pump failure
• Valve failure
• Tank low level
• List sensor fault
• 2.5° alarm

Anti-heeling Control Panel in the SCC

Pump Failure

• The pump stops and the valves close

• Indicating lamp changes to red flashing Anti-heeling Pump in No.4 Cargo Hold
• System switches over to MANUAL mode
• Reset: Press MODE switch

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 3.1 Loading

3.1.1 Container Lashing

3.1.2 Loading of Dangerous Goods

3.1.3 Reefer Container Loading Arrangement

3.1.4 Reefer Container Fresh Water Cooling System

Illustrations

3.1.1a Container Lashing System

3.1.3a Reefer Container Loading Arrangement

3.1.4a Reefer Container Fresh Water Cooling System

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 Nele Mærsk Deck Operating Manual
Illustration 3.1.1a Container Lashing System
Lashing Fittings

Turnbuckle APM 735-00 and APM 995-XX Lashing Rod APM 2505-00 (1,232 Pieces Carried)
1 Base Twistlock (Semi-Automatic) C5AM - HC (APM 329160) 2 Twistlock (Semi-Automatic) C5AM - DF/GL (APM 321256) APM 735-00 has an Extension Length of 735 to 1,070mm (720 Pieces Carried)
(976 Pieces Carried) (4,184 Pieces Carried) APM 995-XX has an Extension Length of 995 to 1,330mm (1,060 Pieces Carried)

External Lashings For 20' Containers Bay 01 - 35 External Lashings For 40' Containers Bay 02 - 34 Internal Lashings For Mix of 20' and 40' Containers

2 2

2 2

1 1

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 Nele Mærsk Deck Operating Manual
PART 3: CONTAINER HANDLING PROCEDURES Forty foot containers are lashed in a parallel configuration. Each double For 20ft containers on bays 37 and 39, the lower tier of containers are single
lashing point connects diagonally with containers in the next stack, one lashed but the outer containers, which sit on the container posts, are double
3.1 LOADING connection being to the upper corner of the first tier container and one to the lashed. No other containers in the second tier are lashed.
lower corner of the second tier container. On the container posts two double
3.1.1 CONTAINER LASHING lashing points are used and from these, lashings connect diagonally with the All 40ft containers are double lashed at each end. The lashing arrangement
upper corner of the outer first tier container, the lower corner of the outer is the same as the lashing arrangements for the outer 20ft containers; APM
Containers stowed on the upper deck must be lashed securely using standard second tier container, the upper corner of the second stack first tier container, 2505-00 lashing rod to lower connection on second tier container and extended
Mærsk lashing systems. Steel boxes and racks are provided for storing the and the lower corner of the second stack second tier container. The exceptions TB turnbuckle to outer lashing point with an APM 2505-00 lashing rod to
lashing systems which comprise stacking cones which are located at the to this are the 40ft containers on bay 38. The lower tier of containers is lashed the upper connection on first tier container and an APM 735-00 turnbuckle
corners of mating tiered containers and turnbuckle/strap systems. Containers as described above for external 40ft container lashing but the outer containers, to the inner lashing point. The exception to this is for 40ft containers on
sit on the hatch covers and container posts, located at the ship’s sides, and which rest on the container posts in the second tier, are also lashed. These are bay 38 where double lashings apply to the lower tier of containers and
the lower tier of containers is securely attached to the lashing eyes. Walkways double lashed as described for internal lashing; diagonal lashings go from the double lashings to the outer containers in the second tier which sit on the
are provided at the ends of hatches in order to give access to the container lashing points to upper connection points on the second tier container and the container posts.
lashing points; these walkways also give access to the hold hatches, ventilator lower connection points on the third tier container.
fan hatches and the reefer containers. Mixed 20ft and 40ft Lashing
The security of the lashings must be checked before the ship sails.
The corners of containers which sit on the container posts and the hatch covers When there is a mix of 20ft and 40ft containers on the same hatch, the
are positioned by means of cones (type C5AM-HC, Base Twistlocks), the foot Excessive force must not be used to tighten up the turnbuckle/rod assembly
nuts. Their design is such that when they land on the tube end, the gap external lashing system cannot be applied due to the securing eyes on the
of the cone being located in a socket fitted to the container post or the hatch hatch being covered by the 20ft containers. Internal lashing has to be used.
cover. Above the first tier of containers the corners of the tiered containers are in the nut is closed onto the spindle thereby ensuring the nut will not
work loose. All 20ft containers are internal single cross lashed to the bottom of the second
positioned by means of double cones (type C5AM-DF/GL, Twistlocks). Care tier and the 40ft containers are internally parallel lashed to the top of the first
must be taken to ensure that the cones are correctly positioned for the size of tier and bottom of the second tier.
container being loaded. Twenty foot containers have a gap between them to It is essential that the correct equipment is used at each location. All equipment
allow for passage when fitting lashings, as a result they occupy greater linear must be checked before use to ensure that it is not damaged and is fit for
the purpose intended. The same inspection is required of the lashing eyes If 45ft containers are carried, they must be stowed on top of a 40ft container.
space on the hatch cover and so the outermost sockets must be used. No 40ft container must ever be stowed on top of a 45ft container.
and connection points.
Lashings are classed as external or internal and these employ lashing rods
and turnbuckles to hold the lower containers to the hatch covers and container Lashing Pattern for Internal Lashing Loadstar Lashing Program
posts. The standard lashing configuration is to use the external method. If
there is a mix of 20ft and 40ft containers on one hatch then the external The same lashing rod and turnbuckle units are used and lashings are diagonal. The A.P.Møller Loadstar Mk III loading computer software has been
method cannot be employed, therefore the internal method is used. reinforced with the addition of a Lashing Module plug-in. This software
The second tier container in the stack is lashed to the container posts and/or calculates the recommended lashing programme that should be undertaken in
hatch cover by means of turnbuckles (extended TB) and lashing rod units order to correctly lash the containers according the size and weight carried on
Lashing Pattern for External Lashing
(APM 2505-00). The lashings connect with the lower corners of the second the hatches. (See section 8.1 for more detailed information.)
For 20ft containers, the lashing method above one tier is a single external tier containers and the lashing eyes on the container post or hatch cover. The
fixing at the end of the strop unit connects with the socket in the container
cross lashing to the bottom of the adjacent stack second tier. For the outer
and the eye in the strop unit connects with the hook on the turnbuckle. The
Play Base Twistlock
containers which sit on the container posts, lashing are modified. This consists
of an single internal cross lash to the top of the first tier and a single internal other end of the turnbuckle attaches to the lashing eye on the container post
Stop Movie Pause Movie Resume Movie
cross lash to the bottom of the second tier, plus one lash to the adjacent or hatch cover. Lashing is diagonal.
bottom outboard corner. These connections use APM 2505-00 lashing rod
The outer containers which sit on the container posts are double lashed and
units and extended TB turnbuckles.
lashing eyes are of the double type. A second set of diagonal lashings is used, Twistlock Loading and Discharge Operation
and connect the innermost lashing eyes to the upper connection points on the
On bay 37 and 39, the outboard containers on the first tier are single internal
first tier container in the stack. For this lashing the same lashing rod unit is
cross lashed with an additional single external lash strop going to the bottom Stop Movie Pause Movie Resume Movie
used (APM 2505-00) but a different turnbuckle is used (APM 735-00).
of the adjacent second tier. When there is a three tier loading or more and
20ft containers are loaded onto the container posts, the container positioned
Containers are lashed at each end.
on the post is single internal cross lashed with an additional single internal
cross lash to the bottom of the next tier.
Twistlock Operation on the Quay
Stop Movie Pause Movie Resume Movie

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 Nele Mærsk Deck Operating Manual
3.1.2 LOADING OF DANGEROUS GOODS

Great care must be taken when carrying dangerous goods. It is essential to

know what goods are in each container so that they can be stowed safely.
Some cargo can only be carried on deck.

Certain cargoes should not be stowed close to other cargo for fear of a
reaction should leakage occur. It is important to study the documentation
relating to the carriage of dangerous goods so that incorrect positioning of
cargo can be prevented.

In the event of fire it is essential to know what commodities are stowed in

each container so that appropriate action can be taken with respect to fire
fighting procedures, use of breathing apparatus, etc..

Classes Of Dangerous Goods Intended To Be Carried

The ship carries a full set of the IMO International Maritime Dangerous Goods Code
(IMDG), volumes I to IV and Supplement volume.

Volume I:
Deals with the general introduction of the Code, packing
recommendations, general index of dangerous goods, numerical index
with UN corresponding IMDG code numbers, EmS numbers and
MFAG table numbers and a list of definitions.

Volume II:
Deals with class 1, 2 and 3 substances.

Volume III:
Deals with class 4 and 5 substances.

Volume IV:
Deals with class 6, 7, 8 and 9 substances.

The Supplement volume deals with emergency procedures (EmS), medical

first aid (MFAG), solid bulk cargo loads (BC code), reporting procedures,
packing cargo transport units, use of pesticides on ships, carriage of nuclear
materials (INF code) and the Appendix, covering Resolutions, circulars and
other standards referred to in the IMDG Code and the Supplement.

Refer to the following tables (next page) to ascertain the positions in which
different categories of dangerous goods can be stowed

(Note: Y: Dangerous goods intended to be carried.

N: Dangerous goods not to be carried.
Dangerous goods of class 1 shall be stowed 3m horizontally away
from the machinery space boundaries in all cases.)

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 Nele Mærsk Deck Operating Manual

Class Description of Dangerous Goods Cargo Holds Weather Class Description of Dangerous Goods Cargo Holds Weather
Deck Deck

1 2 3 4 5 1 2 3 4 5

1 Explosives (all divisions) N N N N N Y 4.3 Flammable solids: Y Y Y Y Y Y

1.4(S) Explosives, division 1.4, substances which, in contact with
compatibility group “S” Y Y Y Y Y Y water, emit flammable gases

2.1 Flammable gases: compressed, N N N N N Y 5.1 Oxidising substances (agents) Y Y Y Y Y Y

liquefied or dissolved
under pressure 5.2 Organic peroxide N N N N N Y

2.2 Non-flammable, non poisonous Y Y Y Y Y Y 6.1 Toxic substances (liquids) N N N N N Y

gases: Compressed, liquefied Non flammable
or dissolved under pressure
6.1(A) Toxic substances (liquids flash N N N N N Y
2.3 Poisonous gases: compressed, N N N N N Y point less than 23°C ) - Low flash
liquefied or dissolved
under pressure 6.1(B) Toxic substances (liquids with N N N N N Y
flash point of 23°C to 61°C)
3.1 Flammable liquids: N N N N N Y - High flash
low flash point below -18°C,
2.2 Intermediate flash point 6.1(C) Toxic substances(solids) Y Y Y Y Y Y
-18 to -23°C
8 Corrosive (liquids) Y Y Y Y Y Y
3(B) Flammable liquids: Y Y Y Y Y Y -Non flammable
high flash point 23 to 61°C
8(A) Corrosive (liquids flash point N N N N N Y
4.1 Flammable solids: Y Y Y Y Y Y less than 23°C )-Low flash
readily combustible solids and
solids which may cause fire 8(B) Corrosive (liquids with flash N N N N N Y
through friction point of 23°C to 61°C)-High flash

4.2 Flammable solids: Y Y Y Y Y Y 8(C) Corrosives: (solids) Y Y Y Y Y Y

Substances liable to spontaneous
combustion 9 Miscellaneous dangerous Y Y Y Y Y Y
substances and articles

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 Nele Mærsk Deck Operating Manual
Illustration 3.1.3a Reefer Container Loading Arrangement

38 34 30 26 22 18 14 10 6 2

42 39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 9 7 5 3 1

R12
R12 R12 R12 R12 R12
R10 R12 R12 R12 R12 R12 R10 R10 R10 R10
R10 R12 R12 R12 R12 R12 R12 R12 R12 R10
R10

R10 R10 R10 R10 R10 R10 R10 R10 R8 R6 R2

L.W.L.
R10 R10 R10 R10 R10 R10 R10 R10 R8 R6 R2
R10 R10 R10 R10 R10 R10 R10 R8 R8 R4
R10 R10 R10 R10 R10 R10 R10 R6 R6 R2
R4 R10 R10 R10 R10 R8 R8 R6 R4 R2

No. 5 Cargo Hold No. 4 Cargo Hold No. 3 Cargo Hold No. 2 Cargo Hold No. 1 Cargo Hold

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 Nele Mærsk Deck Operating Manual
3.1.3 REEFER CONTAINER LOADING ARRANGEMENT The largest capacity for the carriage of reefer containers is in the cargo holds. Reefer container plug in power supply boxes are watertight, only when a
Again there are weight limitations that have to be taken into account; see the power lead connector plug has been fitted into the socket can the isolation
INTRODUCTION Cargo Securing Manual for details. switch be turned to the ON position. Reefer isolation panels are located in
the following positions:
The ship has been designed to carry a total of 764 teu reefer containers, When 20ft containers of reefer or non reefer containers are loaded in a cargo
although the generating capacity of the ship is based on 648 teu 40ft containers hold, then they must be secured in place by a 40ft container on top. Engineers’ under passageway port; No.1, 2, 3, 4, 5, 6, 7, 18
at 11.4kW each.
A feature of this ship is that cooling of the reefer containers in the cargo holds Engineers’ under passageway starboard; No.8, 9, 10, 11, 12, 13, 14, 15
On deck, 308 teu: Hatch No.1: nil is via an integral fresh water cooling ring main system. Each bay that can be
connected to a reefer electrical power socket has an adjacent flexible supply Air conditioning room A deck; No.16, 17.
Hatch No.2: 20
and return cooling water hose which is connected to the same container and
Hatch No.3: 22 forms the ring. The hoses are of the snap-on self- sealing type, the supply is
Hatch No.4: 22 a male coupling and the return is a female coupling, this ensures that wrong
Hatch No.5: 22 connections cannot be made.
Hatch No.6: 36
(Note: If maintenance is made on any of the hoses, then its is most important
Hatch No.7: 36
that the correct fittings are used on the correct lines.)
Hatch No.8: 36
Hatch No.9: 48 The cooling system is supplied from an independent fresh water cooling
Deck 37/38: 46 system in the engine room; see the Machinery Operating Manual, section
2.5.3 for procedures on setting up. In each cargo hold there is an isolating
Deck 42: 20
valve on the outboard bulkhead of the top platform level, port side is the
supply and the starboard side is the return. The cooling supply runs the
Holds, 438 teu: Cargo hold No.1: 4 length of the engineers’ port under passageway, branches are made off this
Cargo hold No.2: 20/34 line into the individual cargo holds. The starboard engineers passageway
Cargo hold No.3: 42/96 carries the return line; see the following section on Reefer Container Fresh
Water Cooling System.
Cargo hold No.4: 50/100
Cargo hold No.5: 48/44 The aspect of using fresh water cooling is that a smaller air change is
necessary and therefore, there are smaller fans and trunking for the ventilation
On deck all full reefer containers must be securely lashed according the system when carrying reefer containers. This is due to the significant reduction
standard lashing pattern. When they are stacked three high on deck, special in heat that would otherwise have been generated by the running of the
extended lashing rods must be used with the extended turnbuckles. All reefer cooling fans on the individual containers.
containers on deck face aft, apart from those on bays 37/38 and 42, where
they face forward. If it is the case where a reefer container does not have the facility for plugging
in the cooling water hoses, then it is still possible to carry these containers
Although hatch No.9 and bay No.38 can accommodate a four high stack in the holds, but should not be more than 10% of the individual cargo hold
of reefer containers, there are weight considerations that have to be taken capacity. If they are carried in the cargo hold, then they should sit at the
into account. The maximum individual stack weights on hatch No.9 and bay bottom of the stack as there can be a variation in temperature from the top of
No.38 is 100.5 tonnes. If the reefer containers are full they can often have an the cargo hold to the bottom of around +8°C.
individual weight of between 30 to 32.5 tonnes, therefore a four stack weight Reefer Plug-in Connection Box
would exceed the maximum stack loading allowance. If the loading manifest
indicates that they are only partially full and within the loading weight
constraints, then it is possible to load a four stack. Stack weight limitations
apply to all hatches and the aft deck loading area. When the loading
manifest for all containers weights and positions are downloaded into the
Loadstar loading computer, calculations will be made to ensure that no
weight restriction limits are being exceeded apart from the stress and stability
considerations on the ship.

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 Nele Mærsk Deck Operating Manual
Illustration 3.1.4a Reefer Container Cooling Fresh Water System in Cargo Hold
From Engine
Room
No.5 Cargo Hold No.4 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold Note ! For Clarity Of The Illustration,
Bay 31-33 Bay 27 Bay 23-25 Bay 19 Bay 15-17 Bay 7-9
Only The First Level Cooling Water
Pipes Are Shown In Each Cargo Hold.
To Lower
Reference Should Be Made To Reefer
Levels
Containers Section 3.1.3 For Reefer
Container Capacity At Each Level.
See Machinery Operating Manual for
Container Cooling Water System 2.5.3

No.1 Cargo Hold

Bay 3

To Next Level

From Lower
Level

AV

From Lower
Levels
Key

Container Cooling Water Supply

Container Cooling Water Return

AV AV AV AV AV AV
Returns to Engine AV
Automatic Air Vent
Room

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 Nele Mærsk Deck Operating Manual
3.1.4 REEFER CONTAINER FRESH WATER COOLING A pressure differential regulating valve located between the container CW
SYSTEM supply and return lines maintains the correct pressure difference between the
supply and return lines due to the verying amount of reefer containers that
Container Cooling Fresh Water Pump might be carried in the cargo holds at the time.
Maker: Shinko Ind. Ltd.
The procedure for setting up the container CFW system in the engine room is
No of sets: 3
described in 2.5.3 in the Machinery Operating Manual.
Type: Vertical centrifugal
Model: SVS 250M There is an isolating valve on the supply and return at the top level in
Capacity: 440 m3/h at 30 mth each reefer container hold at the outboard bulkhead, port side supply, return
side starboard. After each cargo hold isolating valve, the piping system is
branched off the main vertical pipeline at each requred level. Each branch
Container Cooling Fresh Water Make-up Pump
runs athwartships with a blank at the end. From the branch lines individual
Maker: Shinko Ind. Ltd. isolating valves are fitted with flexible hoses for connecting to the individual
No of sets: 1 reefer container cooling water connection points.
Type: Horizontal centrifugal
Model: GJ50-20M Each set of individual supply and return isolating valves have a small 5mm
constant flow line. The supply and return connections to the container is
Capacity: 30 m3/h at 20 mth of the snap-on connector type; supply is a male connection and the return
is a female connection. If maintenace is carried out on the hoses, then the
Steriliser correct fittings must be used.
Maker: Jowa AB
In the engineers’ under passageway starboard side, on the return side to
No of sets: 1
the engine room, each branch onto the main return line is fitted with an
Type: Silver ion automatic air vent device. Reefer CFW Cargo Hold Isolating Valve
Capacity: 15 m3/h fresh water

INTRODUCTION

Container cooling fresh water is supplied by a separate FW circulation

system which has its own FW pumps, coolers, SW pumps, expansion tank
and steriliser unit. The expansion tank is supplied with make-up water by
a container CFW make-up pump which takes suction from the fresh water
tanks. The tank is provided with a low level alarm.
CFW Out
The coolers are supplied with sea water by means of container cooling SW
pumps (see section 2.4.1). The container CFW system operates on demand CFW In
from the reefer container system. The container CFW preheater maintains
a minimum temperature of 2°C in the circulating water system on return
from the reefer containers; this prevents the water freezing in the pipeline
system. A three-way control valve maintains a container cooling water supply
temperature of at least 36°C by diverting water away from the coolers if
necessary.

The silver ion steriliser, identical to that fitted in the FW supply line from the
FW generator, is located between the container CW supply and return lines
and operates automatically to maintain the water in a sterile condition. Reefer CFW Flexible Hose Plug-in Reefer CFW Flexible Hose
Connections With Snap-on Connectors

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 4.1 Ship’s Control Centre, Console and Panels

Illustrations

4.1a Ship’s Control Centre

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 Nele Mærsk Deck Operating Manual
Illustration 4.1a Ship's Control Centre

Ship's Control Centre Elevator Alarm

Phone

Lyngsø Sounding Board

Fire Alarm
Alarm Monitoring
Repeater Panel
Display
Fire, Ballast Cargo Hold
Ship's Network
and Fire, Bilge Ventilation
Server Cupboard
Pump Control Control Panel
Space

Conference
Air Receiver and Table
Operating Levers for
Fire Dampers
and Engine Room
Quick Closing Valves
Cupboard
Space

Sat B Ballast and FO Bunkering

CO2 Fire Fighting Phone Operation Mimic Panel
Remote Hydrulic Power Pack
Operation Position Remote Control
Panel
Fire Ship's Control Centre
Station

Smoke Detection Chief Officer's

System for Desk
Cargo Holds

Cupboards
Chemical and
Protection Suits Book Shelf
Space

Fire Fighting LAN

Equipment Workstation
Cupboard Space Toilet
Loadstar
CPU

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 Nele Mærsk Deck Operating Manual
PART 4: DECK CONTROL SYSTEMS Directly above the phone and anti-heeling control panel is the Lyngsø Marine Aft from this bulkhead is the chief officer’s desk which houses the Loadstar
UCS/UMS 2100 display, with its associated keyboard and trackball mounted loading computer, CPU and colour printer. Additionally, next to this desk
on the console below. During harbour conditions, loading/discharging, when is the LAN workstation. Adjacent to the workstation is No.3 VHF RT2048
4.1 SHIP’S CONTROL CENTRE, CONSOLE AND PANELS the bridge is unmanned, the bridge watchtstation is transferred to the ship’s station. An inclinometer is sited on the athwartship bulkhead in direct view
control centre display. from the chief officer’s desk.
The Ship’s Control Centre (SCC) is located on A deck within the
accommodation area, where all the necessary equipment and controls are Additionally, on this console is the control panel for the hydraulic power pack Additional cupboard space is available around the ship’s control centre
located to permit the centralised supervision of cargo operations. for the remote operated deck and FO valves. There is indication of power for lifejackets, spare gear, hazardous labels etc. The room also contains a
supply, either 220V AC or emergency 24V DC and a power ON/OFF selector conference table, sink and toilet facilities.
Mounted on the main console in the room is the ballast and fuel oil mimic switch, pump in use and running light, lamp test button, hydraulic pressure
board (see illustration 2.3.1a for view of this mimic). From this mimic board the status and manual starting and stopping of the individual pumps. The manual Located on the inboard bulkhead is a whiteboard tank capacity table. Adjacent
ballasting operations are performed in order to keep the vessel’s stability and starting and stopping can only be carried out if the local control switch at the to this board is the elevator alarm response telephone.
hull stresses within limits during loading and discharging of containers. unit (engine room port forward floor level) is in the local position.
Directly by the ballast mimic console is the entrance to the fire control station,
Primary bunkering selection of fuel oil tanks is also carried out on this panel Below the hydraulic panel is a automatic telephone and telephone directory. which contains the CO2 smothering system control for the cargo holds and
under the direction of the chief officer; overall responsibility is still the duty engine room spaces, quick-closing release for the FO and LO valves plus
of the Chief Engineer. The duty engineer’s role is to ensure that the manual On the bulkhead to the left is a ship’s alarm bell and signal light, PA fire damper release, smoke detection system for the cargo holds, remote
isolation valves in the engineers’ under passageway, port and starboard are announcement speaker, ships clock, NERA Saturn B message indicator and starting and stopping of the fire, bilge and ballast and GS pumps and the
open, and that the individual FO tank quick-closing valves in the engine room Lyngsø Marine UMS 2100 basic alarm panel. To the left of this bulkhead, emergency fire pump, plus initiation of the ship’s alarm bell system. The main
are open before bunkering can commence. past the entrance to the fire control station, is the reefer chamber alarm bell personal fire fighting equipment and chemical spillage suits are contained
and indicator light. Cupboards and shelving containing reference material in lockers in this room.
The console also contains a Lyngsø Marine UCS/UMS 2100 display on which and logs and the portable VHF units with battery charger extend to the
alarms can be monitored and also the condition of the ballast and FO tanks outboard bulkhead.
during the above operations.

Located above the ballast/FO transfer mimic board is mounted the cargo
hold/passageway fan control panel. Each individual cargo hold fan and the
engineers’ under passageway fans can be started and stopped from here.
At the lower left hand side of this panel is an emergency stop button to
shutdown all cargo fans; the button is pushed it to activate the stop and turned
clockwise to reset the trip.

To the left of this panel is the control panel for starting and stopping the fire,
bilge and ballast pump and the fire, bilge and GS pump. These pumps are used
for ballast or deballasting operations. Both pumps have instrument gauges
grouped on this panel for pump suction and discharge pressures as well as the
suction and discharge pressures of the ballast and bilge eductors. There is also
a pressure gauge for the fire main line condition.

Below the above pump starter board is a Salwico MN3000 fire alarm repeater
panel. The main fire alarm panel is located on the bridge.

To the left of the fire alarm panel is the Hoppe Anti-Heeling control panel.
The anti-heeling control is used during loading and discharging in order to
keep the ship in an upright condition and so ease the movement of containers
in their guides. Additionally, when in manual mode there are control buttons
on the bridge that can be used to operate the heeling system. Ship’s Control Centre

To the left of this control panel is a Satcom B telephone.

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5.1 Emergency Procedures - Deck 5.1.7a Fire Fighting Equipment and Dampers on Navigation and
Compass Deck

5.1.7b Fire Fighting Equipment and Dampers on E and F Deck

5.1.1 Introduction and General Procedures
5.1.7c Fire Fighting Equipment and Dampers on C and D Deck
5.1.2 Fire Hydrant System
5.1.7d Fire Fighting Equipment and Dampers on A and B Deck
5.1.3 CO2 Flooding System
5.1.7e Fire Fighting Equipment and Dampers on Upper Deck
5.1.4 Smoke Detection System
5.1.7f Fire Fighting Equipment and Dampers on Upper Floor
5.1.5 Water Fog Extinuishing System
5.1.7g Fire Fighting Equipment and Dampers on Lower and Main Floor
5.1.6 Fire Detection System
5.1.8a Fire Detection and Alarms on Navigation Deck
5.1.7 Fire Fighting Equipment
5.1.8b Fire Detection and Alarms on E and F Deck
5.1.8 Fire Detection and Alarms
5.1.8c Fire Detection and Alarms on C and D Deck
5.1.9 Life Saving Equipment
5.1.8d Fire Detection and Alarms on A and B Deck

5.1.8e Fire Detection and Alarms on Upper Deck

Illustrations
5.1.8f Fire Detection and Alarms on Upper Floor

5.1.2a Fire Hydrants System (Engine Room) 5.1.8g Fire Detection and Alarms on Lower and Main Floor

5.1.2b Fire Hydrants System (Deck and Accommodation) 5.1.9a Life Saving Equipment and Escape Routes on Navigation and Compass
Deck
5.1.3a CO2 Fire Extinuishing System
5.1.9b Life Saving Equipment and Escape Routes on E and F Deck
5.1.4a Smoke Detection System
5.1.9c Life Saving Equipment and Escape Routes on C and D Deck
5.1.5a Water Fog Extinuishing System
5.1.9d Life Saving Equipment and Escape Routes on A and B Deck
5.1.6a Fire Detection Panel
5.1.9e Life Saving Equipment and Escape Routes on Upper Deck

5.1.9f Life Saving Equipment and Escape Routes on Upper Floor

5.1.9g Life Saving Equipment and Escape Routes on Lower and Main Floor

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 Nele Mærsk Deck Operating Manual
PART 5 EMERGENCY SYSTEMS AND PROCEDURES e) Broadcast a warning to ship’s in the vicinity. j) Prepare to disconnect bunkering hoses if required.

5.1 EMERGENCY PROCEDURES - DECK f) Ascertain the vessel’s position. k) Prepare to vacate the berth if required.

l) Consider disembarking non-essential personnel.

5.1.1 INTRODUCTION AND GENERAL PROCEDURES Power Supply Failure (Blackout)

Fire in the Engine Room

Introduction a) Inform the Master.

The following sections contain the main steps in following emergency b) Ensure the emergency power supply cuts in. a) Sound the fire alarm and muster the crew.
procedures. For a detailed reference to a specific procedure, please refer to
the Safety and Quality Contingency Manual and the relevant sections of the c) Check that the gyrocompass is in order. b) Activate the emergency shutdown system in agreement with
Bridge Procedures Guide. the terminal duty personnel, if in port.
d) Check that the navigational equipment is in order.
Gyrocompass Failure c) Direct the Emergency Response Team to tackle the fire.
e) Check the autopilot and change over to manual steering if
required. d) Consider using the fixed extinguishing systems depending on
a) Change to manual steering using magnetic compass. the extent of fire.
f) Check that the steering gear is in order and change over to
b) Inform the Master. emergency steering as required. e) Conduct a crew check before the use of the total flooding
system.
c) Check if the other gyrocompass is working, and if so, change g) Prepare the emergency navigation lights.
over to the backup system. f) Establish the vessel’s position and update the communication
h) Consider broadcasting a warning to ships in the vicinity. centre.
d) Establish the vessel’s position.
g) Prepare to disconnect bunkering hoses if required.
e) Inform the gyrocompass maintenance crew member. Fire
h) Prepare to vacate the berth if required.
f) Check all equipment coupled to gyrocompass including: a) Sound the fire alarm and muster the crew.
• Autopilot i) Consider disembarking non-essential personnel.
b) Stop all cargo operations.
• Radars
Flooding
• Course recorder c) Ascertain the source of the fire and initiate the Emergency
Response Team to tackle the fire.
• Repeaters a) Sound the emergency alarm/inform Master.
• Turn indicator d) Stop ventilation as required.
b) Close all watertight and fire doors.
• ECDIS
e) Close all watertight doors and fire doors.
• Satcom c) Check for casualties.
Main Engine Failure f) Switch on deck lighting as required.
d) Switch on deck lighting if required.
g) Establish the vessel’s position and update the communication
a) Inform Master / Chief Engineer. centre. e) Sound all tanks and establish the extent of the damage.

b) Change to manual steering and steer the vessel away from h) Consider using the fixed extinguishing systems to prevent the f) Establish the vessel’s position and inform the communication
the danger area. spread of the fire. centre.

c) Prepare anchors if in shallow waters. i) Conduct crew check before the use of the total flooding g) Evaluate the ship’s stability.
system.
d) Exhibit ‘not under command’ signals. h) Prepare the pumps to transfer FO bunkers/ballast as required.

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 Nele Mærsk Deck Operating Manual
Search and Rescue Piracy Towing/Assistance from other Vessels
a) Acknowledge the distress message on the appropriate R/T a) Sound the general alarm.
channel. a) If in distress, send mayday, contact coast radio station, contact
b) Turn on all lights. Use floodlights and signal lamps to show the the nearest rescue centre and the owner’s emergency number.
b) Inform the Master. pirates that they are discovered.
b) Inform of the ship’s particulars, situation and immediate
c) Re-transmit the distress message, if required to do so under c) Request assistance by radio. specific requirements.
the GMDSS procedure.
d) If practical, barricade the bridge and engine room and put the c) If salvage vessels are underway to the ship, establish contact
d) Establish the position of the vessel in distress. crew in a secured area. with them.

e) Maintain a listening watch on distress frequencies (2182kHz e) Avoid direct confrontation with the pirates. d) Prepare to receive salvage assistance.
/ VHF Ch. 16 ).
e) Inform the Company about any casualties and the present
Local War
f) Refer to the search and rescue procedures in the IMO Search situation.
and Rescue Manual. a) Endeavour to establish direct contact with the Consul and the
Company. f) If the vessel is not in imminent danger, let the Company
g) Establish communication with surface units and SAR aircraft process necessary salvage contracts.
on 2182 kHz and/or VHF Ch. 16 or selected frequencies as b) Investigate, in consultation with the port authority, agents and
per GMDSS Regulations. the local Consul, the possibilities of leaving harbour by your g) If the vessel/complement is in imminent danger, sign the
own means if the situation deteriorates. Lloyd’s Open Form (LOF 1995) for salvage contract.
h) Look for survival craft radar transponder signals on the radar.
c) Find out if mines or other obstacles have been placed in the h) LOF 1995 should be used even if an agreement of fixed price
fairway and investigate the possibilities of shifting the vessel for towing has been made.
Abandonment/Evacuation
to a less exposed area.
a) Send a distress signal by DSC Distress Alert. i) Ensure that all instructions issued by the salvage master are
d) Enquire if other vessels in the harbour intend to break out and followed.
b) Prepare abandonment. Select survival craft/embark stretcher what they estimate their chances of success are.
cases. j) Log all developments and instructions given by and all actions
e) Terminate all cargo handling, inform all personnel and make taken by the salvager, work done by the complement and
c) Search for missing persons. the vessel ready for sea. equipment from the ship used by the salvagers.

d) Alert vessels in the vicinity. f) Start preparations for casualty control should the ship be
damaged due to hostilities.
e) Collect/distribute radio equipment/survival suits/medical
equipment/seasickness medication. g) Consider the best possible place of refuge with retreat
possibilities for the ship’s complement in case the vessel is
f) Notify the Company. fired on.

g) Manoeuvre the ship to facilitate abandonment. h) If staying on board is dangerous, consider evacuation of the
complement to a safer place of refuge ashore.
h) Activate the EPIRB.
i) If evacuation is likely to become necessary, endeavour to make
i) Abandon ship. The order to abandon ship will be given verbally all necessary preparations beforehand.
by the Master.

j) Endeavour to remain close to the position given in the distress

alert.

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.2a Fire Hydrant System (Engine Room) To Accommodation
Port Side
Locked Open

1V To Fire Main
Engineers Under Passageway and Wash Deck
Entrance Port Side
BW103V 407V BW116V
To Bilge & Ballast
Stripping Eductor BW104V
D - Deck Casing BW113V
435V To Port & Starboard Locked To Bilge & Ballast
Near Exhaust Overboard Open Stripping Eductor
412V BW114V
Gas Economiser 422V
Upper Engine Flat (Port) BW111V BW112V
415V
Upper Engine Flat 410V
(Port Aft) 437V
Lower Engine Flat (Port)
418V 411V 413V
P

P P
PI
Main Floor (Port) Fire, Bilge Fire, Bilge
419V and GS Pump and Ballast Pump
500/180m3/h x 25/70m 500/180m3/h x 25/70m
P P
Key

Main Floor Locked

Closed Sea Water
(Starboard) 423V 611V
Electrical Signal
Low Engine Flat BS027V BW107V BW108V BS027V
(Centre) 436V From Cargo Hold
Bilge Water Bilges
Tank 432V BS015V BS015V

Low Engine Flat To Water Fog

System Automatic Start & Stop
(Starboard) 424V From Main From Main
From Fresh Water, Bilge Line Bilge Line
Drinking Water
Tank 429V Direct Bilge Suction Direct Bilge Suction Automatic Change
Upper Engine Flat Port Fwd Starboard Fwd
(Starboard) 426V

Upper Engine Plate

BW101V BW102V
Upper Deck Ballast Suction To Main Cooling Upper Deck
Isolation Valves Sea Water Pumps
Emergency Fire No.1, 2 & 3
Pump Sea Chest Upper Upper
SW420V
Port Engine Plate Engine Plate
Sea Chest
(High) BW109V BW110V
FS
Starboard
To Emergency Sea Chest
Fire Pump (Low)
421V 007HV 010V 016V 017HV

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 Nele Mærsk Deck Operating Manual
5.1.2 FIRE HYDRANT SYSTEM The fire, bilge and GS pump is normally set so that it can supply water to Emergency Fire Pump
the fire main. The fire pumps can be started locally, from the fire control Maker: Shinko Ind. Ltd
INTRODUCTION
centre and bridge. The fire, bilge and GS pump suction valve from the sea
suction main and the discharge valve to the fire main outlet are locked open. Type: Vertical, centrifugal with shaft driven self-priming
Fire plans are located at the accommodation block on the upper deck on the unit
port and starboard sides of the ship near the accommodation ladder. This The above named pumps are also used for servicing the aft peak tank and in
addition to the sea suction they can take suction from the aft peak tank. No. of sets: 1
enables shore fire parties arriving at the ship using either accommodation
ladder to see the layout of the ship. These plans must not be removed from Capacity: 72 m3/h at 70 mth
All the above pumps take suction from the main sea water crossover line
the locations and checks must be made at frequent intervals to ensure that
in the engine room. The emergency fire pump supplies the fire main only. It is an electrically
they are there and that they are complete. A fire plan is also located in the
fire fighting equipment room located next to the ship’s control centre on driven self-priming vertical centrifugal pump which is situated in the
the port side of A deck; the fire fighting equipment room is accessed from emergency fire pump recess, located within the steering gear room. Its power
the ship’s control centre. supply is taken from the emergency switchboard. The pump can be started
remotely from the bridge and the fire control station.
Two international shore connectors to the fire main allowing shore hoses
to be connected are stored in the fire control station off the ship’s control (Note: It is essential that all fire hoses are stored correctly and that the
centre. nozzles are located with the hoses. All items must be maintained in
serviceable condition at all times.)
The fire hydrant and wash deck system can supply sea water to:
• The fire hydrants in the engine room
• The fire hydrants on deck
• The fire hydrants in the accommodation block Fire, Bilge and
GS Pump Fire, Bilge and
• Hawse pipes Ballast Pump
• Forward bilge eductor
• Water fog system emergency supply
• Ballast stripping eductor

The following pumps can supply the fire and wash deck system:

Fire, Bilge and Ballast Pump

No. of sets: 1
Maker: Shinko Ind. Ltd
Type: Vertical, centrifugal with self-priming
Model: EVP 250MS
Fire, Bilge GS and Ballast Pumps
Capacity: 500/180 m3/h at 25/70 mth
Fire, Bilge and General Service Pump
No. of sets: 1 Shaft Driven
Maker: Shinko Ind. Ltd Priming Pump
Type: Vertical, centrifugal with self-priming
Model: EVP 250MS
Capacity: 500/180 m3/h at 25/70 mth
Emergency Fire Pump

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.2.b Fire Hydrant System (Accommodation and Deck)

Accommodation Accommodation
Port Side Starboard Side

HB HB Navigation / Bridge Deck

F - Deck

HB HB E - Deck

Swimming Pool
HB HB D - Deck
Filling

HB HB C - Deck

HB HB B - Deck

A - Deck

Bay 33 Bay 27 Bay 19 Bay 11 Bay 03

HB
HB
HB HB HB HB HB

Upper From Engine

HB
Deck Room Fire
Main

HB Port Side Engineers HB HB Hawse Pipe

Under Passageway Wash
Drive Water
HB to Bilge
Deck Isolation
Eductor
Hawse Pipe
Valve (Just Forward Wash
of Watertight Door) Bay 33 Bay 27 Bay 19 Bay 11 Bay 03

Emergency Fire
Pump in Sunken Well HB A - Deck HB HB HB HB HB
in Steering Gear Room

HB

HB Starboard Side Engineers HB HB

Under Passageway

HB HB

Key

Fire Water

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 Nele Mærsk Deck Operating Manual
Preparation for the Operation of the Fire Hydrant System No.7 cargo hatch 21HV 22HV Emergency Fire Pump
No.5 cargo hatch 23HV 24HV
a) Ensure the deck main isolating valve in the engineers’ under If the emergency fire pump is to be used it can be started locally or remotely
passageway is open (normally locked open). No.3 cargo hatch 25HV 26HV from the fire control station or the bridge. Suction and discharge valves from
No.1 cargo hatch 27HV 228HV this pump are locked open so that the pump can be started and can supply
b) All hydrant outlet valves must be closed. water to the fire main immediately.
Mooring deck forward 29HV 30HV
c) Set up the valves as shown in the table below: The emergency fire pump has its own sea water suction valve chest with the
hydraulically actuated valve SW420HV which is locked open.
It is assumed that the SW main suction valves at the SW valve chest(s) are Location Hydrant Valve
open to provide SW suction. Port Centre Starboard
Hold Area
The Fire, Bilge and GS Pump
Steering gear room 18HV
Position Description Valve No.5 hold 32HV 33HV
Open (locked) SW main hydraulically actuated suction valve BW109V No.4 hold 34HV
Closed Ballast main hydraulically actuated line valve BW103V No.3 hold 35HV
Open (locked) Fire line hydraulically actuated line valve BW111V No.2 hold 36HV 37HV

The Fire, Bilge and Ballast Pump Location Hydrant Valve

Position Description Valve Port Centre Starboard
Accommodation Block
Open SW main hydraulically actuated suction valve BW110V
A deck 13HV 14HV
Closed Ballast main hydraulically actuated line valve BW104V
B deck 11HV 12HV
Open Fire line hydraulically actuated line valve BW112V
C deck 9HV 10HV
d) Start the fire, bilge and GS pump or the fire, bilge and ballast D deck 7HV 8HV
pump and supply water to the fire main. The pumps may be
E deck 5HV 6HV
started locally, from the fire control station or the bridge. In
addition they can be started from the ship’s control centre at F deck 3HV 4HV
the control panel above the ballast mimic. Navigation bridge deck 1HV 2HV
e) Open the desired hydrant valves on the fire main after
connecting the fire hose. Engine Room Fire Hydrants
Upper engine room flat 415V 426V
Deck fire hydrant valves are located as follows:
Upper engine room flat aft 437V
Lower engine room flat 418V 436V 424V
Location Hydrant Valve
Main engine room floor 419V 423V
Port Centre Starboard
Near exhaust gas boiler 422V
Upper deck
D deck casing 435V
Mooring deck aft 17HV
Accommodation block side 15HV 16HV
No.9 cargo hatch 19HV 20HV

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.3a CO2 Fire Extinguishing System

CO2 Room Outlet To

Fire Control Station
Free Air

Fire Alarms
Relay Box Pilot Control Valves Fans For Smoke
Cylinders
Detection System

Engine Room Cargo Holds Engine Control

Room
Control Valves

Smoke Detection
Panel Cargo Holds

Pilot
3 Way Valves Cylinders Control Valves ER Control Valves ECR
Shore
Connect/
Compressed
Air Connection
Located In Fire Station Connected To
On A Deck CO2 Cylinders For
Release

Main CO2 Bottle Racks

Cargo Hold No.2 2nd Part of Hold No.4 Cargo Hold No.5 Engine Room

2/3 of 98 Cylinders 1/3 of 152 Cylinders 2/3 of 149 Cylinders 222 Cylinders

2nd Part of Cargo Hold No.2 Cargo Hold No.3 2nd Part of Cargo Hold No.5 Engine Control Room

1/3 of 98 Cylinders 2/3 of 139 Cylinders 1/3 of 149 Cylinders 7 Cylinders

Cargo Hold No.1 2nd Part of Hold No.3 Cargo Hold No.4 Key

CO2
38 Cylinders 1/3 of 139 Cylinders 2/3 of 152 Cylinders
Electrical Signal

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 Nele Mærsk Deck Operating Manual
5.1.3 CO2 FLOODING SYSTEM Central Bank CO2 System
Maker: Preussag Fire Protection The central bank CO2 system consists of 222, 45 kg CO2 cylinders located
Type: High Pressure in the CO2 room, which is situated on the upper deck accommodation block
Capacity: 222 cylinders each containing 45kg starboard.
Spaces protected: Engine room, engine control room, cargo holds These cylinders are connected to discharge nozzles within the protected spaces
via cylinder manifolds and distribution pipe work.
INTRODUCTION
A pressure gauge and pressure switch are fitted to the main CO2 manifold.
Dependent upon the application, CO2 is normally employed at levels of
The system is designed to discharge the required number of cylinders into
between 35% and 50% by volume to produce an oxygen deficiency and thus
each space protected as follows:
extinguish a fire. This level of oxygen reduction is also capable of causing
asphyxiation. Fixed systems are therefore designed to include safeguards
which prevent the automatic release of the CO2 whilst the protected area Initial Cylinder Discharge Arrangement
is occupied. The users of portable extinguishers should ensure that there is
sufficient air to breathe normally. CO2 is not generally regarded as having a
Location No. of cylinders available for use
high intrinsic toxicity and is not normally considered to produce decomposite
products in a fire situation. Engine room 222
Cargo hold No.1 38
CO2 cylinders are fitted with safety devices to relieve excess pressure caused
by high temperatures. To avoid this situation, it is recommended that cylinders Cargo hold No.2 98
are located in areas where the ambient temperature will not exceed 46°C. Cargo hold No.3 139
Cylinders must not be stored in direct sunlight.
Cargo hold No.4 152
Certain gaseous extinguishing agents may cause low temperature burns when Cargo hold No.5 149
in contact with the skin. In such cases the affected area should be thoroughly
irrigated with clean water and afterwards dressed by a trained person. Engine control room 7

WARNING
Danger of asphyxiation. Re-entry to a CO2 flooded area should not be Pressure Operated Distribution Valves
made until the area has been thoroughly ventilated.
A pressure operated distribution (POD) valve is installed into the CO2
System Description discharge pipe work between the CO2 manifold and the discharge nozzles to
direct the CO2 gas into the space where the fire is located. The following
sizes are used for each space:
Areas Protected Carbon Dioxide Release Levers
The central bank CO2 system installed in the ship protects the following 125mm for engine room CO2 discharge
areas:
32mm for engine control room CO2 discharge Control Box Positions
• Engine room
20mm for cargo holds Discharge of the CO2 is manually activated from a control box. There are
• Cargo holds 1 to 5
control boxes connected to the central bank system. These are located as
• Engine control room These valves are located within the CO2 room.
follows:

In fire control station Master control box for ECR CO2 release
In fire control station Master control box for ER CO2 release
In fire control station Master control box for cargo holds CO2 release

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.3a CO2 Fire Extinguishing System

CO2 Room Outlet To

Fire Control Station
Free Air

Fire Alarms
Relay Box Pilot Control Valves Fans For Smoke
Cylinders
Detection System

Engine Room Cargo Holds Engine Control

Room
Control Valves

Smoke Detection
Panel Cargo Holds

Pilot
3 Way Valves Cylinders Control Valves ER Control Valves ECR
Shore
Connect/
Compressed
Air Connection
Located In Fire Station Connected To
On A Deck CO2 Cylinders For
Release

Main CO2 Bottle Racks

Cargo Hold No.2 2nd Part of Hold No.4 Cargo Hold No.5 Engine Room

2/3 of 98 Cylinders 1/3 of 152 Cylinders 2/3 of 149 Cylinders 222 Cylinders

2nd Part of Cargo Hold No.2 Cargo Hold No.3 2nd Part of Cargo Hold No.5 Engine Control Room

1/3 of 98 Cylinders 2/3 of 139 Cylinders 1/3 of 149 Cylinders 7 Cylinders

Cargo Hold No.1 2nd Part of Hold No.3 Cargo Hold No.4 Key

CO2
38 Cylinders 1/3 of 139 Cylinders 2/3 of 152 Cylinders
Electrical Signal

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 Nele Mærsk Deck Operating Manual
In CO2 cylinder room Manual release box for ECR CO2 release Operating Instructions Engine Control Room System
In CO2 cylinder room Manual release box for ER CO2 release
Engine Room System a) Upon discovering a fire, shut down machinery fuel supplies
In CO2 cylinder room 6 line master control box for cargo holds
and ventilating systems; close all doors, ventilators and other
CO2 release
openings, having first ensured that all personnel have been
a) On discovering a fire, shut down machinery fuel supplies
evacuated and accounted for.
and ventilating systems. Close all doors, ventilators and other
Alarms openings, having first ensured that all personnel have been
b) Go to the extinguishing system control box in the fire control
evacuated and accounted for.
Various alarms are connected to this system to give warning of CO2 discharge, station.
and are installed as follows: b) Go to the extinguishing system control box in the fire control
c) Open the engine control room control box door. This will cause
• Engine room station.
the alarms to sound in the engine control room.
• Engine control room c) Open the engine room control box door. This will cause the
d) Open both isolation valves by pulling valve handles down.
• Cargo holds alarms to sound in the engine room.
This action operates the switch behind the levers and stops
They are activated via a heavy duty relay from switches mounted on the the ventilation fans.
d) Open both isolation valves by pulling the valve levers down.
control box doors and POD valves. This action operates the switch behind the levers and stops all
e) Release the pilot CO2 by opening the pilot cylinder hand
the engine room ventilation fans.
wheel valve.
Cargo Hold System
e) Release the pilot CO2 by opening the pilot cylinder hand
f) Extinguishing CO2 gas will be released from the main cylinder
Discharge of CO2 to the cargo holds is via individual diverter valve blocks wheel valve.
bank. The POD valves will be opened and CO2 will be
to each cargo hold. discharged from the engine control room nozzles.
f) Extinguishing CO2 gas will be released from the main cylinder
Diverter valves are used in which the CO2 system is combined with the bank. The POD valves will be opened and CO2 will be
g) After 10 minutes close pilot cylinder handwheel valve.
cargo hold smoke sampling system protecting the cargo spaces. The CO2 discharged from the engine room nozzles.
gas is redirected down the smoke sampling lines to the cargo space affected, h) When the pilot pressure gauge within the control box is zero,
after changing over the three-way diverter valve situated below the smoke g) After 10 minutes close the pilot cylinder hand wheel valve.
close both pilot isolation valves.
sampling control panel in the fire control station.
h) When the pilot pressure gauge within the control box is zero,
(Note: Allow time for structural cooling before opening engine control room
close both pilot isolation valves.
Control Box and ventilating the space.)
(Note: Allow appoximately 24 hourse for structural cooling before opening
The system is operated by a supply of CO2 separate from the main fire WARNING
the engine room and ventilating the space.)
extinguishing CO2. It is stored in a small pilot cylinder installed within the Do not enter a CO2 flooded space without using breathing apparatus.
control box. The pilot cylinder is connected to the main pilot system pipe WARNING
work via two isolation valves installed within the control box. In the unlikely event of pilot gas initiation failure:
Do not enter a CO2 flooded space without using breathing apparatus.

One isolation valve is connected via small bore pilot gas pipe work to the a) Proceed to the ECR manual release box in the CO2 room.
In the unlikely event of pilot gas initiation failure:
cylinder bank to open the required number of cylinders, the other is connected Open the control box, alarms will sound in the ECR and
via a separate pilot gas line to open the relevant POD valve. The isolation engine room.
a) Proceed to the engine room release box in the CO2 room. Open
valves are positioned so that the control box door cannot be closed with the the box, the alarms will sound in the engine room.
valves in the open position. It is also arranged that the control box door b) Open both isolation valves by pulling valve handle down.
will operate a switch when it is in the open position, to initiate audible b) Open both isolation valves by pulling valve handle down.
and visual alarms. c) Operate the pilot CO2 cylinder by opening the cylinder valve.
c) Operate the pilot CO2 cylinder by opening the valve.
A pressure gauge is fitted to the pilot CO2 pipeline to indicate the pilot d) Extinguishing CO2 gas will be released from the main cylinder
CO2 pressure. bank.
d) Extinguishing CO2 gas will be released from the main cylinder
bank.

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 Nele Mærsk Deck Operating Manual

CO2 Pilot Release

to Cargo Holds

CO2 Pilot Release Cylinders

Smoke Detection Analyser and

Diverter Valve Block for Cargo Holds

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 Nele Mærsk Deck Operating Manual
Hold System Manual Operation

a) Before operating the extinguishing system, ensure that there are The correct number of cylinders to be opened manually is as below; these
no personnel in the cargo space and all personnel are accounted should be opened by operating the manual release lever on top of each CO2
for. Stop any ventilation units leading air into the compartment, cylinder as follows:
seal all openings including hatch covers, ventilators, ports,
sounding pipes etc. connected with the compartment. a) Remove the safety pin securing the lever in position.

(Note: If tarpaulins and canvas covers are used for sealing openings, these b) Pull over the lever as far as possible and leave it in that
should be thoroughly wetted.) position.

b) Go to the cargo hold system three-way diverter valves in fire c) Repeat this for each cylinder until the specified number have
control station and open the three-way diverter valve for the been discharged.
cargo hold on fire by pulling down the lever.

c) Open the release door for the cargo hold manifold block, this
Cargo Hold System
will cause the alarm to sound in the cargo holds. Open the
Number of cylinders to be discharged:
manifold block valve to the selected cargo hold and the POD
block valve for the cargo system.
Location Initial number of Additional cylinders at
d) Release the pilot CO2 by opening the pilot cylinder handwheel cylinders in 10 minutes half hourly intervals
valve.

(Note: During the above procedure and until arriving in port, keep all No.1 hold 35 5
openings sealed, tarpaulins and hatch covers wet and keep directional No.2 hold 98 10
va1ves open. Do not open the hatches or other openings of the
compartment until arrival in port.) No.3 hold 139 20
No.4 hold 152 20
In the unlikely event of pilot gas initiation failure:
No.5 hold 149 20
a) Go to the cargo hold system three-way release valves in the
fire control station. (Note: During this procedure, and until arrival in port, keep all openings
sealed.)
b) Open the three-way diverter valve for the cargo hold on fire
by pulling the lever down. All cylinders can be individually manually discharged into any of the protected
cargo spaces as and when they are required.
c) Go to the cargo hold CO2 release box in the CO2 room.

d) Open the release box door; this will cause the alarms to sound
in the cargo holds.

e) Open the release isolation valve for the cargo hold where the
fire is located.

f) Release the pilot CO2 by opening the pilot cylinder handwheel

valve.

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.4a Smoke Detection System

SMOKE DETECTION SYSTEM SDS

Fire Station

ON FIRE FAULT

ACCEPT TEST RESET

SWITCH FANS
DIAGNOSES
Safetec ON-/OFFLINE

Extension Unit Extension Unit

CO2 Room Below Fire Station

Fan Unit Fan Unit

Sample Lines

1 No.1 Hold Fwd and Aft

2 No.2 Hold Centre

3 No.2 Hold Fwd and Aft

4 No.3 Hold Centre

Three-Way Valves
5 No.3 Hold Fwd and Aft
1 2 3 4 5 6 7 8 9
6 No.4 Hold Centre

7 No.4 Hold Fwd and Aft

8 No.5 Hold Centre

CO2 9 No.5 Hold Fwd and Aft

Cargo Holds

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5.1.4 SMOKE DETECTION SYSTEM e) Upon switching on, the green lamp will be illuminated and Test Function
panel display will indicate NORMAL OPERATION ON FAN
Maker: Preussag Fire Protection 1 (or whatever fan unit is running). The ACCEPT button can be pressed at any time in order to test the buzzer,
control lamps and light of the LCD.
f) Perform a lamp and buzzer test to ensure that these are
INTRODUCTION
working.
Special Functions
The smoke detection system (SDS) is applied to the cargo holds and is used in
conjunction with the CO2 fire extinguishing system. Hold sampling pipes are g) The smoke detector system is now in operation.
If the ACCEPT button is pressed for longer than 6 seconds a special function
also used for directing the CO2 into the holds as required. This changeover is mode is activated. The buzzer stops and the LCD shows the following text:
achieved by means of three-way valves. The smoke detection panel is located Fire Alarm
in the fire control station. • SELECT SPECIAL FUNCTIONS?
The events described presume that the operator will initially react to the fire
The smoke detection panel has detection lines from the holds, each detection alarm at the Lyngsø UCS/UMS 2100 alarm panel located on the bridge. If YES press the button again.
line being connected to a separate detector box which has a visual detector • If the ACCEPT button is not pressed, normal smoke monitoring
inside and an airflow detector on top of the box. The smoke detectors are self is activated.
Indication
controlled with respect to internal dust residue and their sensitivity is kept
constant up to a certain level of turbidity; above this a fault is indicated at If smoke is detected in the air sample the detector will react. A buzzer • If the ACCEPT button is pressed, the special mode function
the LCD display. The smoke detection panel has connections for main and indicator will sound and the red fire lamp will flash. The LCD at the detector is activated.
emergency power supplies and also deals with fault alarms and common fire panel will indicate FIRE LINE X where X is the number of the detection line
alarms. Alarm indication is relayed to the Lyngsø UCS/UMS 2100 system in which smoke has been detected. The special functions on the LCD are scrolled in the sequence below;
alarm panel. • Proceed reset?
Action If YES press button again.
The fan unit located in the CO2 room contains two fans for drawing samples
of air from the holds and is driven by electric motors. Press the ACCEPT button at the SDS control panel in order to acknowledge • Toggle fans?
the alarm. This stops the buzzer and stops the red light flashing; the red light
The three-way diverter valves for interconnection with the CO2 system, is is illuminated continuously. If YES press button again.
located below the smoke detection panel in the fire control station. In the • Display Diagnoses of Smoke Detectors?
hold space the sampling/CO2 discharge pipes are routed where they will be If the fire alarm is not acknowledged within 2 minutes by pressing the
ACCEPT button, a general emergency alarm will be activated. If YES press button again.
unlikely to suffer impact damage. Sampling pipes are self-draining with drains
located at the lowest positions. • Select On/Offline?
The action taken with respect to the release of CO2 will depend upon the
circumstances of the fire and this requires action to be taken on the bridge. If YES press button again.
Procedure for Operating the Smoke Detection System
Each special function can be selected for as long as it appears on the LCD.
The smoke detection system should not be operated during painting in the Fault Alarm If no special function is selected the system automatically returns to the
hold spaces as the solvents released by the paint can pollute the smoke normal monitoring program.
detector. Indication Reset
a) Ensure that all parts of the system are connected and that all the A system fault will be indicated by the sounding of the buzzer with an
three-way diverter valves are set for air sampling. intermittent tone and the illumination of the yellow fault lamp. This function serves to allow resetting of the fire alarm and resetting of the
detection lines to the online mode.
b) Switch on the main and emergency power supplies at the The LCD indicates the presence of a fault on the display, FAULT: (Indication
detector panel. of the source of the fault).
Switch Fans
c) Ensure that there are no faults and if there are, acknowledge Action By activating this mode the operating fan is switched off and the other fan
them and correct them. Press the ACCEPT button to acknowledge the alarm to silence the buzzer; the is started. The next changeover takes place automatically approximately 28
lamp stays illuminated until the fault is corrected. hours later. This function serves only to test the fans.
d) Switch on the air sampling fans and check the fan aggregate
for functioning by means of the menu on the control panel
display.

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 Nele Mærsk Deck Operating Manual

Smoke Detection System Control Panel

Smoke Detection System Fan Units

in the CO2 Room

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Diagnoses of Smoke Detectors Maintenance
Daily
During normal operation dust can build up on the smoke detectors which are
self-controlled for sensitivity within a certain range. If deposits are excessive Check the display on the smoke detection panel or repeater panel for any
a fault is triggered on the LCD. The actual condition of all smoke detectors fault indication.
can be recalled at any time by activating this function. The following text
appears on the LCD. Check the buzzer, control lamps and LCD of the repeater panel by pressing
the ACCEPT button.
Diagnoses Smoke Detectors (Line: Value)
Every Three Months
01: 30 02: 30 03: 40 04: 20 05: 30 06: 50
• Check the buzzer, control lamps and LCD of the repeater panel
The number after the line number (01 to 06) indicates the state of the by pressing the ACCEPT button.
detector as follows: • Check the air flow indicators by closing the three-way valves
temporarily.
Value of Meaning of Number
• Check the fan unit by means of the switch-over to the standby
Diagnosis switch.
0 Smoke detector is not installed or is defective. A fault alarm • Check the fan drives for effectiveness.
FAULT: Smoke detector Line X, will be issued
• Blow through the pipe work with compressed air (close the
1-15 Smoke detector with high internal residue. A fault alarm valves to the smoke detectors before doing this).
FAULT: Dirt in Line X will be issued
• Check the smoke detectors as follows:
27-27 Smoke detector in normal operation with slight internal
1. Open the detection unit and blow smoke into the outlet
residue
bore of one detection box.
38-38 Smoke detector in normal operation (internally clean)
2. The fire alarm should sound.
70-70 Smoke detector in normal operation with slight internal
3. Repeat for other detector boxes.
residue
Beyond 70 Smoke detector with high internal residue. A fault alarm
FAULT: Dirt in Line X will be issued

Online/Offline
By activating this special function, all detection lines are indicated one by one
with their present status (on or off) indicated as follows:

• ON: Line 1 Toggle line?

If YES press button again.

By pressing the ACCEPT button in this situation, the relevant detection line
toggles to the opposite position; the status of the next detection line appears.
After the final detection line has been dealt with the system automatically
changes back to normal monitoring.

If one or more lines are switched off the yellow lamp is illuminated
continuously.

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.5a Water Fog Extinguishing System Local Fan Stop Outside of
Paint Store
Pump Start/Stop
Outside of the Paint Store Paint Store

Fresh Water
Tank
(Port)
C P

608V
602V 601V
No.1
Water Fog Supply Pump PS PS
20m3/h x 45m

Lock
Fresh Water C P 611V
Closed
Tank
(Port)
604V 603V
609V No.2
Water Fog Supply Pump From
20m3/h x 45m Fire Main Line

S S S

605V 606V 607V

Purifier Room Generator Engine Room (Port) Generator Engine Room (Starboard)

Key

Domestic Fresh Water

Fire Main

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 Nele Mærsk Deck Operating Manual
5.1.5 WATER FOG EXTINGUISHING SYSTEM Procedure for Setting the Water Fog System for Operation e) No.1 pump will operate to pressurise the pipe system and will
cut out when the pressure sensor indicates that the desired
Water Fog Supply Pump The description assumes that the port FW tank is being used and that pressure has been produced.
the No.1 water fog supply pump is set for operation and No.2 pump for
Maker: Shinko Ind. Ltd. standby duty f) At the control panel set the detector system operating and set
No. of sets: 2 the solenoid valves to operate in response to the detector in the
Type: Vertical Centrifugal a) Check that the fresh water tank to be used has sufficient water. associated compartment.
Model: SVB 65M
b) Open the supply valve from the FW tank to be used, FR608V g) The water fog system is now operational and the pump(s) will
Capacity: 20 m3/h at 45 mth for the port tank and FR609V for the starboard tank. operate to maintain pressure in the pipe system.

INTRODUCTION (Note: The FW tank system is such that neither tank would ever be empty as The nozzle heads and valves should be checked at intervals in order to
the tank not being used to supply water to the domestic system would detect any leakage.
High pressure water forced through atomiser heads will break down into very be in the process of being filled by the FW generator. When changing
fine droplets. These droplets have a very effective extinguishing effect on over FW tanks for domestic purposes, the suction valves for the water
fires, even oil fires. The fine droplets remain suspended in the air and so fog system must also be changed.) Connection From
do not disturb the oil surface nor do they settle to form a water layer on which Fire Main, FR611V
burning oil could float. Fine water droplets present a large surface area to the c) Set the valves as in the following table:
fire and so they exert a cooling effect as the droplets rapidly evaporate. The
large droplet concentration and the evaporation have the effect of reducing Position Description Valve
the local oxygen level. The cooling effect and the reduced local oxygen Open Port FW tank suction valve FR608V
concentration result in the fire being extinguished.
Closed Starboard FW tank suction valve FR609V
The water fog fire extinguishing system relies upon the delivery of high Open No.1 water fog supply pumps suction valve FR602V
pressure water to nozzle heads located at sites of fire risk. The areas
Open No.1 water fog supply pumps discharge valve FR601V
covered include the purifier room, generator engine rooms and the paint
store. The areas to be protected are provided with a number of nozzle heads Open No.2 water fog supply pumps suction valve FR604V Pump
fitted in branch pipes which are connected to the main supply line to that Open No.2 water fog supply pumps discharge valve FR603V No.1
compartment. The main supply line to each protected compartment has a Pump
solenoid operated isolating valve, apart from the paint store which has a Operational Solenoid valve to purifier room water fog system No.2
manual isolating valve. Open Line valve to purifier room fog system FR605V

The solenoid valve is activated by the fire control system when a fire detector Operational Solenoid valve to port generator engine room water
senses a fire in the protected compartment. The main fog piping is maintained fog system
under pressure and when the solenoid valve opens to release water through
Open Line valve to port generator engine room fog system FR606V FR601V
the nozzles, the pressure drops and triggers a pressure switch which starts the
duty water fog supply pump. If the duty pump cannot maintain pressure in Operational Solenoid valve to starboard generator engine
the water fog supply piping, the standby pump will start. If a fire is detected room water fog system FR603V
in the paint store, the duty pump can be started (and stopped) from a control
box situated ouside the paint store. The manual isolating valve for this space Open Line valve to starboard generator engine room fog
is situated just below this pump stater control box. system FR607V
The system uses fresh water in order to reduce the risk of corrosion in the Closed (locked)Water supply valve from fire main FR611V Water Fog Pumps
system. The fresh water is taken from the fresh water tanks via dedicated Closed Isolating valve to the pint store
valves. Although the water fog supply pumps can supply water at the correct
rate for the system installed, a safety back-up is provided from the fire main d) Set No.1 water fog supply pump as the duty pump and No.2
via a valve which is normally kept locked closed. pump as the standby.

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Illustration 5.1.6a Fire Detection Panel

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5.1.6 FIRE DETECTION SYSTEM ii) Ionisation Smoke Detectors Section Detector not Reset
The ionisation smoke detectors have a two part outer chamber to measure A LED indicating that a reset of the fire alarm has been attempted but
General Description particle concentration and an inner chamber to compensate for changes in failed.
pressure and humidity. Local LED alarm indication. Reset is on the central
Manufacturer: Consilium Marine
panel only.
Type: Salwico Fire Detection System CS3004 Operating Panel (OP)
WARNING The operating panel is used for controlling the system and to display all
The fire detection system is a complete fire detection and alarm system, Ionisation smoke detectors contain radioactive elements and only authorised necessary information in the case of a fire alarm. The alphanumeric display
including a fire alarm panel, operating panel, control unit and power supply personnel are to repair them. Defective units should be removed, replaced is used as a complement to the numerical display on the fire alarm panel, as
unit, all contained in one cabinet. Detector loops and two remote repeater and landed for forwarding to the authorised agents for repair. a communication media when operating the system and to display guiding
panels are included in the system. texts for the function keys. Under normal conditions when the central unit
is in normal status, the text Salwico CS3004 is displayed together with the
iii) Flame Detectors
The system comprises a wide range of detectors and sensors to suit different date and time.
needs and conditions. It includes detectors for different alarm parameters, The flame detectors comprise of an infrared detector with a local LED alarm
such as smoke, heat and flames. Manual call points, short circuit isolators and indication. These can be reset on the central panel only. A function test
Keys
timers are connected to the loop where required. A fault in the system or a required at least every six months as units may become obscured by dirt.
false alarm is detected immediately, since the function of the detectors and F1, F2, F3 and F4
other installed loop units are automatically and continuously tested. Central Fire Alarm Panel (FAP)
These are function keys used for choosing functions from the menus in the
The signal for a general fire alarm is provided by the combination of bells
The fire alarm panel is divided into two parts, the fire alarm panel and the alphanumeric display on the operator panel and for entering certain characters
and air horns located throughout the vessel. The central panel is located on
operating panel. The fire alarm panel is activated when there is a fire alarm with no keys of their own. F4 cycles through the available menus. An
the bridge, with repeater panels in the ship’s control centre and in the ECR. In
in the system. The operator verifies and supervises the system by using the explanation of each function key is shown above it on the alphanumeric
the event of an alarm condition, a supervised relay in the central control panel
different keys and the display on the operating panel. display.
provides a signal, which activates the vessel’s central alarm system.
0-9
Alarms are also given on the central alarm system of fire detection system, The fire alarm signal is indicated by a common fire indication on all panels
(flashes red). All alarm devices start. Act in accordance with the instructions These are the numerical keys.
Fault and Fire Detection System Override.
by the central panel. Adjacent to the FIRE signal on the panel the section
Equipment: number and detector head in alarm are displayed. Left Arrow Key
Central panel: 1 This is the correction key; pressing erases the last key entry.
Repeater panel: 2 Keys on the Fire Alarm Panel
Ion smoke detector 71 Alarm Mute ENTER Key
Rate of rise heat detector: 1 (Galley) Pressing the return key returns the system to its normal status.
This key acknowledges the fire alarm and mutes the buzzers.
UV-type flame detector: 2
Alarm Reset
Manual call point: 38 M Key
This key is used to reset the fire alarm.
Detectors This is a fault handling key used to acknowledge faults and to mute the
Alarms in Queue (ALQ) buzzers.
The type of detector fitted depends upon the location of the unit, and a
combination of the following three basic types of detector is used to provide LEDs indicate multiple alarms when flashing. Pressing the ALQ button will
the surveillance on the vessel. display the next sector in alarm. R Key
This is a fault handling key used to reset the faults.
i) Heat Detectors Indicators
The heat detectors may be splash-proof with automatic re-setting, trigger External Control Activated: ON, OFF, TIMER
temperature of either 57°C or 80°C or rate of rise. They have a bi-metal
A LED indicating that and external control output is active. These are operation keys used to choose the operation to perform.
operation, closing at an alarm condition with local LED alarm indication.

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LIST, UP ARROW, DOWN ARROW In the Event of a Fire being Detected b) Press F3 (RESOUND).
Pressing the LIST key opens the list function whilst the arrow keys are used
to scroll through the lists. Press ALARM MUTE to mute and acknowledge the fire alarm when The fire indicator starts flashing and the external device gives an audible
consistent with the ship’s emergency procedures. indication. The alphanumeric display displays Sounding Device Activated.
Indicators

POWER ON (Note: If a fire alarm is accidentally muted there is a function to resound Fault Signal
the alarm.)
Is lit when the power is set to on. The common fault indicator flashes yellow and internal audible indication
starts. All fault indications are to be investigated and dealt with as soon
DISCONNECTION The fire indicator stops blinking and turns over to a steady red. The audible fire
as possible.
alarm is temporarily silenced when the door is opened and it is permanently
General disconnection indicator.
silenced when the ALARM MUTE button is pressed. The sector number and
The fault is displayed on the alphanumeric display. The first line displays the
TEST detector address in alarm is displayed on the fire alarm panel and on the
word FAULT followed by the fault code, section number, detector address
alphanumeric display on the operating panel.
Is lit when the central unit is in the test mode. and a fault message. The second line displays additional text if provided.
The fault is not displayed if a fire alarm exists in the system; instead it is
ALARM TRANSFER
Alarms in Queue Flashing put in the fault list.
Is lit when the dedicated fire output is activated (steady light) and is flashing
Press the ALQ button to cycle through the sectors that are in alarm.
when the door is opened, the fore output is deactivated. Press the M key in the fault field to mute the buzzer and acknowledge
Information is displayed on both the FAP and the OP.
EXTERNAL ALARM the fault alarm.

Is lit when an external alarm output is disconnected (steady light) or faulty Reset Fire Alarm The fault alarm changes to a steady yellow light once acknowledged. The fault
(flashing). is now entered into the fault list and the next fault, if any, is displayed.
Press ALARMS IN QUEUE repeatedly to select the appropriate fire alarm.
DELAY OFF Press ALARM RESET to reset the fire alarm.
Is lit when the time delay is deactivated. Fault Codes (examples)
Two things happen when a fire alarm is reset; it disappears from the display
SYSTEM FAULT and it is moved from the ALL list to the Fire Alarm History list. The next fire
Is lit when a fault occurs in the system program. alarm is displayed after five seconds or, if there are no more fire alarms, the 26 Bad communication on loop possibly due to a noisy
system returns to normal status and Salwico CS3004 is displayed. environment
ABNORMAL COND.
81 Mains fault
Is lit when an abnormal condition has occurred. Should the fire alarm not reset, the indicator SECTION/DET NOT RESET on
the fire alarm panel comes on, the alphanumeric display indicates the reason 83 Fuse fault
The top line of the LCD screen displays the address of the first fire alarm, the for no reset and the display returns to normal status. The fire alarm now 90 Polluted detector (abnormal condition)
second line displays additional information about the alarming unit. The third becomes a non-resettable alarm which can be listed in one of two ways.
96 Battery indicates a battery fuse(s) blown or a break in a
line displays the address of the latest fire alarm and additional information
battery cable
is displayed on the fourth line. a) Press the list key on the operating panel and select the NOT
RESET list. 101 Alarm function failure indicates that the alarm function in the
stated detector has failed
Mini Repeater Panel (MN3000)
b) If all fire alarms and faults are muted and reset use the 102 Thermistor faulty indicates that the thermistor in the stated
A mini repeater panel can only display one fire alarm at a time. An indicator ALARMS IN QUEUE key to cycle through the not reset heat detector is faulty
is lit (MORE ALARMS) if there is more than one fire alarm active in the alarms.
system at a time. The user can list all fire alarms in the system forward or 103 Ion smoke chamber fault, indicates that the stated smoke
backward using the LIST arrow keys. In the event of a fire alarm there is detector is at fault
Resound Fire Alarm
a local buzzer which can be muted locally at the panel using the LOCAL 121 Cable break, indicates that one of the system loops or
MUTE key. detector loops is faulty
This function will activate a muted alarm device if the fire alarm condition
remains. The device will sound continuously until muted again.
141/142 Earth fault indication, indicates both positive (+) and negative
a) Press F4 (MENU). (-) potential to earth

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 Nele Mærsk Deck Operating Manual
Reset Faults To activate the delay function: Press the function key below ACC LEV to select it. Enter the
correct four digit code.
The faults can only be reset from the fault list: Press LIST.
The system changes to the new access level if the correct code is entered or
Press F3 (DISCONN). reverts to access level one if the wrong code is entered. When the panel door
Press LIST to open the list function
is closed, the system reverts to access level one.
Press F2 to select the fault function Press ON.

The latest fault is always displayed first. Use the up and down arrow keys to When the alarm is activated the LEDs Delay Off and Disconnection go out.
scroll through the faults to interrupt this function, press the ENTER key.
Dimmer Function
Press the R key in the fault field to reset the fault.
The LED intensity can be set in six different levels 0 to 5 where 0 is minimum
When the fault resets it disappears from the list and the next fault is displayed
(off) and 5 is maximum intensity.
after about five seconds. If the fault list is empty, the text LIST IS EMPTY
is displayed and the system returns to normal status. Salwico CS3004 is
Press F4 (MENU) until LAMP INTENS is displayed.
displayed.
Press F2 (LAMP INTENS).
Should the fault not reset, the reason is displayed on line three of the
alphanumeric display. The text on line three will disappear after three seconds.
Enter a number between 0 and 5.
Rectify the problem and then try to reset the fault again.
Press F1 (READY).
Disconnections
The intensity is now set and the text SENSITIVITY SET is displayed on the
Different parts of the alarm system can be disconnected from individual third line. To test the result of the setting, use the lamp test function.
detectors to complete loops and alarm devices. Once disconnected the system
can no longer detect fire alarms or faults etc., which are covered by the Press the ENTER key to leave this function.
part disconnected. This function should only be used with great care and
for the minimum of time. Central Panel Door

Deactivation/Activation of Alarm Delay The front door on the central panel should be kept closed. When the front door
is opened, the fire alarm buzzer is temporarily silenced.
The alarm delay function is usually set to ON (activated) when the system is
defined, before installation of the system. When a smoke detector reaches its Only the green operating lamp, marked ON, should be lit when the door is
alarm level, the alarm is time delayed for 40 seconds before it is passed on to closed during normal operation.
the central unit if the alarm condition remains.
Changing Access Levels
This function can be deactivated/activated from the operator panel.

Press the AD key on the operator panel. The functions in the system are divided into different access levels since
not all operators are allowed to use all functions in the system. The system
Press the OFF key to deactivate the function. changes to a higher access level if the operator enters the correct four digit
access code.
When the alarm is deactivated the LEDs Delay Off and Disconnection are
lit. Press F4 (MENU) until ACC LEV is displayed on the
alphanumeric screen.

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7a Fire Fighting Equipment and Dampers on Navigation and Compass Deck

Navigation / Bridge Deck Compass Deck Key

P
12kg Powder Extinguisher

CO2 5kg CO2 Extinguisher

CO2 2kg CO2 Extinguisher

2.0

A Emergency Stop - Accommodation

NV-81 Ventilation
ME10
H Emergency Stop - Cargo Area
Ventilation
CO2 201
Wheel Fire Damper
House
P
101 Natural/Mechanical Ventilator
NV-82
Firemans Outfitting
FE Locker
MED9
Compressed Air Breathing
Apparatus

NV-91

FE
A
251 CO2
2.0
H
NV-83

CO2
252
2.0

CO2
253
2.0

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7b Fire Fighting Equipment and Dampers on E and F Deck

E - Deck F - Deck Key

P
12kg Powder Extinguisher
P
104
Fire Damper

P
102

P
177

NV-75
NV-71
NV-72
NV-73
NV-74

P
151

D-5 D-6

P
105
P
103

NV-61

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7c Fire Fighting Equipment and Dampers on C and D Deck

C - Deck D - Deck Key

P
ME02 12kg Powder Extinguisher

Fire Damper
E-1
P
120 E-2 C/Steward Natural/Mechanical Ventilator
Crew's Day Bedroom
Steward
Room
Swimming
Library
Pool C/Steward
Day Room
D

Elevator VT VT Elevator
P 108
P
176 P
J. Officer 106
(2)
To Engine To Engine Room
Room
Officers Changing
P
Room 152
C.G. Locker Seaman A

Engine Engine
Casing Casing
P
Stairway
107
Stairway

Pipe Seaman B
Pipe P 109
Duct
Duct VT VT
D-4
D U Seaman C

D-3
No.2 E-3
Locker Officer's Smoking
E-4
Room
Seaman Seaman
E D
P 119

NV-51

NV-41 NV-42

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Illustration 5.1.7d Fire Fighting Equipment and Dampers on A and B Deck

A - Deck B - Deck Key

NV-23 NV-23 NV-22 NV-33

CO2
CO2 Portable Fire Extinguishers
9kg
for Galley Hood (9kg CO2)
MEO7 MEO4 110 P
P 12kg Powder Extinguisher
111
ME08
ME05
Drying
CO2 5kg CO2 Extinguisher
113
P
Room
114
Ship's G-1 CO2 2kg CO2 Extinguisher
Laundry G-2 2.0
Duty Mess
NV-25 Room A Emergency Stop - Accommodation
Gym
Dining Saloon Ventilation

H Emergency Stop - Cargo Area

Linen Locker VT VT
Elevator Elevator NV-32 Ventilation
Galley
P VT VT E Emergency Stop - Engine Room
175 CG G-1
G-2 Ventilation
Locker

To Engine Emergency Stop Oil Pump S.W

To Engine P Room Box For Engine Room
P/C 153 MS01
Room

Fire Damper
NV-31
Engine
Engine Casing
Natural/Mechanical Ventilator
CO2
Casing Air Conditioning 202 2.0
Stairway Stairway Dry Provisions
Machinery Unit
VT VT Store Fire Blanket
P
115 Room
Pipe 401 CO2
Pipe
9kg
Duct Duct Bonded
NV-21 VT VT
Store
F Fire Station

MEO6
Beer D-2 Firemans Outfitting
Store FE Locker
Ship's Meat/Fish Room ME01
Control Centre Compressed Air Breathing
Lobby P 112
Apparatus
FE Vegetable
D-1 Store

A H E
F CO2 203

MEO3

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7e Fire Fighting Equipment and Dampers on Upper Deck

Lifeboat 40 41
42 43
P 125
Bosun's/Deck
Store
FWT (P&S) Void Space
No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Aft Peak L.W.L.
Emergency Fire Pump No.5 AFOT (P&S) No.5 FFOT (S) No.4 Heeling Tank No.3 AFOT (P&S) No.3 FFOT (P&S)
Tank (C) Chain
Room
Locker
DOT (P)
Bow Fore Peak Tank
Thruster
No.1 Room
No.5 FFOT (P) No.4 FOT (P&S)
DWBT

Stern Tube No.5 DWBT (P&S) CO2 No.4 DWBT (P&S) No.3 DWBT (P&S) No.2 AWBT (P&S) No.2 FWBT (P&S) CO2 P
CWT
212 207 126
Upper Deck
116
204 128
37 38 39 33 34 29 30 25 26 21 22 17 18 13 14 9 10 56 3 1
P CO2 P
NV-11 NV-10 301 213 127
P CO2 P
25
U U

NV-9
D NV-02
NV-12
U
46
NV-8
Engine
44
NV-1 VT Opening 47
NV-7 No.9 Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No.6 Cargo Hatch No.5 Cargo Hatch No.4 Cargo Hatch No.3 Cargo Hatch No.2 Cargo Hatch
NV-13
NV-6 45
NV-2 Bosun's/Deck
NV-3 CO2 Room
Store

U
302
U
P
25

NV-4 NV-5 P P

174 205 35 36 31 32 27 28 23 24 19 20 15 16 11 12 78 4 2

Key

P P
12kg Powder Extinguisher 25kg Powder Extinguisher
25

CO2 Natural/Mechanical Ventilator

5kg CO2 Extinguisher

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7f Fire Fighting Equipment and Dampers on Upper Floor

P P P P P CO2
154 303 305 155 156 208
Upper Floor 25 25
Key

P 12kg Powder Extinguisher

P 25kg Powder Extinguisher

25

F Foam Unit

CO2 5kg CO2 Extinguisher

Elevator

P
157

P 158

P 160 CO2 209 P 159 P 306

25

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.7g Fire Fighting Equipment and Dampers on Lower and Main Floor

Lower Floor

P P CO2 P
Main Floor 161 162 210 163
P 173 P 172 P
170 P 168

164

Auxiliary
Boiler

Key

P
12kg Powder Extinguisher

P
25kg Powder Extinguisher
25

CO2
P
171 P 169 211
F Foam Unit
P P P P
F 304 167 166 165
25
CO2
5kg CO2 Extinguisher

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8a Fire Detection and Alarms on Navigation Deck

Navigation / Bridge Deck

Key

General Alarm Bell/Siren

Manually Operated Call Point

Lighting Signal Column

(Including CO2 Alarm Siren)
Wheelhouse
FIRE
PLAN CO2 Alarm Horn
CO2

Smoke Detector

FIRE
Fire Control Plan
PLAN

Fire Alarm Panel

General Alarm Push Button

A Emergency Stop - Accommodation

Ventilation
A
H Emergency Stop - Cargo Area
Ventilation
H

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8b Fire Detection and Alarms on E and F Deck

E Deck F Deck Key

General Alarm Bell/Siren

Manually Operated Call Point

1st Engineer's Chief

Engineer's
Smoke Detector
Bedroom
J/Officer Bedroom
(1) Chief Engineer's
Swimming Day Room
Pool

Chief Engineer's
U Office
1st Engineer's
U D D
Day Room.

Elevator Elevator Elevator

Machinery
2nd Engineer
Room

Electrical Pilot
Equipment Room

3rd Engineer CG Locker

2nd
Officer
Funnel Funnel
Casing Casing Conference
Room

Stairway

Pipe 1st Officer (Awning)

Pipe
Duct Duct
VT VT Captain's
Office
Chief Officer's
D
Day Room
U

Captain's Captain's
Electrician Chief Officer's
Bedroom Day Room
Bedroom

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8c Fire Detection and Alarms C and D Deck

C - Deck D - Deck
Key

General Alarm Bell/Siren

Manually Operated Call Point

C/Steward
Lighting Signal Column
Crew's Day Bedroom
Steward (Including CO2 Alarm Siren)
Room

Library Swimming
Pool
CO2 Alarm Horn
CO2
C/Steward
Day Room
D Smoke Detector

FIRE
Elevator VT VT Elevator Fire Control Plan
PLAN
J. Officer
(2)
To Engine
Fire Alarm Panel
Room To Engine Room
Officers Changing
Room
General Alarm Push Button

C.G. Locker Seaman A

A Emergency Stop - Accommodation
Ventilation

Engine Engine H Emergency Stop - Cargo Area

Casing Casing Ventilation
Stairway Stairway
Seaman B
Pipe Pipe
Duct Duct
VT VT

D U Seaman C

No.2
Locker Officer's Smoking
Room
Seaman Seaman
E D

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8d Fire Detection and Alarms on A and B Deck

A Deck B Deck Key

General Alarm Bell/Siren

Manually Operated Call Point

Drying
Room
Smoke Detector
Ship's
Laundry
Duty Mess FIRE
FIRE Fire Control Plan
Gym PLAN
Room PLAN
Dining Saloon

Fire Alarm Panel

Linen Locker VT VT
Galley
General Alarm Push Button
VT VT
CG
Lkr A Emergency Stop - Accommodation
Ventilation
P/C H Emergency Stop - Cargo Area
Ventilation
E
E Emergency Stop - Engine Room
Engine Ventilation
Engine A/C Casing
A
Casing Machinery Emergency Stop Oil Pump S.W
Stairway Stairway Dry Provisions
Unit
VT VT Store Box For Engine Room
Room
P/D P/D
VT VT Thermal Detector

Beer Fire Alarm Repeater Panel

H
Store

Ship's Meat/Fish Room Smoke Detector Cabinet

FIRE For No.1-5 Cargo Hold
Control Centre
PLAN Lobby

Vegetable
Store

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8e Fire Detection and Alarms on Upper Deck

Lifeboat

Bosun's/Deck
Store
FWT (P&S) Void Space
No.5 Cargo Hold No.4 Cargo Hold No.3 Cargo Hold No.2 Cargo Hold No.1 Cargo Hold
Aft Peak L.W.L.
Emergency Fire Pump No.5 AFOT (P&S) No.5 FFOT (S) No.4 Heeling Tank No.3 AFOT (P&S) No.3 FFOT (P&S)
Tank (C) Chain
Room
Locker
DOT (P)
Bow Fore Peak Tank
Thruster
No.1 Room
No.5 FFOT (P) No.4 FOT (P&S)
DWBT

Stern Tube No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) No.2 AWBT (P&S) No.2 FWBT (P&S)
CWT

FIRE
Upper Deck
PLAN

U U

Engine Bosun's/Deck
VT Opening Store
No.9 Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No.6 Cargo Hatch No.5 Cargo Hatch No.4 Cargo Hatch No.3 Cargo Hatch No.2 Cargo Hatch

CO2 Room

U
U

FIRE
PLAN

Key

General Alarm Bell/Siren Smoke Detector Thermal Detector Emergency Switchboard

FIRE
Manually Operated Call Point Fire Control Plan Flame Detector
PLAN

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8f Fire Detection and Alarms on Upper Floor

FIRE
CO2 PLAN CO2
Key

General Alarm Bell/Siren

Manually Operated Call Point

Lighting Signal Column

(Including CO2 Alarm Siren)

CO2 Alarm Horn

CO2

Engine Control
Room Smoke Detector

FIRE
Fire Control Plan
Elevator PLAN

Fire Alarm Repeater Panel

CO2

CO2 CO2

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.8g Fire Detection and Alarms on Lower and Main Floor

CO2

Auxiliary
Boiler
Key

General Alarm Bell/Siren

Manually Operated Call Point

Lighting Signal Column

CO2
(Including CO2 Alarm Siren)
CO2

CO2 Alarm Horn

CO2

Smoke Detector

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9a Life Saving Equipment and Escape Routes on Navigation and Compass Deck

Navigation / Bridge Deck Key

'A' Class Fire Door

'A' Class Fire Door Self Closing

Compass Deck

'A' Class Joiner Bulkhead of Steel Wall

'B' Class Fire Door

'B' Class Fire Door Self Closing

Wheelhouse
'B' Class Joiner Bulkhead of Steel Wall

F Fire Station

C Control Station

'A' Class Deck

Direction of Escape

Compressed Air Breathing

Apparatus

Firemans Outfitting
FE
C Locker

FE Float Free Life Jacket

Lifebuoy with Light

For Survival Lifebuoy with Self

Craft Igniting Light &
Smoke Signal

Box with 12 Rocket

x2 Parachute Flares

Line-Throwing Appliance
x12

Emergency Indicator
Radio Beacon (EPIRB)

Radar Transponder (SART)

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9b Life Saving Equipment and Escape Routes on E and F Deck

E - Deck F - Deck Key

'A' Class Fire Door

1st Engineer's Chief
Bedroom Engineer's
Junior Officer Bedroom 'A' Class Fire Door Self Closing
(1) Chief Engineer's
Swimming Day Room
Pool
'A' Class Joiner Bulkhead of Steel Wall
U Chief Engineer's
Office
1st Engineer's
U D D 'B' Class Fire Door
Day Room.

Elevator Elevator Elevator

Machinery 'B' Class Fire Door Self Closing
2nd Engineer
Room

'B' Class Joiner Bulkhead of Steel Wall

Electrical Pilot
Equipment Room

Funnel 3rd Engineer CG Locker

F Fire Station

Casing
2nd
Officer
C Control Station
Funnel
Casing Conference 'A' Class Deck
Room

Stairway
Direction of Escape
Pipe 1st Officer (Awning)
Pipe
Duct Duct
VT VT Captain's
Office
Chief Officer's
D
Day Room
U

Captain's Captain's
Electrician Chief Officer's
Bedroom Day Room
Bedroom

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9c Life Saving Equipment and Escape Routes C and D Deck

C - Deck
D - Deck

Crew's Day C/Steward Key

Room Bedroom
Steward
Library
Swimming
'A' Class Fire Door
Pool C/Steward
Day Room
D U
'A' Class Fire Door Self Closing

Elevator
VT VT Elevator 'A' Class Joiner Bulkhead of Steel Wall
Junior Officer
(2) 'B' Class Fire Door
To Engine Room
Officers Changing 'B' Class Fire Door Self Closing
Room
C.G. Locker Seaman A
'B' Class Joiner Bulkhead of Steel Wall

Engine
Casing Engine
Casing F Fire Station

Stairway

Pipe
Stairway
Seaman B
C Control Station

Duct Pipe
Duct 'A' Class Deck
VT VT

D U Direction of Escape
No.2
Locker Officer's Smoking
Room Lifebuoy with Light
Seaman C
Seaman Seaman
E D

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9d Life Saving Equipment and Escape Routes on A and B Deck

1x 20 Person
1x 16 Person
A - Deck
B - Deck

Key

Drying 'A' Class Fire Door

Room
Ship's
Laundry 'A' Class Fire Door Self Closing
Duty Mess
Gym Room
Dining Saloon 'A' Class Joiner Bulkhead of Steel Wall

x14
Linen Locker Elevator VT VT Elevator 'B' Class Fire Door
Galley
VT VT
CG 'B' Class Fire Door Self Closing
Locker
From Engine
From Engine Room
'B' Class Joiner Bulkhead of Steel Wall
Room P/C

F Fire Station

Engine
Engine
Casing C Control Station
Casing Air Conditioning
Stairway Stairway Dry Provisions
Machinery Unit Store
VT VT 'A' Class Deck
Room
Pipe Pipe
Duct Bonded
Duct VT VT
Store Direction of Escape

Beer
Firemans Outfitting
Store FE Locker
x14
Fire Station Ship's Meat/Fish Room
Control Centre
Lobby
FE Life Jacket
Vegetable
Store

Liferaft

Immersion Suit

x3 1x 20 Person x3 Embarkation
(For Children) 1x 16 Person Ladder

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9e Life Saving Equipment and Escape Routes on Upper Deck

Upper Deck Fore Upper Deck

Engine
VT Opening
No.9 Cargo Hatch No.8 Cargo Hatch No.7 Cargo Hatch No.6 Cargo Hatch No.5 Cargo Hatch No.4 Cargo Hatch No.3 Cargo Hatch No.2 Cargo Hatch
Bosun's/Deck
Store

CO2 Room

U
U

F'cle Deck

Key

'A' Class Fire Door Life Jacket

U

'A' Class Fire Door Self Closing

Lifebuoy

'A' Class Joiner Bulkhead of Steel Wall

Lifebuoy With Line
'B' Class Fire Door

Lifebuoy with Light

'B' Class Fire Door Self Closing

'B' Class Joiner Bulkhead of Steel Wall Liferaft

U

F Fire Station

C Control Station

x2 Liferaft
'A' Class Deck x6 Person

Direction of Escape

Compressor For Breathing Apparatus

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9f Life Saving Equipment and Escape Routes on Upper Floor

Engine Control
Room

No.1
Diesel Elevator
Generator

No.2
Diesel
Generator

No.3
Diesel
Generator

No.4
Diesel
Generator

Auxiliary
Boiler Main Air Main Air
Reservoir Reservoir
No.2 No.1 Main Air
Compressors

Key

C Control Station

Direction of Escape

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 Nele Mærsk Deck Operating Manual
Illustration 5.1.9g Life Saving Equipment and Escape Routes on Lower and Main Floor

Main Floor Lower Floor

Auxiliary
Boiler

Key

Direction of Escape

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 5.2 Emergency Procedures - Navigation

5.2.1 Steering Gear Failure

5.2.2 Collision and Grounding

5.2.3 Man Overboard

5.2.4 Towing and Being Towed

5.2.5 Oil Spillage and Pollution Prevention

5.2.6 Emergency Reporting

Illustrations

5.2.3a Search Patterns

5.2.5a Garbage Management Plan i

5.2.5a Garbage Management Plan ii

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 Nele Mærsk Deck Operating Manual
5.2 EMERGENCY PROCEDURES - NAVIGATION
Steering Control
5.2.1 STEERING GEAR FAILURE Modes

The following actions to be carried out:

a) Inform the Master.

b) Inform the engine room.

c) Engage emergency steering. This procedure is posted in the

steering gear room.
Non Follow-Up Steering
Follow-Up Steering At Automatic Steering Automatic Steering
Tiller.
d) ‘Not Under Command’ shapes or lights to be exhibited. Steering Stand
For Emergency Override Autopilot A Autopilot B

e) Commence sound signalling.

f) Prepare engines for manoeuvring.

g) Take the way off the ship.

Yes Autopilot Failure
h) Prepare for anchoring if in shallow waters.

i) Evaluate the need for tug escort/assistance.

j) Evaluate the need for salvage. No

Failure
Of FU
k) Broadcast URGENCY message to ships in the vicinity. Yes
Emergency
Emergency Steering Drill Alteration
No
Emergency steering drill should be carried out at least once every three Yes
months when traffic and navigational restrictions permit.

The drill is to consist of the direct operation of the main steering gear by using
the manual control within the steering flat. This operation is to be directed Use Helmsman To Steer,
from the navigation bridge. After each drill, details and the date it was carried Advise Master And Duty Change To NFU
Steering
out are to be entered in the Deck Log Book. Engineer Of Any Problem

In The Event Of Using The Override Tiller

For Emergency Alteration, This Will Be
Instigated By The OOW.

Use The Helmsman To Steer.

Call Master And Duty Engineer, Advise
Of Problem

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 Nele Mærsk Deck Operating Manual
5.2.2 COLLISION AND GROUNDING Consider the following: b) When steering capability is lost, the drift direction and speed
can still be influenced by:
• Sources of ignition
Minimising Damage • Oil in the water
• Giving the ship a list
• Changing from stern to head trim
If a collision is inevitable, damage can be minimised by striking a glancing • Oil on fire
blow. • Putting the rudder hard over to the downwind position
• Gas cloud formation and position
(putting the rudder hard over in the upwind position has
Collision amidships of either ship must be avoided whenever possible and a • Location of fire on the vessel virtually no effect at all)
bow to bow, quarter to quarter or bow to quarter situation is preferable. • Evacuating casualties
• Current helm/engine situation When steering failure occurs, judicious use of the main engine
Grounding can be helpful in changing the drift direction and speed or even
• Momentum of own vessel in stopping the ship altogether. Tests have shown that:
• Availability of helm/engines
Particular attention must be paid to the possible changes in a vessel’s stability
due to grounding. • Proximity of other hazards • Using full or emergency astern power it is possible to bring
the stern of the ship up into the weather.
• Effect of the wind on fire/smoke
A grounded ship is similar to a ship in dry dock. Since the vessel is no longer • Where the rudder is jammed in the hardover position,
floating, the pressure on the ship’s bottom has exactly the same effect as an • Effect on vessel of currents, tides and wind careful ahead manoeuvring can keep the ship’s head into
equal weight being removed from that level within the ship. Consequently the the weather.
centre of gravity rises and the GM is reduced. Options to be considered
• The effect of propeller revolutions on a free flapping rudder
Grounding at low water on soft mud presents little danger. This is because the is such that the rudder will generally go to the hard-to-
ship will settle into the mud and, as the tide rises, the pressures decrease and When vessel is stopped or nearly stopped, putting an astern starboard position with either ahead or astern revolutions
the centre of gravity falls once more. movement on the vessel to contain the effects of any fire and will stay there as long as the engine revolutions are
forward of the accommodation block. maintained.
Grounding at high water on a hard sea bed is potentially dangerous. Firstly, or
the ship cannot settle and secondly, as the tide falls so the centre of gravity In an emergency, in good conditions, even a relatively small
will rise and a point may be reached where the GM becomes negative and When vessel is moving ahead continuing movement ahead to tug may be of value. Although it may not be powerful enough
the ship unstable. The ship may lie over on her side, causing further damage clear any spilled oil and/or altering course to minimise the to turn the ship, it may be able to influence the direction
and/or flooding. effects of fire and smoke. of drift.

The greatest danger arises when the vessel grounds at high water on an If power is available, consider use of the bow thruster unit to
uneven hard bottom. When aground or locked with another vessel in a collision both steer the vessel and manoeuvre away from danger.
situation, no movement to prevent further damage or spillage,
also refer to vessel response plan.
Manoeuvring a Vessel after a Collision
Following a collision or other incident that could result in oil spilling from Disabled Vessel
the vessel whilst under way, the subsequent movement of the vessel could
be critical. No two situations will ever be the same and each situation will In the event of a total power loss, steering failure or both, there are several
demand a different manoeuvre to be carried out by the Master. All points actions that can be taken to reduce the risk of stranding or collision.
listed below are to be considered and are intended to assist in making the
right decision. Significant points are:

The single most effective action which can be taken to influence

the direction of drift is to deliberately manoeuvre the ship so
that, when stopped, the wind is on a particular side. That is, the
direction of drift can vary substantially with the wind on one
side of the ship or the other.

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 Nele Mærsk Deck Operating Manual
Illustration 5.2.3a Search Patterns

Williamson Turn

Ease the helm

Sector Search Pattern Square Search Pattern
and steady on
Reciprocal Course

5S miles
s
2nd Crossleg

S miles
3S miles
s

Datum 1st Leg

S miles
s

2nd Leg
3rd Crossleg 3rd Leg 5S miles
s 3S miles
s S miles
s

60° − 70°
2S mile
es 4S miles
s

First Search
When the ship's head is 60°
off original course, Second Search
put helm Hard to Port
2S mile
es

Note !
The leg length is dependent upon visibility
and the size of the object. Each leg is 120˚
to starboard. The second search is 4S miles
s
commenced 30˚ to starboard of the original
track.

Note !
The individual leg length 'S' is dependent
upon visibility and the size of the object,
increasing by a factor of one every third leg.

Man Overboard to Starboard-

put helm to Starboard

Original Course

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 Nele Mærsk Deck Operating Manual
5.2.3 MAN OVERBOARD g) Establish communications with all other surface units and SAR Sector Search Pattern
aircraft involved in the SAR operation.
a) Where the position of a person is known within reasonable
Procedure h) Follow instructions from the RCC and on-scene commander limits, the Sector Search Pattern should be used first.
for executing SAR operations.
In the event of a man overboard the following actions should be taken:
b) All turns are 120° to starboard.
a) Put the helm hard over toward the side on which the person i) Plot positions, courses and speeds of other assisting units.
fell. c) The length of the leg is dependent on the state of visibility
j) Prepare engines for manoeuvring when near to the distress and the size of the search object, in as much as the length of
b) Release the appropriate bridge wing lifebuoy. location. each leg is the same.

c) Mark the position on the ARCS display (OSCAR) and the k) Monitor X-band radar for locating the survival craft transponder d) The first leg of the search should begin in the direction where
GPS. (SART) signals using 6 or 12 mile RANGES. the person is most likely to be seen.

d) Sound the General Alarm and make a PA announcement. l) Post extra lookouts for sighting flares, and switch on searchlights e) Should the person still be missing on completion of the initial
at night. search pattern and it is known they are within the area, a
e) Post a lookout to continuously keep sight of the person. second pattern should be commenced with the heading 30° to
m) Prepare the rescue boat, pilot ladder and nets for assisting in starboard of the initial search pattern heading.
f) Continue executing the turn, the type of which will be dictated the recovery of survivors when sighted.
by the situation and the positions of ships close by. Square Search Pattern
General
g) Ring the engines to standby. a) If the sector search pattern has failed to find the person, the
The Williamson Turn is a proven method of returning the ship, via a reciprical ship should commence the square search pattern from the same
h) As parties close up to emergency stations, the rescue boat can course, to the original position of the person overboard. datum point.
be prepared for lowering.
Performance of a Williamson Turn will considerably reduce the ship’s speed. b) All turns are 90° to starboard. The length of the leg is dependent
i) Hoist the appropriate flag signals and use the VHF to warn on the state of visibility and the size of the search object. After
vessels in the vicinity. The rapid posting of lookouts is vital in order to locate the person and/or the first square has been completed, the subsequent increase in
to keep them in sight. search leg is increased accordingly.
Search and Rescue
Search Patterns MERSAR
a) Check the position of the vessel in distress with respect to
own ship’s position. (Note: Refer to the Merchant Ships Search and Rescue Book and the The I.M.C.O. MERSAR manual is a useful source of additional information.
Wheelhouse Poster - Man Overboard Rescue Manoeuvre.) Search patterns including those suitable for use with more than one ship
b) Relay the distress message, if no acknowledgement is received and aircraft are described.
from the shore station. The recommended search patterns, starting from a common datum point,
provide a basis to search for a man overboard. The search patterns for a
c) Proceed at maximum safe speed to the distress location and man overboard, whose position is known approximately, but cannot be seen
inform RCC. are as follows:

d) Inform the owners/charters/operators of the deviation.

e) Maintain a continuous listening watch on all distress

frequencies.

f) Consult MERSAR/IMOSAR manuals.

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 Nele Mærsk Deck Operating Manual
5.2.4 TOWING AND BEING TOWED Commencing the Tow (Note: It should be remembered that speed and yaw have a considerable
effect on the forces acting against a tow. In the case of speed, the
a) The towing vessel is to make way very gradually, using her forces vary directly as the speed squared.)
Towing Another Ship
engines in short bursts of minimum revolutions.
There are many factors, which determine the most suitable method of taking
another vessel in tow; type and size of the ship to be towed, the urgency of b) Increase speed in stages of five revolutions per minute.
the situation, the duration of the tow and the route to be taken. Taking into
account the size of the vessel and the equipment fitted, it is extremely unlikely c) Do not alter course until both vessels are moving steadily.
that the towing of another vessel will be undertaken except in the case of
extreme emergency, for example preventing a vessel from grounding when d) When altering course, do so in stages of five degrees.
neither a tug nor more suitable vessel is available.
e) The towing vessel should use its steering gear in conjunction
Consider the following points: with the towing vessel.

• Initial information required f) If the towed vessel’s steering is not available, her rudder should
• Urgency of situation, time available before grounding be placed amidship’s and locked.

• Tonnage of other vessel g) The towed vessel should not use her engines unless requested
• Type of towing equipment to do so.
• Is power available for deck equipment?
• Manpower available Steering Problems

• If towing by the stern and the rudder is not locked, the rudder
Connecting the Tow may assume the hard-over position.
a) The decision is to be made by the Masters as to equipment • If towing by the bow and the disabled vessel’s engines are
usage. used, the propeller race can cause the rudder to assume a
hard-over position.
b) Use towing vessel’s emergency towing arrangement (preferred • The disabled vessel’s trim, if possible, should be as follows:
due to poop configuration).
Towed by the bow trim should be one in one hundred by
c) Use the towed vessels emergency towing arrangement. the stern.
Towed by the stern trim should be one in eighty by the
d) Establish continuous radio communication between the head.
vessels.
• Steer directly into the wind to minimise yaw.
e) Pass a light line between the vessels. • Some larger vessels yaw the least on a heading twenty to thirty
degrees off the wind.
f) Connect to the emergency towing arrangement buoy line and
deploy when the other vessel is ready.
Passing Tow Line Alternatives
g) The tow wire is connected to other vessel.
Use line throwing apparatus to pass an initial light line followed by heavier
If picking up other vessel’s tow wire, rig a bridle between two of the poop lines.
winches using their wires and connect to the tow wire using a suitable shackle.
(The design brake load on each winch is 80% of the wire breaking strain but A helicopter with a lift capacity of two to three tons could be used to facilitate
this could vary depending on the brake linings.) the connection.

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 Nele Mærsk Deck Operating Manual
Illustration 5.2.5a Garbage Management Plan - I

Garbage Management Plan For Maersk

Ship Operational Garbage Cabin Garbage & Public Room Galley & Messroom Garbage

Deck Engine Room Officers Crew Galley Stores Galley & Messroom
1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Plastic 1.Food waste
2.Floating dunnage 2.Floating dunnage 2.Paper, rags, glass, bottles, 2.Paper, rags, glass, bottles, 2.Packing material 2.Plastics
3.Lining/packing materials 3.Lining/packing materials metal, etc. metal, etc. 3.Paper, glass, bottles, 3.Packing material
4.Paper, rage, glass, metal, 4.Paper, rage, glass, metal, metal, etc. 4.Paper, glass, bottles,
bottles, etc. bottles, etc. metals, etc.
5.Oily rags 5.Oily rags
6.Solid oily waste 6.Solid oily waste
7.Waste oil 7.Waste oil Separation Separation
Generated garbage Generated garbage
separated at source into the separated at source into the
marked receptacles by the marked receptacles by the
Chief Cook Chief Cook & 2nd Cook

Separation Separation Separation Separation

Generated garbage Generated garbage Generated garbage Generated garbage
Chief cook will check with
separated at source into the separated at source into the separated at source into the separated at source into the
the bridge if vessel is more
marked receptacles by the marked receptacles by the marked receptacles by the marked receptacles by the
than 12 miles from nearest
occupants/users occupants/users occupants/users occupants/users
land 12 miles

Yes No
Location of Location of Location of Location of Collected
Collected by Collected by Collected by
receptacles receptacles receptacles receptacles by
Bridge 2nd Cook Work shop Motorman Cabin 2nd Cook Cabin Occupant
Radio room 2nd Cook E.C.R. Motorman Cleaning gear Cleaning gear
Location of Processing of Food Waste Location of
Ships C.C. 2nd Cook Engine Store Motorman Lkr on A&C-Dk 2nd Cook Locker on upp. Dk 2nd Cook Collected by Collected by
receptacles Food waste will be processed receptacles
Laundry 2nd Cook E/R Decks Motorman Conf. room 2nd Cook Crew smoking 2nd Cook
Deck stores GP2 Off. smoking 2nd Cook room Inside Store 2nd Cook using chafe cutter or disposer Inside galley 2nd Cook
room Suez room 2nd Cook and will be disposed to the Officers mess 2nd Cook
Infirmary 2nd Cook Gymnasium 2nd Cook sea. Chief Cook is responsible Crew Mess GP2
for the operation of the
DISPOSER located in the
garbage room.

To Sea

Storage Storage
WATER TIGHT GARBAGE ROOM WATER TIGHT GARBAGE ROOM
LOCATED : On Starboad Side LOCATED : On Starboad Side
Upper Dk outside Galley Upper Dk outside Galley
The collected garbage to be brought The collected garbage to be brought
every morning to the garbage room every morning to the garbage room
as per designated duties for storage. as per designated duties for storage.

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 Nele Mærsk Deck Operating Manual
Illustration 5.2.5b Garbage Management Plan - II

Storing Garbage In Garbage Room (Located On Starboard Side Upper Deck Outside Galley)

Red Receptacle Blue Receptacle Yellow Receptacle Green Receptacle Black Receptacle
disposal ashore For sea disposal For sea disposal Food waste For landing ashore
Examples >25 nm >25 nm for sea disposal
Examples
outside special area outside special area >25 nm
1.Plastic 1.Paint
Examples Examples outside special area
2.Burnable dunnage 2.Chemicals
3.Paper, rags, etc 1.Floating dunnage Paper, rags, glass, metal, Examples
3.Oil soaked material
4.Oily rags 2.Lining bottles, crockery & similar 1.Food waste
5.Solid oily waste 3.Packing materials refuse
6.Waste oil

Collected By
GP2
Under supervision
of C/O and taken Sea Disposal Disposal To Shore Facility
to garbage room 1.Under the supervision of C/O 1.Under the supervision of C/O
2.Obtained permission from Bridge 2.All disposals to be recorded in the
3.All disposals to be recorded in the garbage log
garbage log
By GP2 By GP2 and assisted by GP1

To Sea To land ashore

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 Nele Mærsk Deck Operating Manual
5.2.5 OIL SPILL AND POLLUTION PREVENTION GARBAGE Paper, rags, glass, bottles, crockery and other similar materials are allowed
Introduction over 12 miles offshore.
The following are guidelines for quick reference. The vessel’s SOPEP manual
covers this subject in depth as does the Company SMS. All other garbage including paper, rags etc., are allowed over 3 miles offshore.
It is a requirement under MARPOL 73 / 78 Annex V to have a Garbage
Management Plan on board the vessel. The plan shall outline the procedures
Bunkering for handling, segregation, storage and subsequent disposal of the vessel’s Food waste can be disposed of in all areas over 12 miles offshore.
generated garbage. Such a plan is to be clearly exhibited in locations used
When carrying out bunker oil transfer operations both in port or at sea a for the handling of garbage waste, and shall also name the person on board Due regard should also be taken of any local authority, coastal, or port
suitable plan shall be devised clearly indicating the operation process, person responsible for the management of the plan. regulations regarding the disposal of waste. To ensure that the annex to Marpol
in charge and safety checklist prior to start, and during the operation. A 73/78 is complied with, waste is treated under the following caese:
pollution control team must be assigned.
Summary of Regulations
An example of their duties and responsibilities is as follows: • Food waste

Master, is responsible for external communications Annex V of Marpol 73/78 deals with the regulations for the prevention of • Combustible dry waste, plastic and others
Pollution by Garbage from ships and controls the way in which waste material
Chief Engineer will supply technical advice to the pollution • Non combustible dry waste
is treated on board ship. Although it is permissible to discharge a wide variety
control team of garbage at sea, preference should be given to disposal utilising shore • Other waste, including oily rags, cans and chemical cans
Chief officer is in overall charge of the on board clean facilities where available.
up/prevention operation Garbage Disposal Procedures
Deck duty officer assists the chief officer in cleaning up any Special Areas
spillage and the prevention of further pollution Food Waste
Duty seaman and additional crew members used as required These are areas designated under MARPOL 73/78 which have stricter
restrictions for the disposal of wastes and garbage. Food waste production for approximately 50 people is given as 15 to 25kg per
day or 75 to 125 litres per day without compacting.
Drills must be carried out on a regular basis, practising the team in all aspects
of their duties and responsibilities. Reference should be made to MARPOL 73/78 Annex I, Regulation 10,
however to summarise the special areas are: The daily food waste produced is collected in bags in the galley and
transported by hand to the waste management room on the upper deck.
In order to comply with the ISM code, a record must be kept of the drills, the • Mediterranean Sea
effectiveness of the team and any recommendations for improvement.
• Baltic Sea Dry Waste
(Note: The oil dispersant is for use on deck and must not be used over-side • Black Sea Dry waste production for approximately 50 people is given as approximately
without the permission of the local authorities.) 30kg per day or 1000 to 1500 litres per day, without compacting.
• Red Sea
Pads may need to be turned over in order to allow both sides to absorb oil. • Persian Gulf Area The volume can be reduced by a factor of 5 by shredding or compacting
• Antarctic Region the waste.
Absorbent granules should be used in conjunction with the booms to directing
or pool the oil. They are also used to extend and stop breaches in the boom. • North Sea Dry waste from the accommodation is collected in the waste management
room and compacted.
Food waste ONLY is permitted to be disposed of inside a special area,
Atmospheric Emissions but not less than 12 miles offshore. No other garbage can be disposed of Dry waste from the engine room is taken directly to the garbage room.
within a special area.
Funnel Smoke
Other Waste
Garbage Outside Special Areas
The engineer officer on duty is responsible for monitoring the funnel smoke Cans that have contained oils or chemicals must be stored in the garbage
indicators, adjusting the combustion as required to ensure the smoke colour room before discharge ashore.
Disposal of plastics, including plastic ropes and garbage bags, are prohibited.
which is lighter than shade two on the Ringlemann scale.
Floating dunnage, lining and packaging are allowed over 25 miles offshore.
The deck officer of the watch is responsible for informing the engineer officer on
duty, should excessive smoke emission be observed issuing from the funnel.

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 Nele Mærsk Deck Operating Manual
5.2.6 EMERGENCY REPORTING i) Details of cargo etc.. lost overboard. Actions taken after grounding
Involvement of other parties
The particulars of all accidents or incidents involving the ship and/or her j) Any other relevant information. Tugs
personnel must be sent as soon as possible to Head Office by a secure means. Port Authorities
Initial incident reporting may be advised via the telephone, the contents of (Note: Nil reports, as applicable, must be made under each heading. This is Classification Societies
the call being confirmed by telex. A full report must be made at the earliest particularly important in the case of casualty reporting. Plain language P & I Club (Involved if third party damage incurred)
opportunity. It would be beneficial to keep a template of the following Initial should be used in preference to code.)
Incident Report ready for use on each telex communication system. View on cause of grounding
Checklists for Specific Accidents
Initial Incident Report Manoeuvring Accident
In the following it will not always be necessary to report on each item listed
Voyage from - to. Date and time
a) Date and time (UTC) of the incident (a six figure group; first and conversely the list will not always cover every item that needs comment.
Position (latitude and longitude)
two figures day of the month, last four figures, the hours and Remember that the reports are used by Head Office to ascertain the particulars
Berth
minutes using the twenty four hour clock). of an accident and, therefore, to enable them to act accordingly.
Describe manoeuvre being carried out
b) Nature of the incident; collision, grounding, fire etc. Sufficient Grounding Describe circumstances leading up to accident
detail must be given to allow an overall appreciation to be
Courses steered
made.
Voyage from - to. Date and time of grounding Positions
Position of grounding (latitude and longitude for clarity) Engine movements
c) Position of ship. Latitude and longitude is preferred along with
Draught of ship Weather conditions
a general statement of where the vessel is.
Cargo/ballast and bunkers on board, where stored Wind force and direction
Sea state
d) Name, nationality and type of any other ship involved.
Heading of ship in grounded position Tidal conditions
Soundings plan, prior to grounding, at time of grounding and Bridge manning, also any witnesses
e) Nature and extent of damage.
repeated as necessary at various stages between high and low Pilot involvement
• To own vessel water
• To any other vessel or installation involved Tidal conditions Damage incurred by own ship, jetty or others
Nature of bottom
f) Casualties if any, including those missing: Identify grounded section of ship Actions taken after accident
Damage incurred or suspected Involvement of other parties
• To own vessel Tugs
Oil pollution actual or potential
• To any other vessel or installation involved Port Authorities
Weather conditions at time of grounding updated as necessary Classification Societies
g) State of sea and weather. Wind force and direction P & I Club (Involved if third party damage incurred)
Sea state Surveyors
h) If immobilised and towage or other assistance may be necessary, Visibility
the following additional information must be included. Current, set and drift View on cause of accident
Chart or charts in use
• Set and drift of current (Note: All cases of known or suspected hull damage are to be recorded.)
Positions, courses steered, engine movements prior to
• An estimate of how long the vessel can safely remain grounding
without assistance under the prevailing circumstances Heading and estimated speed of ship at time of grounding
• Nature of any assistance required Bridge manning at time of grounding
Navigation aids in use
• Give the names and positions of any Company ships Pilot involvement
contacted, and those of associated companies in the Position and movement of other ships in the vicinity where
vicinity relevant
• Estimated time of readiness to proceed

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 Nele Mærsk Deck Operating Manual
Heavy Weather Damage AMVER Deviation Report
Voyage from - to. Date and time of damage This report is used to notify AMVER of any changes to the original sailing
The principle of any ship reporting system is to tap the resources of the
Position of grounding (latitude and longitude for clarity) plan that take place in the course of a voyage. Should the vessel receive a
numerous merchant vessels that are at sea at the time of a marine incident.
Draught of ship change of orders the sailing plan should be reviewed and any changes that
One or more vessels may offer the earliest possible response if located
Cargo/ballast and bunkers on board may apply advised in the form of a deviation report.
near the casualty. The purpose of AMVER is to maximise the effectiveness
of response to a marine emergency by co-ordinating and controlling the Pro-forma messages are printed in the Admiralty List of Radio Signals.
Circumstances leading up to the damage
assisting ships.
Course steered (include adjustments made because of
the weather) Vessels participating in the scheme also receive a comprehensive guide in
AMVER (Automated Mutual-Assistance Vessel Rescue) is operated by the the form of the AMVER users manual. Full details of the scheme can be
Engine revolutions (include adjustments made because
United States Coastguard for all merchant vessels of more than 1,000 grt, obtained from:
of the weather.)
on voyages in excess of 24 hours, regardless of nationality. AMVER centres
Weather
located in New York and San Francisco are capable of processing data
Wind force and direction The Commander Atlantic Area,
automatically and in the event of a marine incident co-ordinate the vessels
Sea state and swell
most suitable to respond. The data is received through a vessel reporting US Coastguard
Visibility
system, these reports may be made free of charge through participating
Governors Island
stations.
Particulars of damage
New York
The reports are made in the following format:
Any action taken to make good the damage NY 1004 - 5099
Outstanding repairs USA
List of damaged equipment requiring replacement Sailing Plan
or
This report may be made well in advance of departure from a port. The
Loss of Anchors report includes the ship’s name and call sign, the ports of departure and The Commander Pacific Coast Area,
destination, and the navigational route to be followed between them, along
Voyage from- to. Date and time US Coastguard
with estimated departure and arrival times. Any special resources such as
Position (latitude and longitude) also give additional advanced communication systems should also be included in the report. Government Island
details such as actual bearings and radar distances
Depth of water and nature of bottom Almeda
Tidal state and current Departure Report California
This report is transmitted as soon as possible after departure. It should include 94501 - 5100.
Operation in progress the ship’s name, call sign, and time of departure and either confirm that the
Anchoring original sailing plan remains valid or update the changes instigated.
Weighing anchor AUSREP
At anchor
Position Report
A similar system is in existence on the Australian coast under the name
Method in use This report is transmitted within 24 hours of departure and continue to be AUSREP. Participation in this scheme is compulsory for all vessels navigating
Walking out transmitted within 48 hour intervals during the course of the voyage. It should between Australian ports. The scheme follows a similar reporting format to
On the brake? include the ship’s name, time and position, together with the destination AMVER and full details are listed in the Admiralty List of Radio Signals.
and latest ETA.
Which anchor and how much cable lost
Arrival Report
Any other damage
This report takes the form of a simple statement that the vessel has reached
her intended destination. It should be transmitted as soon as practicable
upon arrival.

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 6.1 Mooring

6.1.1 Mooring Arrangement

6.1.2 Anchoring Arrangement

6.1.3 Anchoring, Mooring and Towing Procedures

Illustrations

6.1.1a Mooring Arrangement

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 Nele Mærsk Deck Operating Manual
Illustration 6.1.1a Mooring Arrangement

Aft Mooring Deck F'wd Mooring Deck

2 3 7 1 8 6
4

1 2 Remote Control
D 5
1 Stand: Windlass
Remote Control
Stand: Mooring Winch
13 3
4

13 1
2 9
3

8
1 10
7
5
10
1
2 2

1
8

7 2
2
1
Winch Remote Control Stand 13

1 13
4 1 Four Head
3 Lines
Four Stern
Lines Remote Control
Stand: Mooring Winch
7 D
5
2 Remote Control
Stand: Windlass
4

2 3 1 8 6
One Spring One Spring Key

1. 450mm Bollard 7. 360mm x 260mm Panama Chock (Double Type)

2. 300mm 2-Roller Fairlead 8. 310mm x 260mm Panama Chock (Single Type)

3. 300mm 3-Roller Fairlead 9. Anchor Stopper

4. 300mm Pedestal Fairlead 10. Cable Clench

5. 360mm x 260mm Panama Chock (Double Type) 13. 450mm Bollard Combined with 300mm Roller

6. 310mm x 260mm Panama Chock (Single Type) Remote Control Stand Local Control Stand

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 Nele Mærsk Deck Operating Manual
PART 6: MOORING AND DECK SYSTEMS Reduction Gears f) Stop the winch by placing the control lever in the neutral
The gearcase is of totally enclosed watertight construction containing a pinion position.
6.1 MOORING and a gear wheel. The gear sits in an oil bath and the main bearings are force
feed lubricated by a plunger pump driven by the motor shaft. g) Engage the drum brake and disengage the clutch lever.
6.1.1 MOORING ARRANGEMENT
h) Stop the winch motor.
Driving Unit
Manufacturer: Kamewa
The driving unit consists of a 440V, 3-phase, 60 Hz electric motor.
Type: MW 150 EA (M1,2,3,4,5) Auto Tension Facility
Controls It is possible to use the mooring winch as a self-tensioning device during
Mooring Winch
Each mooring winch can be remotely controlled from the ship’s side at a more loading and unloading operations;
Seven mooring winches are fitted: advantageous position or, alternatively from near the winch unit itself.
a) Start up the winch motor.
• One on the foc’sle deck, port side incorporating one split winch The control unit consists of a variable speed control lever allowing the winch
drum and one warping end. to be operated at three speed settings in either direction, an indication light b) Synchronise the clutch, turning the motor as necessary and
panel with rope tension metre and a changeover switch allowing the winch to engage the same.
• One on the focsle deck, starboard side incorporating two split
drums. be used as a self-tensioning unit.
c) Insert the locking pin into the clutch lever.
• One on the starboard side of the focsle deck combining one
Conventional Mooring d) Release the band brake.
split drum and one warping end with the windlass
A total of ten 70 mm diametre nylon ropes are capable of being deployed from
• One on the port side of the focsle deck combining one split
winch drums for the mooring of the vessel. At the forward end each cable lifter e) Pay out or haul in the mooring rope to the required tension
drum and one warping end with the windlass
has one rope drum attached. These can be deployed as breast lines or springs shown on the force indicator with the control lever.
• Three on the poop deck ; one port side and one starboard side, depending on the berth configuration. Forward of the windlass units, on both
each with two split drums and a warping end, and one centrally the port and starboard side, are two winch units with a single and double drum. f) Switch the auto-tension control switch to the automatic mode
located with one split drum and a warping end. These ropes can be deployed as headlines or breasts as required. and watch for the AUTOMATIC ON lamp to illuminate, and
the READY FOR OPERATION lamp to extinguish. The winch
Wire Drum On the after end of the vessel there are three winches, two with double drums will automatically maintain a tension on the rope within 20%
which can be deployed as sternlines, breasts or springs and the centre winch of the preset level allowing the winch to pay out or heave in
Declutchable split drum with band brake: with a single drum. The after two are used for stern lines or breasts, whilst as the strain varies.
the third winch has its drums in the thwartship position and is primarily used
Drive source: Electric for breast lines or springs. An overload warning device is installed to prevent the motor reaching
Drum capacity: 220 metres 70 mm diametre nylon rope overload levels. When the force on the winch motor has risen between 1.2 -
Clutch control: Manual 1.3 times the nominal force, the winch will pay out the rope until the force
Operation of the Drum drops below the nominal value.
Brake control: Manual
Winding load: 15 ton at first layer a) Start up the winch motor and check to ensure that the READY
Winding speed: 15 metres/minute FOR OPERATION lamp illuminates.
Light line speed: 60 metres/minute
b) Synchronise the clutch, turning the motor as necessary and
Brake holding load: 675 kN engage the same.

Warping Drum c) Insert the locking pin into the clutch lever.

One fixed warping drum keyed on the main shaft, non-whelp construction: d) Release the band brake.
Winding load: 15 ton on drum e) Pay out or haul in the mooring rope as required with the three
Light line speed: 60 metres/minute speed control lever.

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 Nele Mærsk Deck Operating Manual

Winch/Windlass Remote Control Stand

Combined Winch/Windlass with Local

Control Stand

Winch/Windlass Local Control Stand

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 Nele Mærsk Deck Operating Manual
6.1.2 ANCHORING ARRANGEMENT Reduction Gears h) Lower the anchor to the water, controlling the speed of descent
with the control lever of the windlass motor unit.
The gearcase is of open type, the gears being protected by a steel cover.
Manufacturer: Kamewa
Model: CU 78 U3 Cable Lifter h) Secure the anchor brake when the cable has reached the bottom
The cable lifter is of five whelp construction equipped with a hydraulic remote or the required scope has been laid out, then disengage the
controlled brake. Situated outboard of each cable lifter is a roller guide and clutch lever.
Combined Anchor Windlass/Mooring Winches anchor cable stopper. The cable stopper is of welded steel construction pivoted
with a counterweight to aid its positioning, and simply rests against the i) Slowly release the brake until the cable starts to run out, check
Windlass direction of force of the anchor acting as a stopper against the anchor itself. the rate of descent of the cable using the brake as required.
One declutchable cast steel cable lifter with band brake is fitted. A bellmouth CAUTION
Two 6.975 tonne AC 14 high holding power stockless anchors of cast steel
with chain stopper is included for each cable lifter. When the anchoring speed is too high, it is possible that the anchor will
construction are fitted along with an anchor chain of U3 high strength steel
with a breaking strain of 4500kN. The chain is connected to the anchor with run away and the brake lining may become damaged by heat.
Performance of Cable Lifter
a swivel and Kenter joining shackle, a further joining shackle is fitted every
27.5 metres (one shackle). The end of each anchor cable is secured at the j) Screw up the brake tight when the required amount of cable
Lifting load: 30 ton has been released, but check to ensure that not too much weight
upper part of the chain locker with a release system which can be operated
Lifting speed: 9 metres/minute from outside the locker. comes on the cable.
Chain diametre: 78 mm
Driving Unit k) Apply the chain stopper.
Brake holding load: 2025 kN
The driving unit consists of a 440 V, 3-phase, 60 Hz electric motor.
l) Stop the windlass motor.
Controls
Combined Mooring Winch Each mooring winch and windlass can be remotely controlled from the Alternatively the anchor may be walked out completely until the required
A mooring winch is combined with the anchor windlass and equipped with ship’s side, at a more advantageous position, or alternatively from near the scope of cable has been laid out.
one split wire drum and one warping end. winch unit itself.
Hauling in the Anchor
The control unit consists of a variable speed control lever allowing the
Drum a) Start the motor for the windlass.
winch to be operated at three speed settings in either direction, an indication
One declutchable split drum with band brake is fitted. light panel with rope tension metre, motor load indication (Amps) and a
changeover switch allowing the winch to be used as a self-tensioning unit. b) Engage the claw clutch of the windlass.
Drive source: Electrical The windlass local control stands have digital indication of laying out speed
and length of chain layed out. c) Release the chain stopper.
Drum capacity: 220 metres 70 mm diametre nylon rope
Clutch control: Manual Operation d) Release the windlass brake band.
Brake control: Manual
Lowering the Anchor by the Motor e) Move the control lever in the direction of the 'up' arrow
Winding load: 15 ton at first layer
Winding speed: 15 metres/minute (HEAVE).
a) Start the electric motor for the windlass.
Light line speed: 60 metres/minute
f) Haul in the anchor, reducing the speed to minimum as the
Brake holding load: 675 kN b) Remove the spurling pipe and hawse pipe covers. anchor reaches the near housed position.

Warping Drum c) Engage the clutch of the windlass. g) Engage the brake band and chain stopper.

One fixed warping drum keyed on the main shaft, non-whelp construction d) Insert the locking pin into the clutch lever. h) Disengage the claw clutch lever.
is fitted.
e) Remove the chain stopper of the anchor. i) Stop the electric drive motor.
Winding load: 15 ton on drum
Light line speed: 60 metres/minute f) Release the band brake. j) Secure the hawse pipe and spurling pipe covers as required.

g) Check over the side to ensure that it is clear.

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 Nele Mærsk Deck Operating Manual
6.1.3 ANCHORING, MOORING AND TOWING PROCEDURES paid out under control, usually in sections of one shackle or Towing
shot, which is 26m (15 fathoms) (emergencies excepted).
Towing operations lead to large loads being applied to ropes, fairleads, bitts
General e) Ensure that the windlass operator and others in the vicinity, and connections. A sudden failure of any part of the towing arrangement
wear goggles, hard hat, safety shoes and a good pair of can have serious consequences, which should be considered, and appropriate
When anchoring, mooring or towing, the main priority at all times shall be
overalls. safety precautions taken.
the safety of personnel, the vessel and its cargo and the prevention of damage
to the terminal or berth. This includes other ships, floating hoses, mooring
f) Ensure adequate communication is established and maintained Only mooring lines in good condition, specifically allocated to towing, should
boats, tugs or any other objects in the vicinity. Remember a safe operation
between bridge and focsle. be deployed to tugs. These lines, one forward and one aft, should be kept
is an efficient operation.
apart and not used for mooring except in an emergency. The towing lines
g) Anchors that are housed and not required should be secured and associated equipment must be inspected prior to use. Any line found with
Safe mooring should also include the use of proper clothing, teamwork,
against accidental release. defects, and or excessive wear, must be rejected for use as a towing line.
communications, use of a mooring plan, team selection and briefing prior
to arrival.
h) When the vessel has completed anchoring and the brake Particular attention is drawn to the need to ensure that roller fairleads,
applied, ensure that the cable stopper is lowered and correctly bollards etc.. are:
All operations should comply with the Code of Safe Working Practices for
Merchant Seamen and the terminal and port requirements. positioned to prevent jumping. Cable stoppers form an integral • Suitably sited to avoid obstructions
part of cable restraint equipment and are designed to take the
anchoring loads. • Effectively secured to the ship’s structure
Anchoring Procedures • Not unacceptably weakened by corrosion or age
i) After heaving up the anchor and before entering open seas,
Clearing the anchors is the term used for removing the anchor securing • Of suitable design, with a SWL for the intended use
ensure that the anchor is not twisted in the hawse pipe and
chains. that the flukes are gently heaved hard up against the hull.
Suitable communications should be established between the bridge and
Cable stoppers must also be in position, together with securing
a) Prior to removing the chains, the windlass should be turned mooring station prior to the commencement of operations.
chains.
over, then operated in the heave mode, to check that the brake
is secure. Once it is certain that the brake is secure, the chains Persons involved in towing operations should be briefed in their duties and
j) To prevent flooding of the chain locker at sea, spurling pipes the necessary safety precautions.
may be removed. However, the cable stopper is to remain in should be properly covered and chain lashed.
the lowered position.
Care shall be taken to keep clear of rope bights. Similarly, whiplash areas
It is obviously good seamanship for all deck officers to become acquainted should be evaluated, with personnel warned of the consequences of parting
b) Before lowering, letting go and heaving-in, always check that with the method used to secure the cables within the lockers, since the need
the area below and in the vicinity of the anchor is clear of lines and associated danger zones.
to slip a cable may be both unexpected and urgent. A prolonged search for
small craft, tugs etc. the bitter end release mechanism, only to find it seized, is not in keeping When letting go of towlines, ensure all personnel are clear of the end eye.
with good seamanship. Always keep the mechanism lubricated and free of Preferably, the eye should be lowered, under control of a slip line, thus
c) Before letting go, always ‘walk’ (lower in gear) the anchor out obstructions. avoiding danger of injury and line snagging.
of the hawse pipe close to the waterline. In waters up to 20m
deep, the anchor and cable can be let go on the run. In waters
The surfaces of fairleads, bollards, bitts and drum ends should be kept clean
over 20m deep, the anchor should be first walked out close to
and maintained in good condition. Rollers and fairleads should turn freely
the seabed and then let go. This ensures the anchor will not
and be in a sound condition.
be damaged after falling a considerable distance onto a hard
seabed, also the cable will not run out of control and cause The decks of mooring areas should be treated to ensure anti-slip properties.
excessive weardown of the brake. This can easily be accomplished by spreading fine salt free sand on top of wet
paint or using dedicated anti-slip paint.
d) When anchoring, it is preferable to have a slight astern
movement over the ground. As a guide, this should not be in Always ensure there are sufficient personnel available at each mooring station
excess of half a knot in water depths up to 20m. Where the to accomplish their assigned tasks safely.
water depth is in excess of 20m, it is preferable to have zero
speed over the ground until it is confirmed that the anchor is
on the bottom. Slight stern way can then be allowed to build
up, with the anchor cable developing a lead and the cable being

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 Nele Mærsk Deck Operating Manual
Handling Moorings • DO ensure all spool drums are reeved in the correct direction, Requirement for Tug Handling
so that the load is transferred to the fixed part of the brake
When handling moorings the following guidelines should be followed. band. Only use properly placed closed fairleads and associated bollards, which have
a direct lead from fairlead to bollard, for the securing of the tug’s line.
• DO ensure all winch controls are clearly marked.
• DO NOT surge synthetic ropes on drum ends.
• DO have an axe and sharp knife always available, and a A means for heaving the tug’s line aboard with the ship’s heaving line or
• DO NOT stand too close to winch drum or bitts when holding a flashlight for night operations. messenger must be provided, i.e. use of suitable fairleads, bollards, etc.. to
line under tension. If the line surges personnel could be drawn lead the heaving line on to the warping head of a mooring winch. The person
into the drum or bitts. Stand back and hold the line at a point Fire Wire operating the winch must have line of sight to the person at the ship’s side
about one metre away from the drum or bitts. directing the operation.
These wires must hang over the opposite side of the vessel to the berth, and
• DO NOT apply too many turns; generally 4 turns are are required so that tugs may pull the ship away from a berth, without the
sufficient. assistance of crew members, in the event of an emergency. A fire wire can be Environmental Effects On Mooring
• DO NOT bend the rope excessively. provided by securing a wire to bollards with six full turns and led directly to
a ship side fairlead, with no slack on deck. At no time should the free end The moorings of a ship must resist environmental forces such as:
• DO NOT stand in the bight of a rope.
eye of the fire wire enter the water.
• DO NOT leave loose objects in the line handling area. If a line Wind forces, which vary with the amount of exposed area of the ship and
breaks it may throw such objects around as it snaps back. direction of blow, such as offshore or onshore. Ensure the moorings have
General Mooring Procedure adequate strength and length to meet adverse weather in order to avoid any
• DO NOT have more people than necessary in the vicinity condition which may lead to a dangerous occurrence. A weather report from
of a line. another ship or port will give a clear picture of the situation.
Mooring to Berth
• DO NOT hold a line in position by standing on it.
Current, which can increase or decrease the effect of wind.
• DO NOT lead wires through excessive angles. a) Select and brief the mooring party of the known situation prior
to the pilot boarding. Tidal range is the most common cause of line failure whilst moored to a
• DO NOT use leads out of alignment with the spool or drum
end (warping drum). jetty, sea island or quay.
b) Consult with the pilot for mooring requirements at the berth
• DO NOT leave winches and windlasses running unattended. and construct the final plan. Surging, caused by interaction with a passing ship, may cause shock loading
• DO NOT attempt to handle a wire or rope on the drum end, on the mooring lines e.g. whilst the vessel is moored in a narrow channel, to
unless a second person is available to assist in removing the c) Brief the officers in charge of the mooring stations regarding buoys at bow and stern, awaiting transit through canals or berth vacancy. The
build up of slack. the mooring plan. Ensure they understand all requirements and vessel should have enough lines to the buoys to resist any possible effect.
that the plan meets with their approval.
• DO NOT allow a rope or wire being paid out to run out of In some ports the berth is exposed to the sea, where a high long swell is
control. Always ensure a line has one turn on the bitts before d) Prepare mooring stations forward and aft. Lines should be run present. Doubling up the lines in the same direction as the external force can
being paid out. Wires on dedicated stowage reels (not mooring to the fairleads in accordance with the plan. reduce the cradle effect on a vessel. The wear and tear of mooring lines can be
winches) must never be paid out directly. reduced by having rollers fairleads and lines lubricated.
• DO NOT use dangerously worn lines. e) Have messengers of natural fibre rope, and heaving lines of
appropriate size, ready in advance. Draught changes, in combination with other factors, can use cause excessive
• DO take care when letting go lines, as the end of a line can
strain on mooring lines and have an adverse effect on loading arms. This
whiplash and cause injury or snag. To avoid this, it may be f) No personnel should attend mooring stations unless they are can be avoided by close observation of the tidal condition during loading
necessary to rig a slip line to assist in controlled slacking. wearing safety shoes, a safety helmet, a boiler suit, suitable and discharging.
• DO wear a safety hat. gloves and any other items of safety clothing that may be
deemed necessary.
• DO wear gloves when handling wires.
• DO ensure adequate communications are established before g) Fire wires, fore and aft on the seaward side, must be rigged
starting operations. according to terminal requirements, or with the eye maintained
• DO ensure that only experienced persons are permitted to one metre above water level at all times, along with 6 full
operate winches. turns on a pair of bitts.

• DO use all split spool drums correctly, with the last few turns
changed to the narrow part of the split drum.

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 6.2 Lifting Equipment

6.2.1 Provisions Cranes

6.2.2 Accommodation Ladders

Illustrations

6.2.1a Deck Cranes

6.2.2a Accommodation Ladder

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 Nele Mærsk Deck Operating Manual
Illustration 6.2.1a Deck Cranes Fuel Oil Hoist Davit In Stowed Position
Steel Wall
Hoisting L/S Protection Box
For Remote Pushbutton Control Junction Box No. 2

Junction Box No. 1

Junction Box No. 2

Manual Hoisting Handle
For Emergency Operation
Junction Box No. 1

Protection Box Manual Slewing Handle Manual Hoisting Handle

For Remote Pushbutton Control For Emergency Operation
Manual Slewing Handle

Ship Side

8 Ton Monorail Hoist

Top Sheave Assembly

Folding Bar Assembly Tension Bar

Folding Wire Luffing Winch

Cable Reel

Rail Support

Hoisting Unit Travelling

Assembly Assembly
Crane Inspection Cage
Load Block
Assembly

Port Starboard

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 Nele Mærsk Deck Operating Manual
6.2 LIFTING EQUIPMENT • Limit switchs at both ends of the travelling passage for Fuel Oil Hose and Suez Boat Handling Davit
automatic stopping.
6.2.1 CRANES Maker: Sewang Marine Machineries Co Ltd
• Locking device preventing damage or movement of the crane
due to ship motion when the crane is not in operation. No. of sets: 2
Provision Crane and Engine Part Crane SWL: 5 tonnes
• Overcurrent relay for overload protection.
Maximum outreach
Maker: Dongwoo Machinery and with horizontal jib: 2.5 metres
Driving Unit
Engineering Co Ltd Hoisting speed: 15 m/min
Type: 8 tonne monorail The hoisting device consists of an electric hoist having an integral motor
with brake. Slewing sector: 200°
No. of sets: 1 Maximum lifting height: 22 metres
SWL: 8 tonnes The travelling device is composed of single flanged wheels, gearbox and
Maximum outreach motor with brake. Travelling movement is performed by driving the pinion on
Description
with horizontal jib: 4 metres the rack mounted on the travel rail.
Two fixed jib hose handling davits are installed on A deck at each bunkering
Maximum lift: 33 metres
Cable Reel location, port and starboard sides of the vessel. The davits are powered by
Hoisting speed: 15 m/min a 19kW 440 V electric motor for the hoisting mechanism and manual crank
Travelling speed: 15 m/min To facilitate the hoist’s movement along the monorail track, the control cable handle for the slewing apparatus.
is stored on a spring type cable reel which automatically pays out or winds in
as the hoist moves along the rail.
Description Davit Control
One electrically driven monorail crane hoist of SWL 8 tonnes is installed on Brake Unit The davit is operated from the local position at each bunkering station on
the boat deck aft of the accommodation block for the handling of provisions, A deck and consists of an electric motor with 15 metres of power cable
engine parts and the Suez canal mooring boat as necessary. The brake consists of two steel plates, one spring loaded, which requires connecting to a control box housing a pushbutton for hoisting, lowering,
power to create a magnetic field and release the unit so that when there is emergency stop and on/off switch. The slewing is carried out manually using a
The hoist consists of a rail suspension type unit, travelling rail, rail support a power failure the system will automatically engage the brake and prevent crank handle engaged in a gear which then turns the davit directly.
structure, feeding units, and control equipment. the load running away.
Safety Features
Folding extension arms are located on each side of the hoist allowing the unit Basic Operation
to extend up to 4m over the ship’s side. The davit is provided with the following safety features:
a) Release the lashing of the hoist. • Hoisting limit switch
Crane Control • Automatic mechanical safety brake
b) Engage the travelling motor by pressing the PORT or STB’D
Hoisting, lowering and travelling of the hoist are driven electrically. Each • Interlock switch for emergency operation
pushbutton on the control box.
operation is conducted with the applicable pushbutton switch located on
the control box. • Overcurrent relay for overload protection
c) When at the required travelling point, activate the hoisting
motor by depressing the LOWERING pushbutton on the • Travelling lifter
The control box consists of a waterproof outer casing housing the pushbutton
controller.
controls which is connected to the switch box via a 10 metre flexible cable.
This allows the operator the flexibility to move with the equipment and thus
d) When required, hoist the load by depressing the HOISTING
remain in the most advantageous position at all times.
pushbutton.

Safety Features e) Move the load along the monorail as required with the PORT
The crane is provided with the following safety features ; or STB’D pushbuttons.

f) On completion of operations, stow the hoist over the inspection

• Upper and lower limit switches for the hoisting and rail folding
cage and resecure to prevent movement.
operations.

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 Nele Mærsk Deck Operating Manual
Illustration 6.2.2a Accommodation Ladder
Accommodation Ladder Auxiliary Ladder
Stanchion Stand Stanchion Stand

Stopper For Davit Lashing Hook Bolt Upper Platform Guide Sheave Sets Platform

Stowing Davit Spindle Pipe Upper Platform

Skid Plate Turntable Guide Sheave

Stowing Davit
Post For Davit Spindle Pipe

Winch Spindle Rest Rest Bolster For Davit Spindle Rest Winch
Electric Motor Shaft Holder Shaft Holder Electric Motor
Bolster For Davit

Ladder Fall Rope

Rigging Diagram
Wire Hanger

Rigging Diagram

Accommodation Ladder Accommodation Ladder

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 Nele Mærsk Deck Operating Manual
6.2.2 ACCOMMODATION LADDERS e) To raise the ladder, press the UP button on the control switch d) Lower the ladder down further as required.
box.
The vessel is equipped with four accommodation ladders, two on each side e) To raise the ladder press the UP button on the control switch
of the vessel. The main accommodation ladders are located at the sides of the Sufficient grease nipples are provided to ensure that with regular maintenance box.
accommodation block at the upper deck level and the auxiliary ladders are and greasing operation of the ladders should be trouble free.
located at each side of No.4 hold, also at the upper deck level. Sufficient grease nipples are provided to ensure that with regular maintenance
Manual operation is possible in the event of power failure. and greasing operation of the ladders should be trouble free.
Main Accommodation Ladders a) Disconnect the power supply from the motor. Manual operation is possible in the event of power failure.
Maker: Jung-A Marine equipment MFG .Co. Ltd a) Disconnect the power supply from the motor.
b) Engage the winch handle into the gearbox end.
Motor: Electric, 3.7 kW/1730 rev/min
Speed: Approximately 14.2 m/min c) Turn the handle in the required direction to raise or lower b) Engage the winch handle into the gearbox end.
Supporting load: 530 kg the ladder.
c) Turn the handle in the required direction to raise or lower
Length: 12.05m
the ladder.
Auxiliary Accommodation Ladders
Description
Maker: Jung-A Marine equipment MFG. Co. Ltd
Motor: Electric, 2.2 kW/1,720 rev/min
Two identical accommodation ladders are fitted on the port and starboard
Speed: Approximately 14.4 m/min
sides of the upper deck facing aft at the accommodation block. The ladders in
the inboard position are secured by metal dogs and clamps and are designed Supporting load: 525 kg
to reach the ballast waterline at a maximum angle of 55°. Length: 8.605m

Once the securing dogs and clamps are removed, the operation of swinging out
and lowering/hoisting is all done from a control switchbox with a wandering Description
lead. The winch motors are elecric drive. Each bridge wing also has a
control switchbox for the operation of the respective main accommodation Two identical auxiliary accommodation ladders are fitted on the port and
ladder. The starter isolating panels are located in the air conditioning room starboard sides of the upper deck facing aft at No.4 hold. The ladders in the
on A deck. inboard position are secured by metal dogs and clamps and designed to reach
the ballast waterline at a maximum angle of 55°.
Operation
Once the securing dogs and clamps are removed, the operation of swinging out
and lowering/hoisting is all done from a remote control switchbox powered
a) Connect the control switch box into the socket in the control from an elecric motor.
box at the individual accommodation ladder.
Operation
b) Turn on the main power switch on the starter box.
a) Connect the control switch box in the socket of the main
c) Swing out the ladder and upper platform into an outboard switchboard unit.
position ready for lowering by pressing the DOWN button
on the control switch box. Ensure the area below the ladder b) Turn on the main power switch on the starter box.
is clear.
c) Swing out the ladder and upper platform into an outboard
At this time a short pilot ladder can be attached to the bottom of the pilot position ready for lowering by pressing the DOWN button
platform at the base of the ladder if required. on the control switch box. Ensure the area below the ladder
is clear.
d) Lower the ladder down further as required.
At this time a short pilot ladder can be attached to the bottom of the pilot
platform at the base of the ladder.

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 6.3 Lifesaving Equipment

6.3.1 Lifeboats and Davits

6.3.2 Rescue Boat and Davit

6.3.3 Liferafts

6.3.4 Self-Contained Breathing Apparatus

6.3.5 Lifeboat Survival Guide

Illustrations

6.3.1a Lifeboat and Davit

6.3.2a Rescue Boat and Davit

6.3.3a Liferaft Release

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 Nele Mærsk Deck Operating Manual
Illustration 6.3.1a Lifeboat and Davit

2 21

19
8 1 21 3

4
16

5
14 22 23
15 18

13

12 16

11
17
24 20
9

10

Key

1. Cradle 7. Pivot Pin Assembly 13. Maintenance Platform 19. Brake Release Line (In Boat)
O
2. Falling Block Assembly 8. Wire Rope For Hoisting 14. Frame Assembly (Aft-Side) 20. Brake Release (On Deck)
20
3. Suspension Chain 1 9. Limit Switch 15. Frame Assembly (Fore-Side) 21. C/T Sheave Unit
4. Suspension Chain 2 10. Winch 16. Sheave Unit Assembly 22. Sheave Unit Assembly
5. Davit Arm Cradle Stopper 11. Operation Plate 17. Lashing Rope 23. Sheave Unit Assembly
6. Boat Rest Assembly 12. Embarkation Platform 18. Cross Pipe 24. Guide Skid

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 Nele Mærsk Deck Operating Manual
6.3 LIFESAVING EQUIPMENT The centre section of the boat contains the water tank, fuel tank and equipment f) Embark all personnel, ensure they are strapped in, then start
tanks, with access available to the drain plug. A manual bilge pump is the engine.
6.3.1 LIFEBOATS AND DAVITS provided.
g) Pull continuously on the brake remote control wire until the
boat reaches the water, or lift the brake lever manually on
Lifeboats General Lifeboat Lowering Procedure the boat deck.
Maker: Fr. Fassmer GmbH & Co a) Rig the painter, ensuring that the manual winding handle is
h) When the lifeboat reaches the waterline, release the brake
No. of sets: 2 removed.
remote control wire and operate the falls hook quick release
Model: GMR7.4 34P lever.
b) Withdraw the toggle pin at the winch brake lever.
Dimensions (LxBxH): 7.44m x 2.70m x 1.19m
Number of persons: 34 i) Check that the falls have released from the hooks and are clear.
c) Withdraw the toggle pin and release the davit arm cradle
Weight: Light load (including loose equipment) 3,400 kg stopper.
j) When ready, release the toggle painter, move ahead on the
Persons (75kg x 34) 2,550 kg engine and steer away from the vessel.
d) Release the davit arm gripes by releasing their slip hooks.
Total davit load for lowering 5,950 kg
CAUTION!
e) Open the entrance door at the aft end of the boat. The helmsman The lifeboat engine may be run for a maximum of five minutes whilst
Engine maker: BUKH should enter first and prepare to start the engine. The battery not waterborne. During this period the propeller clutch must not be
Model: DV 24 RME system is charged via a solar cell situated on the helmsmans engaged, otherwise the propeller gland seal will be damaged.
Engine type: Diesel, water cooled with header tank and external canopy.
keel cooler
Horse power: 24hp Lifeboat Release
Speed: 6 knots Control Line
Fuel tank capacity: Suitable for more than twenty four hours duration

The lifeboat is moulded from polyester resin, with the space between the
seat, hull, canopy and canopy liner filled with polyurethane buoyancy foam, Solar Panel
which provides the craft with enough buoyancy to remain afloat and upright, for Battery Charging
even if holed below the waterline. The lifeboat is totally self-righting when
fully loaded and flooded.

The craft is fitted with two lifting hooks, which are designed to be released
simultaneously from inside the craft when it is fully waterborne.
Embarkation
WARNING Door
It is possible to release the hooks when the boat is out of the water,
but this procedure is EXTREMELY DANGEROUS and must only be
considered in very special circumstances.

The steering position is arranged so that there is an adequate view forward, aft
and both sides for safe launching and manoeuvring.

The main engine starting battery and the emergency starting battery are
contained in watertight boxes, recessed into the inner liner aft of the engine
compartment. A fuel shut off valve is situated on top of the fuel tank.
Lifeboat Arrangement

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 Nele Mærsk Deck Operating Manual
Lifeboat Equipment List • Thermal protective aids Davits
• Buoyant oars x 2 • Buoyant line for rescue boat
Maker: Dongwoo Machinery & Engineering Co Ltd
• Crutch (rowlock) with lanyard Type: CSBC hinged gravity type
• Boat hook Lifeboat Recovery Procedure Lowering speed: 47.4 - 78 metres per minute
• Buoyant bailer with lanyard Requirements
a) Switch on the power switch in the starter.
• Bucket with lanyard
• Survival manual b) Reset the toggle pin at the brake lever on the winch. The davit is designed to permit boarding of the lifeboat when in the stowed
position. The lifeboat may be lowered without stopping, as swinging out and
• Compass lowering is a continuous movement. The winch brake release lever is released
c) Reset the lifting hook quick release mechanism.
• Sea anchor with hawser and tripping line remotely from inside the lifeboat, or alternatively manually from the deck.
d) Hook on the fall suspension chains to the forward and aft Davits are capable of swinging out the lifeboats against a list of 20°, skates
• Painter
hooks on the lifeboat. are fitted to each boat to facilitate this.
• Hatchet with vinyl bag
• Potable fresh water container e) Check that the power for the winch motor is on at the starter Winch
box.
• Rustproof dipper with lanyard An electric motor mounted on the winch is used to hoist the lifeboats. Safety
f) Push the button on the winch motor control to start raising devices automatically cut off power before the davit arms reach the stops.
• Rustproof graduated drinking vessel
the lifeboat. The winch is equipped with a centrifugal brake, manual lowering brake,
• Food ration non-return clutch and manual hoisting handle. The falls can be manually
• Rocket parachute flare in container (Note: The winch motor will lift the lifeboat with a maximum of three wound out.

• Hand flare in container persons on board.)

Limit Switch Device
• Buoyant smoke signal in container When recovering the lifeboat, ensure that the brake release lever is lowered.
A limit switch is installed 200 to 300mm before the uppermost stowage
• Waterproof electric torch with one spare set battery and one position of the boat at the point where the davit arm comes to rest on the
spare bulb g) Check that limit switch operates and stops the motor just short
frame. This prevents the boat falls continuing to be wound by the motor and
of the fully raised position.
• Daylight signalling mirror with instructions causing a potential overload situation developing.
• Lifesaving signal table h) Engage the winch handle and manually wind in the lifeboat
the remainder of the way. Cradle Stopper
• Whistle with lanyard
The davit arm cradle stopper is used to secure the boat in the fully housed
• First aid outfit in waterproof case i) Engage the davit arm cradle stoppers. position and consists of a locking lever device which engages into the top of
• Six doses of anti-seasickness medicine per person the davit arm locking the davit arm to the frame. An additional toggle pin
j) Connect the slip hooks on the gripes and secure with the holds the locking lever in place to prevent accidental release.
• Seasickness bag for each person turnbuckle.
• Jackknife with lanyard
k) Turn the starter main switch off.
• Tin opener with lanyard
• Buoyant rescue quoit attached to 30m of buoyant line l) Slack off the brake until the boat is lowered onto the suspension
hooks at the davit head.
• Manual bilge pump
• Set of fishing tackle
• Tool set
• Portable fire extinguisher
• Search light
• Radar reflector

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 Nele Mærsk Deck Operating Manual
Illustration 6.3.2a Rescue Boat and Davit

Release Hook
Mechanism

Remote Control
For Slewing

Remote Control
(Lowering)
Local Control
For Slewing

Stored Power
Valve For
Slewing System

Area For
Hydraulic Cylinders

Upper Deck

Release Hook
Mechanism
Brake Release for
Lowering Resuce
Boat

Control Lever
for Slewing
Micro Switch
Motor Cut-Out
for Winching Handle

Operation of Slewing
Lever from the
Stored Power Valve Resuce Boat
for Slewing System

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 Nele Mærsk Deck Operating Manual
6.3.2 RESCUE BOAT AND DAVIT CAUTION g) When the boat reaches the embarkation position, stop heaving
Do not run the engine for more than one minute when out of the water. (if the boat has not already reached the limit switch level) and
The vessel is fitted with one rescue boat located on the port side of the slew the boat back inboard.
boat deck. Rescue Boat Equipment List
h) Stow the boat in the chocks, disembark personnel and secure
Maker: Viking • 2 buoyant oars as required.
Model: 470 GRP 1 Norvik
• 1 boat hook Davit
Dimensions (LxBxH): 4.75m x 1.90m x 0.95m
• 1 buoyant bailer with lanyard
Number of persons: 6 Maker: Davit International GmbH
Weight: Light load (including loose equipment) 5.35 kN • 1 bucket with lanyard Type: D-CR rescue boat handling system
Total davit load for lowering10.25 kN • 1 compass
The D-CR davit system is designed for launching a rescue boat including
• 1 sea anchor with hawser and tripping line
the full complement of persons from the embarkation position to the water
Engine maker: Yanmar • 1 15m painter level. The rescue boat is slewed from the embarkation position to the lowering
Model: D27AX position by means of hydraulic ‘stored power’. The lowering procedure is
• 1 knife
Engine type: 4-cycle, water cooled, vertical crankshaft diesel gravity operated. Both slewing and lowering can be conducted from inside
engine • 1 signal lamp with 1 spare set battery and 1 spare bulb the boat or at the davit winch position.
Horse power: 27 hp at 4,500 rev/min • 1 first aid outfit in waterproof case
Speed: 6 knots • 2 buoyant rescue quoit attached to 30m of buoyant line Slewing

• 1 radar reflector
GENERAL Slewing of the davit is performed by means of a hydraulic cylinder, situated
• 2 thermal protective aids on the crane column.
Rescue Boat Launching Procedure • 1 50m towline
The hydraulic control system consists of three main components ;
a) Remove the protection covers from over the boat. • 1 fire extinguisher
• 2 boarding ladders 1) Hydraulic Power Unit/Control Unit.
b) Ensure that the turning out area is clear of obstructions.
• 1 searchlight Mounted on the crane column the unit incorporates an electrical
c) Check the boat drain plugs are secured. Rescue Boat Recovery Procedure motor directly driving the pump via a flexible coupling.
2) Accumulator/Pressure Control Switch
d) Embark all rescue boat personnel. Recovery should be conducted with a maximum of 6 persons in the boat.
Mounted on the crane the accumulator directly drives the
e) Open the cock valve of the hydraulic ‘stored power’ slewing a) Manoeuvre the boat below the falls. hydraulic cylinder when the cock valve and 4/3 hand
system. operated directional control valve are actuated. Pressure in the
b) Ensure that sufficient slack falls wire remains on the hook. accumulator is controlled by the pressure control switch and
f) Lift the slewing control lever of the 4/3 hand operated visualised by the built on manometer. The pressure control
directional control valve. This can be done either from within c) Reconnect the release hook to the boat. switch starts and stops the electric motor as required to maintain
the rescue boat by pulling on the yellow remote control lever, the required pressure setting.
or from the davit itself. d) Commence heaving on the falls wire from the control stand 3) Hydraulic Cylinder
of the davit.
g) When the boat is fully slewed out and clear of the ship’s side, Mounted on the crane column, the hydraulic cylinder is the
lift the brake lever of the winch and lower the boat. This can actuator of the ‘stored power’ slewing mechanism.
e) When the boat is clear of the water, stop heaving and double
also be done either from within the boat by pulling on the red check that the hook mechanism is correctly secured.
control lever, or from the winch itself. Recovery of the craft is controlled from the control box on the crane.
By pushing the hoisting button the boat can be lifted to the embarkation
f) Resume heaving, returning the boat back to embarkation level,
h) When the rescue boat is near water level start the engine. positon. For reasons of safety, the design of the button is such that an
and ensure that the remote control wire is properly spooled
immediate braking power is available as soon as actuation of the button
at the same time.
i) Release the boat hook when waterborne. is discontinued.

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 Nele Mærsk Deck Operating Manual

Illustration 6.3.3a Liferaft Release

Liferaft
Painter Liferaft Retaining Straps

Slip Hook

Shackle

Attachment Line Hammar Hydrostatic

Release Unit

Weak Link
(Red) Expiry Date

Thimble

Shackle
Cradle

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 Nele Mærsk Deck Operating Manual
6.3.3 LIFERAFTS When the raft is full of survivors, others can hold onto the lifeline around the
raft. The raft is able to support double the number of persons it is certified
Liferafts to carry. When clear of danger zone stream the sea anchor or drogue. The
Maker: Viking sea anchor stabilises the raft and helps to minimise drift. Inflate the canopy
Type: Viking 20 DK, 2 of and the bottom of the raft as this gives excellent insulation against the cold.
To do this, connect the bellows to each topping up valve in turn. These
Viking 16 DK, 2 of are placed in the raft floor and inner canopy. The bellows are located in
Viking 6 DK, 1 of a bag at the entrance.

Hydrostatic Units After a long stay in the raft it may be necessary to top up the two buoyancy
tubes. Connect the bellows’ plastic tube to the yellow topping up valves. If an
Maker: Hammar
empty raft should capsize the following procedure should be adopted:
Type: H20
a) The side of the raft, where the carbon dioxide cylinder is
attached, lies deepest in the water. The place is marked ‘right
General here’. Stand with both feet on the cylinder, hold onto the
righting strap (placed across the bottom of the raft), manoeuvre
There are four liferafts, two 20 persons and two 16 persons stowed on A deck,
the raft so that the opposite side is facing into the wind, throw
one of each type on each side of the accommodation, and one liferaft for six
the body backwards while holding onto the righting strap and
persons stowed on the starboard side of the focsle deck. All the liferafts are
keep the feet on the cylinder.
constructed with twin buoyancy chambers, one above the other. The bottom
and the canopy of the rafts are of double construction and may be inflated
b) When the wind is very strong, the lifeline can be tied around
by bellows. The rafts are provided with boarding ladders, inside and outside
the waist to prevent the raft being blown away.
gripping lines, capsize stabilisers and a salt water activated battery for both
internal and external lighting. Accessories supplied are a rescue line with rubber
c) A non-swimmer should keep hold of the righting strap and
quoit, repair outfit, hand bellows, floating knife, operational instructions, sea
allow the raft to fall back on him, the rubber raft will not injure
anchor (drogue) and an emergency pack to SOLAS standards.
him. He can then work his way back to the rafts entrance under
water, holding onto the strap of the lifeline.
Release of Rafts
d) If automatic inflation does not work, swim up to the container,
Hammar H20 Hydrostatic Release Units (HRU) are fitted to each raft, (apart tear off the black rubber bands between the brass rings on the
from the liferaft on the focsle deck) which will activate when submerged to two nylon bands, and release the raft by pulling the release wire
a depth of two to four metres, releasing the rafts to float towards the surface. or use the bellows placed inside the raft. The yellow valves for
After activation of the HRU the raft will still be secured to the vessel by a inflation by means of the bellows are inside the raft.
weak wire line. However, after inflation of the raft, sufficient drag is applied
Liferaft Hydrostatic Release Unit
to break the weak link wire and allow the raft to float free. The rafts may
be released manually by unfastening the slip hook securing the lashing round
the container. Ensure the ring on the end of the painter is still attached to the
HRU. When the raft is thrown over the side, the painter is pulled out until the
CO2 cylinder is activated and the raft inflates.

Operation
After boarding the raft, the painter must be cut with the knife provided; it
is advisable to cut the painter as safe and practical to the ship as this will
furnish the liferaft with a tow line. Paddle away from the danger zone using
the paddles placed in a bag close to the entrance of the raft. Alternatively, one
of the lifeboats could be used to tow the raft clear.

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 Nele Mærsk Deck Operating Manual
6.3.4 SELF-CONTAINED BREATHING APPARATUS Pre-Use Checklist Check the Actual Cylinder Pressure
• Switch off the demand valve. Turn the cylinder valve fully ON and check the reading on the pressure
The vessel is supplied with four sets of positive pressure SCBA; two are
gauge.
kept in the Fire Station situated off the ship’s control centre on A deck and • Turn off the black positive pressure knob on the demand valve.
two in the fire locker just aft of the bridge. The following is kept beside Check the Supplementary Air Supply
• Check the cylinder is full.
each set ready for use: To operate the supplementary air supply (demand valve override) depress the
• Open the cylinder valve slowly and check the gauge against
PURGE button on the demand valve cover. This action causes the tilt valve
Spare cylinders of: the pressure stated on the cylinder.
mechanism to be displaced and releases air into the face mask.
Air, 1200 litres: 2 (plus one on set) Leak Test of Apparatus
Safety lamp: 1 CAUTION!
Open the cylinder valve slowly then close it again, the gauge reading should
Fire axe: 1 In toxic atmospheres where the contamination has exceeded certain levels,
not fall by more than 10 bar per minute.
reference should be made to BS 4275 for guidance.
Fireman suit: 1
Rigid helmet: 1 Check the Whistle Setting In the event of the wearer using spectacles, or having facial hair, it is
Boots: 1 Gradually reduce the pressure in the system by partially turning the ON/OFF likely that the face seal fit will be impaired.
Gloves: 1 demand valve switch. Let the pressure reading fall slowly, the whistle should
Lifeline: 1 blow at 68 bar for the 1200 litre cylinder. At very high work rates the pressure in the face mask of positive pressure
breathing apparatus may become negative at peak inhalations.
The apparatus has an estimated working duration of 20 minutes with a 1200 Donning the Apparatus
litre cylinder, plus approximately 10 minutes duration once the whistle is
With the shoulder straps and waistbelt slackened, put on the apparatus and After Use
activated. It consists of a high-pressure air cylinder mounted on a lightweight
adjust the shoulder straps until the cylinder is held snugly on the back. Fit the
frame. The padded synthetic harness, developed from the Bergen rucksack a) Turn off the positive pressure demand valve switch.
waistbelt and adjust as required. Hang the face mask strap around the neck.
principle, is fully adjustable to fit all sizes of wearer. A special lifting harness
Secure a lifeline to the D ring. Now fit the leg straps of the lifting harness and
is fitted to all sets required for marine use, a lifeline is connected to the harness b) Slacken off the head harness and remove the face mask.
secure through the D rings. Check the demand valve is in the OFF position, then
to give the wearer added security when entering enclosed spaces.
turn on the cylinder air valve slowly. With the thumbs inside the head harness
c) Turn off the cylinder valve.
The air cylinder pressure is reduced by a single stage pressure reduction straps, put the chin into the mask first and then pull the straps over the head.
system. The air leaves the cylinder and passes through a sintered bronze Position the mask so that the chin fits snugly into the chin cup and then gently
d) Slacken off the shoulder straps and undo the waistbelt and
filter located in the cylinder connector manifold, then via a stainless steel tighten the head harness, the lower straps first. Do not over-tighten.
leg harness.
reinforced ptfe supply hose to the positive pressure demand valve, where it is
reduced to a breathable pressure. Check for Positive Pressure e) Take off the apparatus. Release any air trapped in the system by
Turn the black knob on the demand valve to the ON position, gently lift the turning the demand valve to the ON then the OFF position.
The tilt operated demand valve has a spring-loaded neoprene diaphragm to
mask seal off the cheek to ensure that air flows out of the mask, proving that
give long reliable service. The simplicity of the valve eliminates the need for f) Remove the cylinder from the apparatus and mark it MT
the air pressure in the mask is positive. Allow the mask to re-seal then hold
adjustment. The demand valve switch enables the wearer to apply positive (empty) for refilling.
breath. There should be no leakage from the exhale valve, as denoted by the
pressure to the mask by releasing the spring on the diaphragm. This ensures
sound of a constant flow of air from the demand valve.
that the air pressure in the face mask is always above the external atmospheric g) Place a fully charged cylinder in the apparatus so that it is
pressure. Any leakage of air from the face mask, due to poor sealing, will be ready for instant use.
forced out to the atmosphere. A pressure gauge is attached, via a fire resistant Check Face Mask Leakage
stainless steel reinforced tube, which indicates cylinder pressure, and a whistle Close the cylinder valve and continue to breathe normally, until air in the h) Fully slacken off the head harness straps.
unit warns the user when approximately 10 minutes of air remains. apparatus is exhausted, then the face mask will be pulled gently onto the
face. When the pressure gauge shows zero, hold breath for 10 seconds, any i) Clean the face mask, by removing the demand valve and
The face mask is moulded in black non-dermatitic neoprene with a deep leakage will either be heard or shown by the mask moving away from the washing the mask in soapy water (do not use detergent). After
tapered reflex edge seal. When not in use, a neck strap enables the mask to be face. If a leak is detected, turn on the cylinder valve, re-adjust the mask and drying, lightly dust the face mask with French chalk. The
carried on the chest. A fully adjustable five-point head harness holds the face head harness, then re-test. interior of the visor may be wiped with a de-misting agent and
mask securely to the face. An integral speech diaphragm is moulded into the a clean lint free cloth.
front of the face mask which requires no maintenance.

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 Nele Mærsk Deck Operating Manual
Maintenance f) Start the air compressor and close the condensate drain valves.

g) Depending upon the relative humidity, the condensate drain

Monthly
valves should be operated every 15 to 30 minutes.
The apparatus should be subjected to the test as stated in the Pre-Use and
Positive Pressure checks. When the cylinders have been recharged, shut down the compressor and log
the running hours. The purifier/filter should be changed according to the
Annually manufacturer’s operating instructions.

The demand valve diaphragm and all seals should be replaced annually, or
more frequently as a result of the monthly inspection.

Breathing Air Compressor

Manufacturer: Bauer
No. of sets: 1
Model: ME3-HU
Capacity: 190 litre/minute
Operating pressure: 300bar

The SCBA air compressor is specially designed for recharging SCBA cylinders
with clean dry high pressure air up to 300 bar. The unit is mounted on a skid
located in the fire locker store on the starboard side aft on upper deck.

There are two discharge pressure hoses, the pressure line (with associated
pressure gauge) with the red locking nut is used on the SCBA cylinders. The
additional charging presure line with the black lock nut is used for cylinders
up to 200bar, which on this vessel is not used.

The unit is supplied from the emergency switchboard 440V feeder panel,
isolation breaker P-MAC-6A.

Procedure for Operation of the Breathing Air Compressor

a) Check the compressor sump level and top up if required with

Bauer synthetic oil LM 750.

b) Open the purifier/filter condensate drain valves and blow

Breathing Air Compressor Unit
through.

c) Open the water separator condensate drain valve and blow

through.

d) Start the electric motor and close the condensate drain valves.
Run the compressor and check that the safety valve lifts at
330bar. Stop the motor and open the condensate drain valves.

e) Connect up the air cylinder to be recharged to the correct

pressure line, see above.

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 Nele Mærsk Deck Operating Manual
6.3.5 LIFEBOAT SURVIVAL GUIDE Additional duties, which should be allocated on the lifeboat, muster list: To minimise drift, rig the sea anchor, issue anti-seasickness tablets and
ensure that any persons in the water are accommodated in the lifeboat as
• SARTS to the lifeboats
In the unfortunate event that the vessel has to be abandoned, it is necessary soon as possible.
to make some very important decisions and carry out certain actions quickly. • GMDSS portable radio to lifeboat
These are summarised as follows: • EPIRB to lifeboat Listen for whistles and look for survivors, signalling lights and lights of
other rafts, ships or aircraft. The lookouts should be properly briefed in their
• Blankets and provisions duties regarding the collection of useful debris, how to keep a lookout, sector
Procedure Prior to Abandonment searches and the use of pyrotechnics, including when to use them.
a) Put on extra clothing. Aboard the Survival Craft
First Actions: Proceed Towards the Nearest Land
b) Put on a lifejacket.
• Elect a leader. This will normally be the most senior officer or In some circumstances this will be the most obvious choice. Factors to take
c) Take extra clothing or blankets, if possible. the person appointed on the muster list. into consideration are:
• Take a muster of persons on board. • Was a distress alert sent?
d) Drink water if possible.
• Search the area for other survivors or survival craft. • If there is no EPIRB in the boats, search the area of the sinking
e) Take water in sealed containers. to see if it has surfaced.
• Liaise with any other survival craft to ensure that all persons
are accounted for. • How far is it to the nearest land? Is the nearest land within the
In addition to the statutory lifeboat equipment e.g. emergency radio, water, fuel range of your craft?
rations, first-aid kit etc.., the following extra items would be useful: • Assess the situation. Is rescue likely and how long will it take?
• Extra lifejackets • Do you stay close to the position of the sinking or proceed Indications of the proximity of land are changes in the wind direction around
towards the nearest land? sunset and sunrise. The land and sea breeze effect can be quite distinct in some
• Extra survival bags areas. A good indication of land is a single cumulus cloud or occasionally
• Put the food and water under the control of one person who
• Small plastic bags several appearing to be stationary close to the horizon whilst others are
will be responsible for distributing the rations.
moving. There are many other indications such as a green and blue reflection
• Extra medical supplies
• Collect in all additional food, clothing and sharp objects or on the underside of the clouds in low latitudes, the direction that birds fly
• Extra electric torches and batteries weapons that may have been brought into the survival craft. either early in the morning or in the evening also the change in colour of the
• Paper and pencil sea from green or blue to a lighter colour.
• The leader must confirm to all that no food or water will be
• Portable radio receivers, books, playing cards etc.. issued for the first 24 hours.
Do not approach land at night unless you know exactly where you are and that
• Navigational instruments, books chart and chronometer • The leader should nominate different people to the following the landing area or harbour entrance can be safely transited. During the hours
positions; first aid, signalman, hull repairs, engine repairs, of darkness lookouts should keep a good watch for the sound of surf and
recorder of voyage log, navigator, helmsman and lookouts. report to the watch leader any visual or audible occurrences.
Abandoning Vessel Procedure
• Give an anti-seasickness tablet to all personnel.
a) All personnel should, if possible, board the lifeboat without • Stay close to position of abandonment. Settling Down to a Period before Rescue
getting wet.
With the improvements brought about by the GMDSS system in maritime Having made an assessment of how long it will be before rescue is likely it
b) If, for some reason, this is not possible and a jump into the search and rescue, staying close to the position of abandonment is the most is now necessary to decide how the available food and water will be divided
water has to be made, remember: likely decision that will be made. Prior to taking to the lifeboat a Distress Alert and issued. The following are a few guidelines:
would be sent out this can be done at the touch of a single button. In addition,
• Make sure it is clear to jump The minimum daily water ration should be around 450 to 500ml given in three
there are the EPIRB and SARTS which should be taken to the lifeboats when
• Hold your nose abandoning ship. The EPIRB, when activated, allows the MRCC to locate the separate issues at sunrise, noon and sunset. This quantity will be sufficient
position of survivors and guide vessels and aircraft to your rescue. Should to avoid severe dehydration.
• Hold down the lifejacket
the EPIRB not be in the survival craft when the vessel sinks, the HRU will
• Put your feet together The daily food ration should consist of 800 to 850kJ of the emergency rations
automatically release the EPIRB which will then start its transmissions. Where
given in three equal amounts, this equates to around 500gms. To make the
• Look ahead when jumping possible it is therefore beneficial for all the survival craft to stay together
decision as to how much should be issued, take the total available, separate
by tying the survival craft together. The SARTS should be positioned on the
one third as emergency stock and should rescue not be forthcoming when
extension pole switched on and mounted as high as possible.
expected, then apportion the remainder on the above basis as a minimum.

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 Nele Mærsk Deck Operating Manual
In a lifeboat there should be 3 litres of water and 10,000kJ of food for each Towards the evening try to hang out any damp clothing and make sure it is dry Sunburn
person that the boat is certified to carry. It should be noted that the emergency for the evening chill in the tropics. This avoids the loss of body fluid as body Avoid excessive exposure to the sun by keeping under cover. Keep head,
rations consist mainly of carbohydrates, some fat and minimal protein. These heat dries the clothing and reduces the internal body temperature. neck and other exposed areas covered. A very gradually acquired suntan
rations do not require the consumption of water or body fluid for them to be may be beneficial.
digested, which is of great importance. As thirst grows the temptation increases to drink sea water. This must be
prevented as ultimately death will certainly ensue.
Food and water should be issued in such a way that all can see that it is Salt Water Boils
fair. Everyone will become thirsty and as time passes, human nature will All parts of the body should be shaded from the sun and the elements. This These are due to the skin becoming sodden with sea water. Do not squeeze or
make the ration distribution a very difficult and harrowing experience and will reduce the loss of body fluid and/or the risk of sunburn or frostbite. prick boils. Keep them clean and cover with a dry dressing. Keep the area as
also the highlight of the day. dry as possible to avoid chafing.
If the water ration is at least one litre per person daily then fishing can be a
If a desalination plant is available this should be put into operation immediately worthwhile exercise. Remember that fish are high in protein which brings its
and its output used in preference to the internal water. own problems as previously mentioned. Dry Mouth and Cracked Lips
Swill water around the mouth prior to swallowing. Suck a button. Smear lips
The blood of sea birds is quite nutritious. To catch these, try putting some of with cream or soft petroleum jelly.
Passing the Time the fish guts on a piece of wood with a hook in the middle and allow it to
float a little way from the craft.
The leader has to face and resolve the following problems: Swollen Legs
Do not encourage swimming as a form of exercise as this will use up energy This is common and due to long periods spent in a sitting position. It will
Maintain morale. This is best approached by giving duties to each person and put the individuals at risk from sharks. subside without treatment after rescue.
which are meaningful and ensuring that they are carried out.

Duties such as lookout, helmsman and baler should be rotated at intervals of Injuries, Ailments and Treatment Hypothermia
not more than one hour, as this will prevent boredom and lack of vigilance
There is a risk of hypothermia in water below about 25°C. Extra clothing will
from setting in. Injuries delay the onset of hypothermia even if immersed, and of course will provide
A first aid kit is supplied with every lifeboat and a leaflet describing simple extra warmth for the survivor in the lifeboat even if immersion takes place.
Continually show confidence that rescue will take place. Do not allow
first aid is enclosed with each kit. Totally enclosed or partially enclosed lifeboats provide far better protection
individuals to lapse into melancholy. Try to make everyone think of factors
from the elements than the older open type, but extra clothing is still essential
other than the situation that they are in by introducing games of various forms.
for warmth in nearly all climates. If a survivor has been immersed in water
If a portable radio is available tune it in and listen to the various programmes. Frostbite and has hypothermia, strip off wet outer clothing and replace with any
Playing card games is useful, as considerable concentration is required.
This usually occurs in extremities i.e. fingers, toes, ears. Wear protective available dry garments. Warm the patient with extra layers of clothing and use
clothing if possible. Reduce lookout periods in very cold weather, watch each lifejackets as extra insulation. Use a thermal protective aid (plastic survival
Maintaining the Health of all On Board, both Mental and other’s conditions. Wriggle nose and cheeks and exercise hands and feet to bag) if available.
Physical keep circulation going.

Routines can be counter-productive and where possible restrict movement to Do not massage affected area once signs of frostbite have appeared. Warm the
a minimum as all movement consumes body fluid. Body fluid is probably the area by holding a hand against it.
most significant single factor to controlling whether or not you survive.
Urine Retention
The initial withholding of food and water for 24 hours puts the body into a
slightly dehydrated state which is the ideal situation for a prolonged period This can be dangerous, so overcome ‘mental blockage’ early before urine
in a survival craft. During this period all persons should be encouraged to production is reduced by rationing. Ensure that everyone urinates within the
urinate, as this will assist in reducing urinary retention problems later. first 24 hours. If retention occurs, dangling hands in the water may help
out but whilst this is being done keep a wary eye for sharks. After a period
Do not consume food high in protein as this causes defecating which in turn in a survival craft, urine will appear dark and smoky. This is normal and
causes body fluids to be used which will be irreplaceable. If possible keep a no action is necessary.
good flow of fresh air through the boat as this will help to reduce sea sickness.
Ensure that all take the anti-seasickness tablets for the first two days as after
this most seaman will be acclimatised to the motion of the craft.

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 7.1 Bridge Layout and Equipment

7.1.1 Bridge Consoles

Illustrations

7.1.1a Wheelhouse Layout

7.1.1b Bridge Main Control Console

7.1.1c Bridge Alarm Control Console

7.1.1d Bridge Wing Console (Port)

7.1.1e Wheelhouse Control Panel

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 Nele Mærsk Deck Operating Manual
Illustration 7.1.1a Wheelhouse Layout
1 2 3 4 5 6 7 8 9

1 Inclinometer
Outside Outside
2 Speed Log Access Notice Board Notice Board Access
Folding Table Binocular Binocular
Box Box
3 Rate of Turn Indicator
Wheelhouse Front View
4 Gyrocompass Digital Repeater
5 GPS Waypoint Indicator
6 Rev/min Indicator Rudder Angle
Indicator
7 Anemometer
8 Electric Clock
9 Alarm Index Panel
10 Survival EPIRB
Radar
Transponder
SART
Radar
Transponder
SART Steering ECDIS
Bridge Main Control Panel
Stand Unit Fore Chart Table

Pilot's Pilot's No.1 Radar No.2 Radar

Chair Chair Display Unit Display Unit
X -Band S -Band

Drinking
Water
Fountain

Aft Chart Table

Bridge Alarm Control Console
Wheelhouse Plan View

Sofa

10
Coffee Machine

Wheelhouse Control Panel

Radio
Equipment
Space

Public
Converter Stairway Toilet
Room
Elevator
Trunk

Fire Locker

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 Nele Mærsk Deck Operating Manual
PART 7: BRIDGE EQUIPMENT AND OPERATION • Public address system • Elevator alarm bell
• Non follow up tiller steering unit • Manual fire alarm pushbutton
7.1 BRIDGE LAYOUT AND EQUIPMENT
Located to port of the bridge main console is the main steering stand where
The bridge deck consists of the navigating wheelhouse and chart room, radio the vessel can be steered by gyro and magnetic compass in automatic or Wheelhouse Control Panel
equipment space, together with a public toilet and fire equipment locker at the rear manual modes. To the right of the bridge main console is No.2 ARPA radar
of the bridge deck. The wheelhouse and chart room are of open plan design with On the starboard aft bulkhead there is a control panel containing the
(S band) unit together with the ECDIS system. No.1 ARPA radar (X band) is
equipment situated to best advantage for the safe navigation of the vessel. following:
located to port of the main steering stand.
• Fire alarm control panel
7.1.1 BRIDGE CONSOLES
Bridge Alarm Control Console • Deck lighting control panel
Located centrally forward above the wheelhouse windows are a number of • Master clock
instruments ; Positioned directly behind the bridge main console is the bridge alarm console
which houses the following equipment: • Fog and gong control panel
• Inclinometer
• GMDSS Navtex receiver • Anti-heeling manual pump start/stop
• Doppler speed log analogue read out
• General emergency and fire alarm signal generator • Start/stop buttons for the fire system pumps
• Rate of turn indicator
• Distress receiving button • Watertight door open/closed indicators
• Gyrocompass digital repeater
• Distress alarm unit
• GPS waypoint indicator Bridge Wing Console
• Inmarsat B telephone and message alert buzzer
• Rev/min indicator
• Distress controller On each bridge wing is located a manoeuvring console housing a main
• Anemometer
• Emergency stops for accommodation and hold fans engine telegraph transmitter, control panel for bow and stern thruster units,
• Electric clock rudder angle indicator, speed log indicator and follow up steering control.
• Refrigerator locked in alarm Also on each bridge wing can be found a gyrocompass stand, and above
• Alarm index panel
• Course, rudder, telegraph movement event recorder the bridge wing entrance doors are repeaters for the rudder angle indicator
Situated each side of the wheelhouse next to the entrance doors are the two and rev/min indicator.
• Hospital call alarm
9GHz radar transponders (SARTS).
• MF DSC receiver Radio Space
Bridge Main Control Console • Lyngsø alarm unit monitor
Situated aft and adjoining the wheelhouse is the radio space containing the
Located to starboard of the centreline and placed forward for accessible necessary GMDSS equipment for operating in sea areas A1, A2 and A3:
Forward Chart Table Three VHF two-way radios are located in this area.
outside viewing is the bridge main console housing the following:
• Steering gear control panel The forward chart table is located on the starboard side of the wheelhouse • GMDSS DC switch box
enabling unrestricted outside viewing. Situated on the chart table for ready • GMDSS battery charger box and auto changeover panel
• Dimmer switch panel reference is a GPS and Loran C receiver, No.2 VHF telephone and a distance
• Echo sounder and recorder run counter for the doppler log. • SSB transceiver

• Doppler speed log • SSB transceiver

After Chart Table • MF/HF DSC terminal watch receiver and radio telephone
• Navigation and signal light panel
• VHF handset The aft chart table is situated on the port side of the bridge alarm control console, • No.1 and 2 Inmarsat C data terminals and printers
housing a DGPS receiver, ECDIS and printer, planning station with A1 digitiser, • No.1 and 2 Inmarsat C distress buttons
• Main engine controls
PC and printer and a distance run counter for the doppler speed log.
• Bow and stern thruster unit controls • Inmarsat B distress voice box, display unit and printer

• Auto exchange telephone On the aft bulkhead of the wheelhouse the following equipment can be • Facsimile
found: • Weather facsimile
• Sound powered telephone
• General alarm and fire alarm bells • PA main control unit

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 Nele Mærsk Deck Operating Manual
Illustration 7.1.1b Bridge Main Control Console

2 3

4 5 6 7
SKIPPER DOPPLER SONAR DS-50

G T
kt
W m/s
A AL

Distance Keel Clearance ft

fa
nm
8
DIMMER
Distance
MODE Keel
Clearance

19 20 W/H TEL

35
10 11
BOW THRUSTER

1. DO NOT USE THE BOW THRUSTER WHEN

23 26 MIC INPUT
TA P E RADIO
SHIP'S SPEED IS ABOVE 5 KNOTS
ALARM
36
2. CHANGE OVER CONTROL POSITION OFF EXT
SHOULD BE PERFORMED AFTER MAKING

8888
CONTROL LEVER AND LOAD
CORRESPOND WITH EACH OTHER

8888
8888 13 25 31
28
9 8888 CAUTION
1. DO NOT USE THE BOW THRUSTER WHEN
SHIP'S SPEED IS ABOVE 5 KNOTS

17
2. CHANGE OVER CONTROL POSITION
SHOULD BE PERFORMED AFTER MAKING
CONTROL LEVER AND LOAD

12
CORRESOPOND WITH EACH OTHER

37

21 32
16 BOW THRUSTER

1. DO NOT USE THE BOW THRUSTER WHEN

29 34
SHIP'S SPEED IS ABOVE 5 KNOTS
2. CHANGE OVER CONTROL POSITION
SHOULD BE PERFORMED AFTER MAKING
1 2 3
CONTROL LEVER AND LOAD
CORRESOPOND WITH EACH OTHER
4 5 6
DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine 7 8 9 DMS 2100 BRIDGE MANOEUVRING SYSTEM Lyngso Marine SAILOR RT 4822 VHF-DSC Rx
SCAN STO DEL

LOG ABC 1 DEF 2 GHI 3

FREQ
ALARM
(ALARM LIST)
* 0 # ALARM
(ALARM LIST)
STATION
Tx
CALL MEN INTC DW

<
START OF LIST
NO ALARMS
START OF LIST
NO ALARMS ADDR
JKL 4 MNO 5 PQR 6
END OF LIST END OF LIST CH BOOK

>
ALARM STOP ALARM ALARM STOP ALARM
LIST HORN ACKN. LIST HORN ACKN.
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9
FUNC P
STATUS MAINT EDIT STATUS MAINT EDIT SHIFT
LIST S1 S2 S3 S4 DIMMER CAUTION LIST S1 S2 S3 S4 DIMMER
*
. 0 # 16

27
1. DO NOT USE THE BOW THRUSTER WHEN
SHIP'S SPEED IS ABOVE 5 KNOTS
1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR 2. CHANGE OVER CONTROL POSITION 1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR
ON/OFF

BRIDGE ECR EMERG RPM SHOULD BE PERFORMED AFTER MAKING BRIDGE ECR EMERG RPM
CTRL CTRL CTRL LIMIT
ESC ENT CTRL CTRL CTRL LIMIT
ESC ENT
CONTROL LEVER AND LOAD
EKAT CORRESOPOND WITH EACH OTHER
REVO
NO 7 STU 8 VWX 9 YZ SPACE . +/- 7 STU 8 VWX 9 YZ SPACE . +/-

33
.VRES SEA STAND F.W.E. CANCEL SEA STAND F.W.E. CANCEL
MODE BY LIMITS MODE BY LIMITS

15 24
14 18 22 30

1. Steering Gear Control Panel 14. Main Engine Telegraph Transmitter 27. Sound Power Telephone
2. Dimmer Switch Panel 15. Main Engine Manual Emergency Stop 28. Public Address Control Panel
3. Echo Sounder Recorder 16. Emergency Telegraph Transmitter 29. Alarm Silence Pushbutton
4. Doppler Speed Log Master Unit 17. Window Wiper Control Panel 30. Extension Alarm Panel
5. Signal Light Unit 18. Main Engine Bridge Control Panel 31. Whistle Switch Panel
6. Main Navigation Light 19. Stern Thruster Emergency Stop Button 32. Gooseneck Light
7. Spare Navigation Light 20. Bow Thruster Emergency Stop Button 33. No.1 VHF Radio Telephone
8. Recess 21. Bow Thruster Power Unit 34. VHF Handset
9. VHF Handset 22. Stern Thruster Power Unit 35. Sound Signal Reception System
10. Main Engine Rev Indicator 23. Auto Telephone Number List 36. Non Follow Up Tiller
11. Start Air Pressure Indicator 24. Auto Exchange Telephone 37. Morse Key
12. Torsion Meter 25. Sound Power Telephone List
13. Harbour Speed Table 26. Echo Sounder Transducer Selector

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 Nele Mærsk Deck Operating Manual
Illustration 7.1.1c Bridge Alarm Control Console

Ref Chamber
Locked in Alarm

General Emergency and Hospital Call

Fire Alarm Signal Generator

Emergency Stop Switch

Accommodation Vent Fans

Emergency Stop Switch Lyngsø VDU Alarm

Cargo Hold Vent Fans and Monitoring Unit
Keyboard and Trackball

Distress Controller
(GMDSS Indicator)

Distress Alarm Box

Navtex Receiver

Nera Message Indicator

Sat B Telephone

Course and Rudder Event Recorder

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 Nele Mærsk Deck Operating Manual
Illustration 7.1.1d Bridge Wing Console (Port)

1
2
DOPPLER SONAR DS-50

5 0 5
10 10
15 15

STARB D
20 20

P O RT
G T 25 25
kt
W m/s 30 30
AL 35 35
A 40 40

Distance Keel Clearance ft

fa
nm

DIMMER
Distance
MODE Keel
Clearance

MODE Knt DIMMER

m/s

3
6 Key

1. Speed Log Indicator

2. Rudder Angle Indicator

3. Follow-Up Steering Control

4. Control Panel for Side Thrusters

5. Main Engine Telegraph Transmitter

6. Dimmer Switch for Rudder Angle Indicator

7. Main Engine Emergency Stop

TAKE
8. Control Station Accept Button
OVER
ON
SERV.

8 7 5

PORT WING
MANEUV. PANEL

BOW THRUSTER

CONT. POWER
SOURCE FAIL
INTEGRATED ALARM BOW THRUSTER
MANEUVERING
LEVER

MAIN MOTOR
BOW THRUSTER EMERG. STOP
CONT.
STERN THRUSTER STBD
PORT

BUZZER STOP CONT. POWER

SOURCE FAIL
INTEGRATED ALARM STERN THRUSTER
MANEUVERING
LEVER
CAUTION
DO NOT USE THE BOW & STERN THRUSTERS STERN THRUSTER
CONT.
MAIN MOTOR
EMERG. STOP

WHEN SHIP'S SPEED IS ABOVE 5 KNOTS PORT STBD

CHANGE-OVER OF CONTROL POSITION

SHOULD BE PERFORMED AFTER MAKING 4
CONTROL LEVER AND BLADE ANGLE CAUTION

CORRESPOND WITH EACH OTHER DO NOT USE THE BOW & STERN THRUSTERS
WHEN SHIP'S SPEED IS ABOVE 5 KNOTS
CHANGE-OVER OF CONTROL POSITION
SHOULD BE PERFORMED AFTER MAKING
CONTROL LEVER AND BLADE ANGLE
CORRESPOND WITH EACH OTHER
(The starboard console is a mirror image of this one
apart from the thruster control panel)

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 Nele Mærsk Deck Operating Manual
Illustration 7.1.1e Wheelhouse Control Panel

Fire Detector Main Panel Lighting Switch Panel 'LSW' Master Clock

MCCB Circuit Breakers are

Located Behind Panels

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S)

11 12 1 11 12 1
RAFT LT. (S)

ON ON

10 2 10 2
OFF OFF 9 3 9 3
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE 8 4 8 4
RAFT LT. (S)
7 6 5 7 6 5
ON

OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

ON ON

OFF OFF
SEIKO QC - 6M3

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

ON ON

OFF OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

ON ON

OFF OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

ON ON

OFF OFF

On Emergency
Fog, Bell and Gong
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
Output-in?
Output
Remote
Fog ??? & Gong
System
ON ON
ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh
ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh
ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh
ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh OFF OFF

ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh BOAT DK., BOAT PREPARE,

Automatic
ttttahggjh ttttahggjh ttttahggjh ttttahggjh ttttahggjh LIFE RAFT, BOW LIFE

ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
ttttahggjh
tt
RAFT LT. (S)
Signal
ON

Manual
Manual Control Switch Bell Signal?
OFF

Power Manual
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,

for Heeling System LIFE RAFT, BOW LIFE

RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
LIFE RAFT, BOW LIFE
RAFT LT. (S)

ON
Gong Signal
System 2150?
OFF OFF OFF OFF OFF OFF OFF OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S)

ON ON ON ON ON ON ON ON

OFF OFF OFF OFF OFF OFF OFF OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S)

ON ON ON ON ON

OFF OFF OFF OFF OFF

Pump Start/Stop Panel

Bridge Alarm Panel for Fire Pumps

Watertight Door
Indicator

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 7.2 Integrated Navigation System (INS)

7.2.1 Radars

7.2.2 Integrated Navigational System

Illustrations

7.2.1a Radar Block Diagram

7.2.1b Radar Operation

7.2.1c Radar Control Panel

7.2.2a ECDIS Display and Operator Panel

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 Nele Mærsk Deck Operating Manual
Illustration 7.2.1a Radar Block Diagram
X-Band S-Band

Turning Unit Turning Unit

Transceiver Transceiver

Ship
Supply
220V

Ship Scanner
Isolation Isolation
Supply Control
Switch Switch
220V Unit

Ship
Supply
220V
Interswitch
Unit

Pulse Log Pulse Log

Step Compass Step Compass

Display B Display A
X-Band S-Band

Trackable Serial Serial Trackable

Interface Interface
External Alarms Unit Unit External Alarms

GPS GPS

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 Nele Mærsk Deck Operating Manual
7.2 INTEGRATED NAVIGATION SYSTEM (INS) The basic, single-scanner/single-display configuration is expanded by the ACQ
interswitch unit.
Target acquire button. Selects the target covered by the trackball.
7.2.1 RADARS
A display unit can be connected, via the interswitch to any one of the TRACKBALL
Maker: Furuno scanner units, and can be selected from that display as the master display Shifts the cursor around the screen.
for controlling that scanner, or as a slave display. The master/slave status of
Type: FAR-2825W and FAR-2835SW
all displays and their specific scanner couplings can be monitored from any
Basic Principle of Radar display unit in the system. DISPLAY CONTROLS

Radar is an acronym of Radio Detection and Ranging and uses a source Mode Panel
Main Control Panel
of radio frequency power known as a transmitter to send via a transducer HM OFF
(antenna) electromagnetic waves at the speed of light into the atmosphere. ELECTRONIC BEARING LINES (EBL) ON/OFF
Temporarily erases the heading marker.
A portion of these transmitted electromagnetic waves will be absorbed by Activates the EBL ON/OFF. Adjust the bearing of the EBL using the rotary
any medium which happens to be in its path. This wave is then re-radiated ECHO TRAILS (Relative or True)
control to the right of the switch. There are two EBLs which are toggled by
from the medium again at the speed of light in all directions. Some of the each press of the ON key. The OFF key deactivates each EBL. The bearing is Shows the trails of target echoes in the form of simulated afterglow.
electromagnetic waves are transmitted directly along the reciprocal course read as either relative or true at the lower left corner of the screen.
at which they were received and are picked up by the radar antenna which MODE
also acts as a receiver. The received wave is amplified and, by use of high BRILLIANCE
Selects the presentation modes; Head-up, Head-up/TB, Course-up, North-up
speed time measuring equipment, the exact time delay can be measured and Adjusts the brightness of the entire screen. and True Motion.
the distance of the medium calculated. The direction from which the wave
is received can be easily measured as an azimuth bearing with reference to A/C RAIN GUARD ALARM
a selected datum point. Reduces the clutter from rain, snow and other precipitation. Sets the guard alarm.
A/C SEA EBL OFFSET
Equipment Description Reduces sea clutter. Activates and deactivates off-cantering of the sweep origin.
The vessel is fitted with two radars, one X-band (3cm) and one S-band GAIN BKGR COLOR
(10cm). Both radars are fitted with ARPA (automatic radar plotting aid). The Adjust the receiver sensitivity. Selects the background color.
equipment is composed of a transceiver, scanner and a display unit with a
high definition colour CRT. INDEX LINES
VARIABLE RANGE MARKERS (VRM) ON/OFF
Shows and erases parallel index lines.
Information regarding the current settings and configuration of the radar are Activates the VRM ON/OFF. Adjust the range of the VRM using the rotary
displayed around the CRT. control to the left of the switch. The range can be viewed in the lower right X2 ZOOM
hand corner of the screen. There are two VRMs which are toggled by each Enlarges a selected section of screen twice the normal.
The display unit employs a 28” screen and is fitted with a control panel, made press of the ON key. The OFF key deactivates each VRM.
up from a number of modules mounted immediately below the screen. This CU, TM RESET
panel contains a simple pointing device (a joystick or trackerball referred to A/C AUTO
Resets the heading line to 000 in course up mode. Resets own ship’s position
as the cursor control) with two associated keys (left and right) which are Reduces sea and rain clutter at an automatic level. Permits manual override to 50% radius in a stern direction in the true motion mode.
used to control the radar and its display. Also contained on the panel is a by A/C SEA and A/C RAIN controls.
INT REJECT
two memory-card reader. Memory cards are used for storing and retrieving
FUNCTION 1, 2, 3 and 4
information such as maps and recorded tracks. Reduces mutual radar interference.
Setup keys 1, 2, 3 and 4.
RANGE RINGS
Both radars are equipped with automatic radar plotting aids (ARPA). Target
motion is displayed both graphically on the CRT and for chosen targets a RANGE Adjusts the brightness of the range rings.
digital read-out is provided of all information necessary for anti-collision Selects the range scale in use.
operation.
AUDIO OFF
The facility is available to both draw and save navigation lines for the pre- Silences audible alarm.
programming of parallel index lines in order to assist in the monitoring of the
vessel’s navigational track in coastal waters.

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 Nele Mærsk Deck Operating Manual
Illustration 7.2.1b Radar Operation

Range/Range
Ring Intervals Heading Line Guard Zone Tuning Indicator

Heading Marker Antenna/Radar In Use Alarm Clock

Data Display

HDG 132.7o T GYRO When set/drift is manually applied,

Range and Bearing of GYRO 132.7 o LOG 2.2KT SEA BT appears instead of WT.
Cursor from Own Ship (WT: Water Tracking mode
6/1 NM AUTO TUNE LOG 2.2KT ARPA AUTO+MAN
1.5 NM 350 000 010 ANT 1 MAIN TRU VEC 6MIN SEA BT: Bottom Tracking mode)
O 340 020 ARPA HISTORY 6MIN
Presentation 330.0 T 330
Target Data
030 Acquired target No. 1 data:
Mode HEAD UP WATCH REL VECTOR 6MIN Display RNG 4.9NM
RM 320 040 11:30 o
1997 RNG 4.9NM 1 BRG 226.1o T RNG: Range
PULSE 1 310 TRU CSE 263.3 T SEA BRG: Bearing
Pulse Length 050 02/08 1 BRG 226.10T TRU
Interference IR3 13:28* SPD 12.4o T SEA CSE: Course
ES1 300 060
TRU CSE 263.30T CPA 2.9NM TCPA *** MIN SPD: Speed
CPA 2.9NM TCPA *** MIN BCR 8.9NM BCT 20MIN
CPA: Closest Point of Approach
290 070 BCR 8.9NM BCT 20MIN RNG 4.9NM TCPA: Time to CPA
Echo Stretch RNG 4.91NM o
2 BRG 226.1o T BCR: Bow Cross Range
280 080
2 BRG 226.10T TRU CSE 263.3 T SEA
BCT: Bow Cross time
TRU
TRU CSE 263.30T SPD 12.4o T SEA
270 090
CPA 2.9NM TCPA *** MIN CPA 2.9NM TCPA *** MIN Acquired target No. 2 data:
BCR 8.9NM BCT 20MIN BCR 8.9NM BCT 20MIN Graphic data of water depth below
transducer, current and wind
No.1 EBL
260 CURRENT * *KT RNG 4.9NM
100 o direction/speed can be displayed at
* * oT 3 BRG 226.1o T target data No.2 area. The target
TRU CSE 263.3 T SEA
No.2 EBL
250 110 WIND * *KT TRU
SPD 12.4o T SEA
data appears with high priority.

* * oR Guard Alarm CPA 2.9NM TCPA *** MIN Acquired target No. 2 data:
240 120 ON BCR 8.9NM BCT 20MIN Numeric data of the graphic
on target 3 area.
Automatic
A/C 230 130
Clutter 11.7NM Bearing and range from
AUTO 220 140 GUARD OS
Noise Rejector NOISE TRU TRAIL [GPS] 162.5o T origin mark (reference mark)

REJ 210 150 + to cursor

160 30MIN
OFFCENTER 200 WPT 150.8NM
190 180 170 15:26 GYRO LOG EPSF Bearing and range to waypoint
Off-centre AZIMUTH HDG TRIG 72.1o T
EBL VRM VIDEO LOST TARGET OS 34o 40.849N Own ship position in latitude and
>287.2OT< PL >5.65NM< AUTO MAN TGT FULL
239.6OT O
348.6 T 2.35NM
Error Message [GPS]125o 18.115E longitude
GZ COLLISION SOG Appears in Red
34o 39.039N Cursor position in latitude and
135o 18.303E longitude

No.1 EBL (Upper) Parallel Index LIne No.1 VRM North Marker Echo Trail No.1 VRM (Upper)
No.2 EBL (Lower) Settings No.2 VRM (lower)

Fixed Range Ring

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 Nele Mærsk Deck Operating Manual
Plotting Keypad and Tuning Compartment Keys for Video Plotter Range Scale
MARK The display range scale can be altered by pressing the [+] or [-] keys. The
ORIGIN MARK selected range scale and range ring interval are shown at the upper left
Enters and erases a mark.
corner of the screen.
Shows and erases the origin mark.
CHART ALIGN
The display range can be expanded by 75% in any direction by using the
Used to align chart data.
VECTOR TRUE/REL off-cantering control.
VIDEO PLOT
Selects true or relative vector.
Turns the video plotter on and off. Gain Control
VECTOR TIME
The GAIN control is used to adjust the sensitivity of the receiver, and thus
Sets vector length in time.
Operating Procedures the intensity of echoes as they appear on the screen. GAIN should be adjusted
RADAR MENU such that light speckled background noise is just visible on the screen.
Opens and closes RADAR menus. Switching on the Radar
E-PLOT, AUTO PLOT MENU Press the ON/OFF switch to turn on the radar display. Tuning the Receiver
Opens and closes E-Plot and AUTO PLOT menus.
During the start-up sequence, a series of messages is displayed in the centre Auto Tune
NAV MENU of the video circle. The screen shows the bearing scale and digital timer
The radar receiver is tuned automatically each time the power is switched
Opens and closes NAV menu. approximately 15 seconds after power-on.
on. The tuning indicator and the label AUTO TUNE at the top right corner
Keys 0~9 of the display unit show the tuning circuit is operational. If the label AUTO
The timer counts down 3 minutes of warm-up time. During this period the
TUNE is not displayed, check the TUNE selector in the tuning compartment
Select plot symbols. Also used for entering numeric data. magnetron, or transmitter tube, is warmed for transmission. When the timer
is in the AUTO position.
has reached zero, the legend STBY appears indicating that the radar is now
CANCEL
ready to transmit pulses.
Terminates plotting of a specified target or all tracked targets. Manual Tune
In warm-up and standby condition, the message BRG SIG MISSING is a) Set the TUNE selector in the tuning compartment to MAN
ENTER
displayed. This is normal because a bearing signal is not rotating. ON TIME for manual tuning.
Used to save settings on menu screen. and TX TIME values shown at the bottom of the screen are the time counts
in hours and tenths of hours when the radar has been powered on and b) Push the TUNE control so that it pops up.
Keys for ARPA
transmitted.
TARGET DATA c) Set the range scale to 48 miles.
Displays the acquired target data. Transmitter ON
d) Adjust the TUNE control for the greatest target definition.
TARGET BASED DATA When the STANDBY status is displayed on the screen, press the TRANSMIT
switch ST-BY/TX on the control panel of the display unit.
Own ship’s speed is measured relative to a fixed target. e) Set the TUNE selector to AUTO and wait for ten seconds.
AUTO PLOT The radar is initially set to the settings when the radar was last used.
f) Check the picture to ensure that the tuning remains correct.
Activates and deactivates the Auto Plotter. The tuning indicator lights should be around 80% lit up on
The transmit switch toggles the radar between STANDBY and TRANSMIT
TRIAL status. The radar antenna will not rotate in STANDBY mode. the scale.
Initiates a trial manoeuvre g) Push the TUNE control back into the recessed position.
CRT Brilliance
LOST TARGET
Operate the BRILL control on the display unit to adjust the entire
Silences the lost target audible alarm and erases the lost target symbol.
screen brilliance. The optimum point of adjustment varies with ambient
HISTORY light conditions, especially day and night time, so may require frequent
Shows and erases past positions of tracked targets. adjustment.

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 Nele Mærsk Deck Operating Manual
Illustration 7.2.1c Radar Control Panel

AUTO TUNE

AUTO
GYRO SET
MANU
HOLD
ON

ANTENNA
+

OFF

Plotting
P g Keypad
yp
STBY and Tuning Compartment
Below Sliding Cover
PM-ON/OFF

HL ECHO ORIGIN VECTOR VECTOR RADAR

MODE OFF ON OFF ON MARK
TRUE TIME MENU
OFF TRAIL REL 1 2

GUARD ELB OFF

EBL VRM TARGET TARGET
AUTO
BASED
ALARM OFFSET CENTER BRILLIANCE A/C RAIN A/C SEA GAIN DATA SPEED PILOT 4 5 6
E,AUTO
PILOT
MENU
X2 BKGD INDEX TRIAL LOST
HISTORY
ZOOM COLOR LINES TARGET
ST-BY ACQ 7 8 9
A/C
AUTO TX
CANCEL
CU,TM INT RANGE CHART VIDEO NAV
MARK ENTER
RESET REJECT RING ALIGN PLOT MENU
AUDIO
RANGE OFF
- 0

Radar Control Panel

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 Nele Mærsk Deck Operating Manual
Initialising the Gyro Readout Appropriate pulse widths are preset to individual range scales and function VRM
keys, although manual setting of the pulse width is possible: Two Variable Range Markers (VRM) are fitted and can be activated by
Providing the radar is interfaced with a gyrocompass, the ship’s heading is pressing the VRM ON key. Successive presses of the key alternates between
displayed at the top of the screen. On tuning the radar, align the on screen a) Press the RADAR MENU key on the plotting keypad to show
No.1 and No.2 VRM data read outs. The VRM can be increased and decreased
GYRO read out by the with the gyrocompass reading as follows; the FUNCTIONS menu.
using the rotating switch to the left of the key.
a) Open the tuning compartment and press the HOLD button. The b) Press the [1] key to select menu item 1 PULSE WIDTH.
gyro LED illuminates. EBL
c) Press the [1] key to select PULSE WIDTH 1 or 2 as Two Electronic Bearing Lines (EBL) are fitted and can be activated by
b) Press the UP or DOWN button to duplicate the gyrocompass appropriate. pressing the EBL ON key. Successive presses of the key alternates between
reading at the on screen GYRO read out. Each press of these No.1 and No.2 EBL data read outs. The EBL can be increased and decreased
buttons changes the read out by 0.1° steps. To change the d) Press the ENTER key to confirm selection followed by the using the rotating switch to the right of the key.
read out quickly, hold the UP or DOWN button for over two RADAR MENU key to close the FUNCTION menu.
seconds.
EBL Offset
Sea Clutter
c) Press the HOLD switch when the on screen GYRO read out Press the EBL OFFSET key and move the EBL around the screen with the
has matched the gyrocompass reading. The gyro LED will In rough weather conditions returns from the sea surface are received over joystick to the desired point. Adjust the position of the EBL and range of the
go out. several miles around the vessel and mask close targets. This situation can be VRM as required using the rotating switches.
improved by correct adjustment of the A/C SEA (Anti-Clutter Sea) control.
The radar has an automatic sea clutter control facility, which can be activated Off-Centreing
Presentation Mode by pressing the A/C AUTO key next to the EBL. The visible range of a selected area of screen can be expended by use of the
The radar has a number of presentation modes, each can be selected with OFF CENTRE button as follows;
the MODE key located on the mode panel. Each time the MODE key is Rain Clutter
pressed the presentation mode and mode indication at the upper left corner a) Move the cursor to an area of screen where the sweep origin is
of the screen change cyclically. In adverse weather conditions clouds, rain or snow produce spray-like spurious required by operating the trackball.
echoes which impair target detection over a long distance. This situation can
be improved using the A/C RAIN function key on the control panel. b) Press the OFF CENTRE key. The sweep origin is now
Relative Motion (RM)
off-centred to the cursor position.
Head-up Unstabilised
Ancillary Controls
c) To cancel off-cantering, press the OFF CENTRE key again.
Head-up TB Head-up with compass-stabilised
bearing scale (True Bearing) Degaussing the CRT Screen
Basic ARPA Functions
Each time the radar is turned on the degaussing circuit automatically
Course-up Compass-stabilised relative to ship’s demagnetises the CRT screen to eliminate colour contamination caused by the
intended course earth’s magnetism or magnetised structure. Activating the ARPA
a) Adjust the A/C RAIN, A/C SEA and GAIN controls to the
North-up Compass-stabilised with reference Manual degaussing is possible at any time by pressing the DEGAUSS switch correct settings.
to north located in the tuning compartment below the slider panel cover.
b) Press the AUTO PLOT key. The label ARPA appears in the box
True Motion (TM) Interference Rejecter at the upper right of the screen.
North-up Ground or sea stabilised with Mutual radar interference may occur in the vicinity of another shipborne radar
compass and speed inputs. operating on the same frequency band. This can be viewed on the screen Ship’s Speed
as a number of bright spikes usually in the form of curved dotted lines The ARPA requires own ship’s speed and heading data. Of these the speed data
Pulse Width spiralling outward from the centre of the screen. The interference can be can be entered automatically from a speed log, navaid, or manually through
reduced by activating the INT REJECT key. Successive presses of the key the numeric keys or a reference point such as a beacon etc.
The pulse width in use is displayed in the upper left hand position of the increases the effect of interference rejection up to 3 levels. The interference
screen. rejecter should not be used when there is no interference as it may cause
weak targets to be lost. Automatic Speed Input
For speed log input:

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 Nele Mærsk Deck Operating Manual
a) Press the RADAR MENU key on the plotting keypad to show Automatic Acquisition Target Data
the FUNCTIONS menu. The ARPA can acquire and track up to 40 targets (20 manually and 20 The ARPA plotter will calculate motion trends of all plotted targets. In
automatically). If AUTO ACQ is selected after more than 20 targets have head-up and head-up true bearing modes, target bearing, course and speed
b) Press the [6] key to select ship’s SPEED. been manually acquired, only the remaining capacity of targets can be shown in the upper-right target data field become true, or relative to own ship
automatically acquired. in accordance with the true/relative vector settings. In north-up, course-up
c) Press the ENTER key to confirm entry, followed by RADAR and true motion modes, the target data field always displays true bearing, true
MENU to close the FUNCTIONS menu. A target acquired automatically is marked with a broken square and a vector course and speed over the ground. Place the cursor on a target as required and
appears about one minute after acquisition together with the target’s motion press TARGET DATA key on the plotting keypad. The following data on the
The ship’s speed read out at the top of the screen shows own ship’s speed fed trend. Three minutes after acquisition, the initial tracking stage is completed, selected target is displayed at the upper-right corner of the screen:
from the speed log preceded by LOG. and the target can be tracked. At this point the broken square mark changes
to a solid circle. RNG/BRG Target range and bearing from
d) When the speed log is used, select speed reference to either of own ship.
SEA or GND (ground) on the ARPA 2 menu. Enabling and Disabling Automatic Acquisition
a) Press the E, AUTO PLOT key if the ARPA is not yet active. CSE/SPD Course and speed of target.
Manual Speed Input ARPA will appear in the box at the upper right-hand corner
of the screen. CPA/TCPA Closest point of approach and
a) Press the RADAR MENU key on the plotting keypad to show
time to closest point of
the FUNCTIONS menu. b) Press the E, AUTO PLOT MENU key to show the ARPA approach of the tracked
1 menu. target.
b) Press the [6] key to select Ship’s SPEED.
c) Press the [1] key to select menu item 1 AUTO ACQ. BCR/BCT Bow crossing range and time
c) Press the [6] key to highlight MAN option.
at which bow crossing is
d) Press the [1] key again to select ON (enable auto-acquisition) calculated.
d) Press the ENTER key to confirm entry. ‘MAN xx.x KT’ will or OFF (disable auto-acquisition) as appropriate.
appear at the bottom of the FUNCTIONS menu.
e) Press the ENTER key to confirm the selection followed by
e) Enter the ship’s speed by typing the corresponding numeric E,AUTOPLOT MENU key to close the AUTOPLOT 1 menu.
keys followed by ENTER. AUTO+MAN is displayed in the box at the upper right of
the screen when auto-acquisition is enabled and MAN when
f) Press the RADAR MENU key to close the FUNCTIONS menu. auto-acquisition is disabled.
The ship’s speed read out at the top of the screen shows the
ship’s speed entered preceded by MANU. (Note: When the ARPA has acquired 20 targets automatically, the message
AUTO TARGET FULL is displayed in the box at the right-hand
Target Based Speed side of the screen.)
When selected the Target Based Speed mode calculates own ship’s speed
relative to a fixed reference target. Manual Acquisition
a) Place the cursor over the target using the trackball.
This speed input should be used when the speed log is unreliable, or not
connected to the radar: b) Press the ACQ key on the control panel. The selected plot
symbol is marked at the cursor position.
a) Select a suitable known fixed target.
A target acquired manually is marked with a broken square. After about one
b) Place the cursor over the target using the trackball. minute after acquisition, the target’s motion trend will appear. Three minutes
after acquisition, the initial tracking stage is completed, and the target can be
c) Press the TARGET BASED SPEED key. The reference target tracked. At this point the broken square mark changes to a solid circle.
mark appears at the cursor position and the own ship data label
changes from LOG, NAV or MANU to REF.

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Illustration 7.2.2a ECDIS Display and Operator Panel
ECDIS Display

Man.Route HESA-TST Plan Route Pilot Data Depth metres Height metres TRUE MOTION
User Chart Ref Target ARPA 1 Radar FEC1 Ship off screen X2,3
2154
4587 500 00.034N Gyro 1 1 . 0 0
(man)
30
190 57.025W GMG 1 3 . 7
0
1159 WGS 64 (pos)
Upper Status Bar DGPS SMG 1 3 . 2 kt Upper Information Area
1124 11 5 4
Plain Speed 20.0Kt Next WP 2
30
11 5 4
1859
Plan CTS 70 Cht WOP 4.44nm
1124
1068 Route 70 ETA
11 5 4 023
0 Ch limit 100m 31 Dec 01 08:09
147 300
1154 Off track >59m Next CTS 110
Turn Rad 1.0nm
Turn Rate 160/min
1859 S57 chart legend
1068

2154 Cell name AA5C1CDE

2059 Navigation purposes Harbour
Issue date 19980203
1859
1154 Edition number 2
Electronic Chart Last displayed update 000 Chart Legend/
Update issue date 19980203 Dialogue Box Area
1068
Last update appl. data 19980203
Projection Mercator
11 5 4 1159
2154 Horizontal datum WGS 84
Vertical Datum
11 5 9
Higher high water large tide
Sounding datum
Lowest low water tide
2584
Quality of data
1160 Magnetic var.
2584
1149
Lower Status Bar 1156 Information Area
1139
1180

1758
Cursor
From own ship 3011.5nm 208.60
15007.174N 00503.011W
02.00
29.12.2001 05:53 UTC 29.12.2001 07:53 FLE Standard 1:5000 02.00

FURUNO ECDIS

FUNCTION EXECUTE
MAN INFO
OVER EVENT VOYAGE CONNING & STANDARD CHART SELECT OK CANCEL
BOARD RECORD DISPLAY HELP DISPLAY ALIGN ENTER

SET
ROUTE CHART PILOT REF INITAL CHART SELECT
SENSORS
PLAN PLAN DATA TARGET SETTING CENTER NEXT

SHIP
ROUTE CHART USER DISPLAY NAV OFF ZOOM
RADAR
MONITOR DISPLAY CHART MODE MARKS CENTER OUT

SYSTEM ALARM TM/CU ZOOM

FAILURE ACK RESET IN

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 Nele Mærsk Deck Operating Manual
7.2.2 INTEGRATED NAVIGATIONAL SYSTEM At large scale, the vessel is indicated by a ship shape, the intersection indicates Chart Information
the antenna position of the fixing system.
ECDIS AND ROUTE PLANNING SYSTEM Chart Motion
The Vessel Ground Track is shown by a dashed vector line and the vessel’s
Maker: Furuno heading is shown by a solid vector line. a) Press the DISPLAY MODE in the control panel.
Type: FEA-2105 To alter the length of own ship’s vector: b) Place the cursor over DISPLAY MODE and select using the
SELECT button.
General Description a) Press CHART DISPLAY in the control panel.
c) A sub menu now opens with True Motion and Relative
Designed to comply with IMO/IHO performance standards for Electronic b) Place the cursor over CHART and press SELECT. Motion.
Chart Display and Information Systems (ECDIS), the Furuno FEA-2900 and
FEA-2105 consists of an ECDIS processor (including floppy disk and CD c) A box indicating vector time is displayed. Place the cursor on d) Use the cursor to select the desired motion.
ROM drives), control keyboard and CRT monitor built in a single console. the box near to vector time and press SELECT.
One single ECDIS processor can be used for both route planning and route Chart Legend
monitoring. d) A numerical table is displayed. Select the required time using
the cursor and SELECT button. Press CANCEL in the control panel until the panel appears with Chart Number
The system incorporates a route planning and chart digitising unit and as top item. This is the Chart Legend display and contains information about
integrated navigation system, which can automatically guide the ship on e) Place the cursor on OK and SELECT to enter the new vector edition dates and updates of displayed chart as follows:
pre-planned courses and tracks with predetermined speed profiles, characterised length.
by the functional integration of navigation, collision avoidance and track Chart number: Number of current displayed chart.
control. Own Vessel’s Past Track
Country of origin: Country which produced the chart data.
The basic system combines the following equipment and functional units: Press CHART DISPLAY on the control panel and open the ‘Tracking’ page.
In the box ‘Past Tracks’ the first panel below this refers to own ship. Use the Latest NM: Date of latest Notices to Mariners included on the
• S-band and X-band radar equipment cursor and select button to activate the desired settings. chart.
• Gyrocompass unit
Off: Turns off the displayed information in that particular line. Edition date: Date chart issued.
• Echo sounder
• Speed log Std: Activates the tracking information on the current display. Publication date: Issue date of Update CD used to update the
• Positioning systems system.
Other: Activates the tracking information on the current display
• Wind measuring device until the STANDARD DISPLAY button is pressed, then WGS shift status: Indicates shift between local datum and WGS 84
selection is removed as Off position. as :
Familiarisation of Controls 1. DEFINED: Shift is known.
Primary: The tracking information uses the primary position
The following instructions are designed to familiarise the operator with the source. 2. UNDEFINED: Shift unknown, or user
controls and gain an insight into the operation of the system. defined.
Secondary: The tracking information uses the secondary position
source. 3. PARTIAL DEFINED: Shift known only
Vessel Position at some parts of the chart.
On the control panel, press SHIP OFF CENTRE. This will place the vessel at Length: Use the cursor and select to adjust the length of the track
the position of the cursor. Press ZOOM IN to increase the scale, or ZOOM history.
T and P Notices
OUT to decrease the scale.
Labels: Use the cursor and select to specify the interval between Selecting this function with the cursor will open a panel containing information
Ship Symbol about Notices to Mariners after the edition date.
dots on the history track.
The vessel’s position is indicated by a circle, the centre indicates the antenna
position of the fixing system.

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 Nele Mærsk Deck Operating Manual
Details c) Press RESET to reset datum to the original values. h) ‘Preview’ allows the chart to be viewed in a small scale.
Selecting this function with the cursor will open a panel regarding detailed
i) ‘Open’ opens the selected chart.
information of the chart displayed. The lower section is of great importance, Chart Management
which shows the shift of datum comparing WGS 84 position and the same Open Known Chart
Move Chart
position in local datum.
a) Press CHART PLAN and select from the menu ‘Open’.
Place the cursor over the desired position of the chart and press SET CHART
Warnings CENTRE in the control panel.
b) Select MANUAL from the sub menu. ARCS open box appears.
Recent warnings not included in the Notices to Mariners. Chart Type
a) Press CHART PLAN in the control panel. c) Select required chart from the list with the cursor.
Chart Datum
b) In the menu select: d) Press OPEN to open the chart.
Cursor Datum ‘Activate S57 chart’ for vector charts Alarms
a) Press the INITIAL SETTINGS in the control panel. ‘Activate ARCS chart’ for raster charts
System Alarms
The system will automatically load charts as the operator zooms in or out. When the ECDIS generates an alarm the warning will appear in red at the
b) The panel containing datum will appear. This should always
be set at WGS 84). Open ARCS Chart lower left hand corner of the screen replacing UTC time.

a) Select CATALOGUE from the menu

c) To change the datum, place the cursor over the desired datum Steering Alarm
and select. b) The ARCS catalogue window will open containing the box When a failure of an integrated system generates an alarm, this will appear in
View Filters. red at the centre of the lower part of the screen replacing local time.
d) This will change only the cursor read out, but NOT the
displayed positions. c) Select the required settings from the box View Filters:
Acknowledge Alarm
Display Datum Insets: Displays insets (plans) included in the charts Both the system and steering alarms will generate an audible alarm which may
be accepted by pressing ALARM ACK in the control panel.
a) Press CANCEL until the Chart Legend panel appears.
Names: Displays chart numbers
b) Place the cursor over Details and select. System Failure
All Charts: Displays limits of all available ARCS charts
This lamp will illuminate and an audible alarm is generated in case of internal
c) Place the cursor over WGS84 Shift and select. failure having serious effects on the operation of the system.
Permit Charts: Displays limits of all charts with permits
d) The ARCS WGS84 Shift page opens, at the bottom is the box
Output, this must be set to Chart WGS Shift. Group Charts: Displays limits of user defined group charts Navigation Tasks

e) This will apply the datum shift indicated by CHART SHIFT d) Select scale required as Planning, Ocean, Coastal, Approach, Navigation tasks can be divided into four basic areas:
to the display and ensure the cursor and display is operating Harbour.
• Voyage planning
on the same datum.
e) The different colour borders indicate the following; • Positioning
Green: Available for use
Define Datum • Monitoring
This can only be used when WGS Shift status is UNDEFINED or PARTIAL Magenta: Chart not loaded, but permit available • Steering
DEFINED.
Red: Chart not loaded and no permit available Voyage Planning
a) Press and hold down CHART ALIGN with the cursor over
f) Place the cursor over the border of the required chart and select. Voyage planning is the preparation phase for the voyage. Preparation includes
own ship.
route definition, route calculation and optimisation.
b) With the CHART ALIGN button still pressed move the cursor g) The chart information will appear in the Selected Chart box.
Required sea charts are also prepared in voyage planning either by updating
to the correct position and release the CHART ALIGN button.
existing charts or creating new ones.

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 Nele Mærsk Deck Operating Manual
Positioning • Symbol of ownership with speed vector Upper Status Bar
Positioning involves using all available position fixing methods to calculate • Targets acquired by ARPA
and update the vessel’s position during the voyage. The data displayed in the upper status bar includes the following information:
Mon. Route
The calculation of the vessel’s position is based on available navigational Electronic Charts in ECDIS
sensors. The system integrates valid information from different sensors and Name of the route.
uses the Kalman filter technology for final position calculation. The electronic navigational charts are displayed in the electronic chart area.
Monitoring There are two types of electronic charts available to use in ECDIS which may Plan Route
substitute official paper charts as flag state permits: Name of the planned route.
Monitoring is the continuous check of navigation data, user actions and
performance of the system. • S57ed3 ENC or CM-93 vector format
• ARCS raster format Pilot Data
Part of the monitoring is the display of electronic sea chart and conning
Name of the pilotage data area in use.
information.
S57 Vector Format
Steering
ECDIS is compatible with S57 release 3 ENC format. From this format Depth
Keeping the vessel to the desired track with auto or manual pilot. the ECDIS generates the System ENC, or SENC, which is used for the
The measurement unit of depth displayed on the chart in use.
ECDIS.
Electronic Chart Display Information System (ECDIS) Height
When a chart is opened, it is displayed with a default scale called compilation
scale. It is possible to modify details of the chart displayed in the electronic The measurement unit of heights above sea level.
Overview chart area. The chart scale may be changed by pressing ZOOM IN or ZOOM
The ECDIS display screen is segregated into a number of areas. A status bar OUT. The scale range is 1:1 000 - 1:50 000 000.
True Motion / Relative Motion
located at the top and bottom of the screen permanently displays the time,
chart scale in use and route information. The upper and lower right hand CM-93 Indicates the mode of display stabilisation in use.
corners of the screen provide current information of the vessel ; speed, course,
Compatibility with CM-93 format depends on commercial agreements.
position and cursor position. Between these areas is a dialogue box area User Chart
Compatibility is controlled by the security device called dongle. From CM-93
where users can fill or select appropriate options. The left hand section of the
format the ECDIS generates SENC which is used for actual operations of Name of the user chart in use.
screen and covering the largest area, is the electronic chart area. When the
the ECDIS.
pushbutton is pressed from the control panel the appropriate menu opens up
at the current cursor’s location. Ref Target
ARCS Raster Format
Name of the reference target in use.
Electronic Chart Area ARCS charts are digital reproductions of British Admiralty paper charts and
retain the same standards of accuracy, reliability and clarity as paper charts.
The ECDIS can use the following type of charts: Zooming into the ARCS chart can be useful for magnifying complex detail, ARPA X
but decreases the density of data displayed and can give a false impression of ARPA radar in use for reference target.
• S57ed3 ENC charts (vector) distance from danger. Therefore it is possible to zoom to twice the original
• CM-93 charts (vector) paper chart’s scale or half the original paper chart’s scale.
Overscale / Underscale
• ARCS charts (raster) Indicates if the scale of the displayed chart is larger or smaller than the
Dialogue Box Area
original scale of the paper chart.
The following information can also be displayed: Content of the dialogue box area is dependent on status of the ECDIS. It is
the area where the user can discuss the application. If the user has pressed
a pushbutton of the control panel and selects the desired menu command LARGER DATA EXISTS (S57 charts): Larger Scale Available (ARCS
• Cursor moved by trackball
from the menu there will appear the corresponding dialogue box in the charts)
• Planned route dialogue box area. If a larger scale chart is available than presently in use, it will be indicated
• Electronic Bearing Line (EBL) and Variable Range Marker here.
(VRM)

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 Nele Mærsk Deck Operating Manual
SHIP OFF SCREEN (S57 charts): Ship out of dsp (ARCS charts) CONTROL PANEL ZOOM OUT
Indicates if the ship is not in the displayed area. General Used to change the scale of the chart in use. By pushing the ZOOM OUT
button once the next smallest scale chart is displayed.
TM RESET OFF The control panel allows the user to operate the ECDIS system. The trackball
is used as a mouse by moving the cursor across the screen and onto the desired ZOOM IN
Indicates that true motion or relative motion is not in use, although own location, then selecting the target/information by pressing the pushbutton
ship is on display. SELECT. The user can control the cursor’s position on the display, select the Used to change the scale of the chart in use. By pushing the ZOOM IN button
menu items and alter values of various parameters. once the next largest scale chart is displayed.
Lower Status Bar
SET CHART CENTRE
Description of Controls
The data display in the lower status bar includes the following information: The current cursor position can be set as the new position of the chart centre
by pushing the SET CHART CENTRE button. Automatic true motion reset
Operative Pushbuttons is disabled when this button is depressed and can only be re-activated when
UTC Time
either TM/CU RESET or SHIP OFF CENTRE buttons are pressed.
Co-ordinated Universal Time / Greenwich Mean Time. SELECT
Used in the window dialogue to push soft keys, tick boxes etc. It is also used
SHIP OFF CENTRE
Local Time Zone to insert waypoints, user chart objects etc.
The user can set the current cursor position as the new position of the vessel
Local time zone can be selected to be displayed in this screen. on the display. This will enable automatic true motion reset. If the cursor
OK/ENTER
position was in the true motion reset area then an automatic true motion
Scale Used in the window dialogue to select OK or enter options. reset will occur.
The present chart scale in use is displayed in this sector.
SELECT NEXT TM / CU RESET
Software Release If the dialogue box has two or more sheets, SELECT NEXT is used to By pressing this button true motion reset is performed and automatic true
open the next sheet. motion reset enabled.
Present software release indicated here. The upper value is the software
release of the ECDIS chart. The lower value is the software release of the
CANCEL MAN OVERBOARD
ECDIS navigation interface.
Used in the windows dialogue box to select the CANCEL option, or to Used to record the predefined man overboard event to the logbook. The
close the window. position of this event is displayed on the chart as a red mark.
Alarms
Alarms (if any) generated by the system and by the steering is indicated
in this part. Direct Function Pushbuttons EVENT
Used to record an event to the logbook. Comments may also be written
Information Area STANDARD DISPLAY for the event.

The information area contains permanently displayed information regarding Used to make displayed object selection as defined by IMO performance
standards. ALARM ACK
the position of own vessel, route monitoring information and cursor position.
Alarm is displayed in the lower status bar. A red lamp is activated for this
CHART ALIGN pushbutton. The high priority alarm also gives an audible sound.
User can move own ship and ARPA targets over the chart to a new position.
Used to align the chart correctly if the used position fixing method does not SYSTEM FAILURE
give adequate accuracy. Also moves waypoints etc. to a new position if the Illuminates in the event of any internal component failure having serious
corresponding window is open in the dialogue box area. effects on the operation of the system.

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Menu Pushbuttons RADAR Procedure
Controls the ARPA target source and optional Radar echo overlay function.
CONNING DISPLAY Loading from CD-ROM
Switches the conning display between HARBOUR and NAVIGATE mode. Info and Help Pushbutton a) Press the CHART PLAN pushbutton.
User can also change the palette for the conning display. The info and help pushbutton has a number of functions when used in
conjunction with the cursor: b) Select ‘Load’ from the menu and ‘by CD Catalogue’ from the
ROUTE PLAN sub menu. An S57 load dialogue box appears.
• If the cursor is located over a target, the information on that
Controls the route planning function. c) Press LOAD, a keyboard dialogue box appears.
target will be displayed.

ROUTE MONITOR • If the cursor is located over the pilot data, user chart or d) Enter the name for the CD catalogue and press OK. The
reference target object, the information of the pointed object system will now load catalogue information into the hard disk,
Monitors the route in use.
is displayed. automatically copying all text and picture files associated with
charts from a CD catalogue.
USER CHART • If the cursor is located in the chart area, information from the
Controls the user charts. chart database is displayed regarding the pointed cartographic e) Select a named CD from the CD field. A list of charts appears
object. into a list box which contains information about charts (edition
and update number). In the ‘Chart Selection’ box the user
SENSORS can select which charts to load from the CD-ROM. Selection
• If the cursor is located outside the chart area, it activates the
Used to select sensors for the system. help function. ‘Missing only’ loads only the charts and their updates not
already loaded into the ECDIS.
CHART PLAN Vector Charts f) Press LOAD to load the selected charts.
Controls both the ARCS raster charts and S57 vector charts.
A chart can be coded for the computer as a raster or vector chart. A vector
chart may be coded using a number of techniques, one of which is called
CHART DISPLAY
S57ed3. This technique is approved by the IMO as the only alternative for
Controls the chart details of both ARCS raster charts and S57 vector charts. SOLAS compliant electronic charts. If a S57ed3 coded chart is published
by a government authorised Hydrographic Office, then it is known as a
DISPLAY MODE ENC. If a S57ed3 chart is published by private industry, then it is known
as a NON ENC.
Selects between true and relative motion displays.
Another technique for coding vector charts is CM-93/2. This is used by a
REF TARGET private company C-MAP to publish electronic charts. All CM-93/2 charts are
Selects the target reference point. however NON ENC type.

PILOT DATA Loading Electronic Charts from CD-ROM, Floppy or LAN

Used to control the pilot data. When loading an S57 chart by CD catalogue, the system first loads a CD
catalogue, which stores information on the cell’s ID, position and edition
VOYAGE RECORD number from the Local Area Network (LAN) connection, floppy or CD-ROM.
Allows voyage related data to be stored. The system will then prompt the user for the charts to be loaded from the
selected media.

INITIAL SETTING After creating a CD catalogue, the contents may be viewed using the S57
Used to control the setup and configuration of the system. catalogue command.

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Loading from Floppy disk or LAN There are two types of permit issued: Chart Symbols and Object Recognition
a) Press the CHART PLAN pushbutton. • Subscription permit which includes updates for a 12 month
period. The ECDIS has a feature for providing the user with further information on a
b) Select ‘Load’ from the menu and ‘by CD Catalogue’ from the selected object or symbol at the touch of a button:
• One off permit which includes updates for up to the issue
sub menu. An S57 load dialogue box appears.
date of the permit. a) Move the cursor over the object to be identified.
c) Press BROWSE to select a new load directory. The expiry date of the permit controls loading base charts and its updates to b) Press the INFO & HELP button. Two dialogue boxes appear:
the ECDIS. The ECDIS will warn the user when loading charts or updates ‘Object’ and ‘Objects by cell’.
d) If the user requires to load from a floppy disk, select ‘A:\’ issued less than 30 days before the expiry date of the permit. If the permit
in ‘Drive:’ If using another ECDIS using LAN, select suitable has expired it is impossible to load the chart or its update until the permit
‘Drive:’ and ‘Sub Dir. Note: that a correct load source has c) Use the ‘Object by cell’ dialogue box to select the desired chart
has been renewed. cell and object from which you need information. A list of S57
“\ENC_ROOT” at the end of the ‘Current Directory:’
chart cells is displayed in the ‘Cell’ list box. Select the desired
e) Press SELECT when complete. Vector Chart Display chart cell from the list.

f) Press LOAD and a keyboard dialogue box appears. d) Select the desired object from the ‘Objects in display priority
Selecting Vector Chart Material in Use order’ box.
g) Enter the name for the CD Catalogue and press OK. The a) From the control panel press CHART PLAN.
system will now load catalogue information into the hard disk, e) The detailed information of selected object is displayed in an
automatically copying all. Text and picture files associated with b) From the menu the text ‘Activate ARCS chart’ should be ‘Object’ dialogue box.
charts from a CD Catalogue. displayed in the first line.
f) To close the dialogue boxes press CANCEL on the control
h) Select a named CD from the CD field. c) Select ‘Activate S57 chart’. panel.
Raster Charts
i) Press LOAD to load the selected charts. Selecting Charts for Viewing
a) From the control panel press CHART PLAN pushbutton. ARCS Charts
RENC Chart Updating Service
b) Select ‘Catalogue’ command from the menu. There are around 2700 ARCS charts available on CD-ROM, providing
RENC is a service provider offering approved ENC delivery and update worldwide coverage of the major trading routes and ports. ARCS charts
service for S57ed3 electronic charts. A RENC very often provides both c) From the catalogue window select the desired chart using the are facsimile copies of British Admiralty paper charts and as such share a
CD-ROM and telecommunication based service to ECDIS users. cursor. common numbering system. New editions and new charts for ARCS and
BA paper charts are issued simultaneously and supplied on each weekly
Before using a RENC service the vessel will need to be authorised as a d) Press OPEN. update CD-ROM.
customer of RENC. Once authorised the vessel can receive updates of charts
and corrections by telecommunications or CD-ROM service depending on Selecting a Chart by Name Loading ARCS Charts
the system agreed.
a) From the control panel press CHART PLAN pushbutton. The procedure for using ARCS charts is as follows:

Permits a) Load ‘Permit’ from the floppy disk using the ‘Permits’
b) From the menu the text ‘Activate ARCS chart’ should be
Permits are used to control the permission to use a chart. A permit is command.
displayed in the first line.
connected to every edition of a chart as an encryption, which can be removed
for subscribers to the service. A permit to use a chart can be issued by b) Load the charts required from the ARCS CD-ROMs.
c) Select ‘Activate S57 chart’.
CD-ROM or floppy disk and then loaded into the ECDIS, or be issued via
the telecom network. c) Load the update from the Weekly CD-ROM.
d) Select ‘Open’ from the menu.
d) Open the desired chart by using the ‘Open’ command, or the
e) Choose the desired chart from the list and press OPEN. When
‘Catalogue’ command.
a chart is selected it will then be displayed automatically in
the electronic chart area.

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Loading Chart Permits Load by Active Group Load Updates by Permits
a) From the control panel press CHART PLAN. Loading by active group is used to load only ARCS charts designed to a) Press CHART PLAN.
include defined groups:
b) From the menu select ‘Activate ARCS chart’. b) Select ‘update’ from the menu and ‘by permits’ from the sub
a) Create a group of charts required. menu.
c) Select the ‘Permits’ command from the menu. The permit
management window will appear. b) Set the group as an active group. c) Insert the CD-ROM into the CD driver and press LOAD. A
progress indicator of loading appears.
d) Insert a permit floppy disk into the floppy disk drive. c) Press CHART PLAN, select ‘Load’ from the menu and ‘by
active group’ from the sub menu. d) Repeat the above step c) until all the CD-ROMs involved in the
e) Press LOAD FILE. user’s licence have been loaded. Press CANCEL on completion
d) An ‘ARCS Load’ dialogue box appears which indicates the to close the ‘ARCS load’ dialogue box.
f) Select the file required and press OPEN. active group and desired ARCS CD-ROM’s.
Load Updates by Active Group
g) Ensure that the permits are displayed in ‘Permit Management’ e) Insert the desired CD-ROM into the CD driver and press
box. LOAD. Loading updates by active group is used to update only ARCS charts designed
to include defined groups:
h) Close the window and press CANCEL on the ECDIS control f) Repeat step e) until all CD-ROMs involved in the active
panel. group have been loaded. Press CANCEL to close ARCS load a) Create a group of charts required.
dialogue box.
b) Set the group as an active group.
Loading ARCS Charts
Load Manually
ARCS charts can be loaded into the system in one of three ways: c) Press CHART PLAN, select ‘update’ from the menu and ‘by
a) Insert the desired ARCS CD-ROM into the CD driver. active group’ from the sub menu.
• Load by permit. All charts covered by the user’s licence are
b) Press CHART PLAN, select ‘Load’ from the menu and ‘manual’ d) An ‘ARCS update’ dialogue box appears which indicates the
loaded automatically.
from the sub menu. A chart operations dialogue box appears. active group and desired ARCS CD-ROMs.
• Load by active group. A defined group of charts can be
loaded into the system making it easier to maintain the user’s c) Select the desired chart from the list box. To load the chart e) Insert the desired CD-ROM into the CD driver and press
database. into the system press LOAD CHART. To close the dialogue LOAD.
• Load manual. Manual selected charts can be loaded into the box press OK.
system. Load Updates Manually
a) Insert the desired ARCS CD-ROM into the CD driver.
ARCS Chart Updating
Load by Permits Updates are delivered separately in update CD-ROM format. Updating of b) Press CHART PLAN, select ‘update’ from the menu and
a) Press CHART PLAN. ARCS format raster charts can be accomplished in three ways: ‘manual’ from the sub menu. A chart operations dialogue box
appears.
b) Select ‘Load’ from the menu and ‘by permits’ from the sub • Update by permit. All charts covered by the user’s licence are
menu. updated automatically. c) Select the desired chart from the list box. To load the chart
into the system press LOAD UPDATE. To close the dialogue
• Update by active group. A defined group of charts can be box press OK.
c) Insert the CD-ROM into the CD driver and press LOAD. A
updated into the system making it easier to maintain the user’s
progress indicator of loading appears.
database.
Creating Groups of ARCS charts
d) Repeat the above step c) until all the CD-ROMs involved in the • Update manual. Manual selected charts can be updated into
the system. a) Press CHART PLAN.
user’s licence have been loaded. Press CANCEL on completion
to close the ‘ARCS load’ dialogue box.
b) Select ‘Catalogue’ from the menu. ARCS catalogue dialogue
box appears.

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 Nele Mærsk Deck Operating Manual
c) Press GROUPS in group field. A chart group dialogue box d) Choose the desired chart from the chart list dialogue box and Selecting Objects to be used in Chart Alarms
appears. press OPEN.
a) Press INITIAL SETTING, select ‘Chart Alarm parameters’
d) Press NEW, define a name for a new chart group and press e) When a chart is selected it will be displayed automatically in from the menu.
OK when completed. The entered group name appears in the the electronic chart area.
‘Edit group’ field. b) Open the ‘Chart Alarms’ dialogue box and highlight the desired
CHART ALARMS object in ‘Ignore’ list box to be included in the safe water
Select an Active Group calculation.

a) Press CHART PLAN. Select ‘Catalogue’ from the menu. General c) Press either INDICATION or ALARM depending on preference
when crossing a danger area.
b) Press GROUPS in the ARCS catalogue dialogue box. A chart ECDIS is designed to enhance the safety of the vessel, having the facility to
group dialogue box appears. detect areas where the depth is less than the predetermined safety contour, or
where other specified conditions exist. If the vessel transits such an area, then
Route Planning
c) Select the desired group from the the ‘Edit group’ list box. the system will give an indication or alarm warning the user of the danger
The system will calculate chart alarms using user defined channel limits for
area. The ECDIS calculates dangerous areas using the largest scale chart
d) In the ‘Active Group’ field press SET. The name of the active the route. Dangerous areas are shown highlighted if the safety contour or user
available, which may not be the visualised chart in use at the time.
group appears in the ‘Active Group’ field. selected chart alarm areas are crossed by the planned route.

Chart Alarms A list of chart alarms can be generated as follows:

ARCS Chart Display
ARCS chart display can be selected as follows; Official S57 chart depth contours can be used for the calculation of chart • Enter the ‘Safety Contour’ to be used.
alarms. A chart database can be constructed to also include any different types
a) From the control panel press CHART PLAN. of objects within that calculation. • Select the dangerous objects to be used in the chart alarm
calculation.
b) Ensure that ‘Activate S57 chart’ is shown on the first line of the a) Select a suitable ‘safety contour’ for the vessel taking into
menu. If however ‘Activate ARCS chart’ is displayed, select account the vessel’s draught, effects of squat and under keel • Plan the route, define the waypoints and other necessary
‘Ignore’ or ‘Sync scale’ from the sub menu. clearance required. information.

ARCS is now selected on the display. b) Check that ‘Chart Alarms’ is set to be displayed. • Open ‘Chart Alarm’ folder. To generate a list of alarms press
START. The system will check a route leg by leg and when
Select a Chart from the Catalogue c) Enter any additional objects or areas to be included for completed a number of legs and alarms will appear in the upper
indication or alarm. part of the dialogue box.
a) From the control panel press CHART PLAN.
d) In the route planning mode define a new route or select an
b) Select ‘Catalogue’ from the menu. existing route. Make a chart alarm calculation of the route if
Finding a Chart Alarm Leg by Leg
there are any indications of danger areas. Modify the route
c) From the catalogue window select the desired chart. On completion of the chart alarm calculation, the system is able to show the
as necessary and make a further chart alarm calculation as
legs where dangerous areas are located. All the alarms for each leg where
required.
d) Press OPEN. alarms occur are shown in a list box of alarms. The list of alarms is based
on selections in chart alarm parametres. In order to find chart alarms for a
e) Select the route as the monitored route.
route, proceed as follows:
Select a Chart by Number
f) Set the watch sector for the vessel.
a) From the control panel press CHART PLAN. a) In the ‘Chart Alarm’ folder select in the list box a leg.
The system is now ready for the chart alarm calculation of the monitored
b) Ensure that ‘Activate S57 chart’ is shown on the first line b) In the alarm list box all the alarms for the leg will be displayed.
route and estimated own vessel’s position.
of the menu. If however ‘Activate ARCS chart’ is displayed Press LOCATE and the system will display the selected leg on
select this command. the electronic chart area.

c) Select ‘Open’ from the menu and ‘manual’ from the sub menu.

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 Nele Mærsk Deck Operating Manual
Finding a Chart Alarm by Category Route Planning • Optimise the route
A route plan is a complete navigational plan from start point to final
On completion of the chart alarm calculation, the system is able to show the destination. The plan includes: Route Plan
legs where the chart alarms are located. The system can show chart alarms
by category as follows : • Route name a) Press ROUTE PLAN and the route planning dialogue box
appears in the dialogue box area.
• Name, latitude and longitude of each waypoint
a) In the ‘Chart Alarms’ folder select the first desired alarm in
the ‘Alarm’ box. • Radius of turn circle at each waypoint b) If the route planning dialogue box is already displayed and
• Safe channel limits ROUTE PLAN is pressed, the route planning menu will be
b) Select the leg required in the ‘Legs’ list box. displayed.
• Chart alarm calculation based on channel limits and chart
database
c) Press LOCATE. The system will display the selected leg on Route Plan Menu Functions
the electronic chart area. • Dead band width
• Minimum and maximum speed for each leg Select
Navigation Tools • The navigation method (rhumb line, great circle) Allows the user to select an existing route for editing. Choose ‘Select’
• Fuel saving from the menu and a list box appears in the dialogue box area. Select the
Display Mode appropriate route in the list box of routes.
• ETD for the first waypoint
Display mode is used to select between true motion and relative motion
display modes. In true motion mode ECDIS shows own ship’s position, • ETA for the last waypoint Cancel
and other moveable data such as radar targets, moving on the fixed chart • Ship and environmental conditions affecting the ship’s speed Allows the user to remove a selected route plan from the display.
background. In relative motion mode, ECDIS shows the chart information and calculation
radar targets moving relative to own ship’s position fixed on the screen.
The system calculates using this data the speed, course and length for each Create
Navigation Marks leg, ETAs for each waypoint, fuel consumption and Wheel Over Position Press CREATE to construct a new route.
(WOP) for the trackpilot. Also calculated are safe water areas based on user
Navigation marks consist of two independent sets of tools. Both tools have defined channel limits. The calculated data is displayed in a tabular form
reference points, EBL, VRM, parallel index and range rings displayed on Exchange
which can be printed as a documented route plan and also stored in a file
the electronic chart area. for later use. The route files thus formed contain the trackpilot commands Used to exchange planned and monitored routes. Planned route is used as an
for each waypoint. alternative route or as an edit route.
Moving EBL
Two methods are available to move the EBL; directly entering a new Route Planning Main Menu Copy from Monitored
numerical value of EBL, or locating the cursor over the EBL line and using The main parametres for the route planning are: Creates a copy of the monitored route for editing.
‘Chart Align’ to move the EBL as required. If the cursor is located over the
point where the EBL meets the VRM, both can be moved simultaneously • Latitude and longitude of the waypoint
using ‘Chart Align’. Back-up and Restore
• Channel limits to the waypoint
Allows the user to make a back-up floppy disk or restore a route from a
• Turning radius of the waypoint
Moving VRM floppy disk.
• Maximum and minimum speed limits for a leg
Two methods are available to move the VRM; directly entering a new
numerical value of VRM, or locating the cursor over the VRM line and using Report
There are two pushbuttons to control a route; one to plan the routes and the
‘Chart Align’ to move the VRM as required. other to select and control a route for monitoring. Used to generate a report of a planned route.

Moving the Reference Point Route planning can be completed as follows; Full WP Report
Move the cursor above the reference point and use CHART ALIGN to drag • Create a new route, or select an existing one for route planning Used to create a detailed report of a planned route.
the reference point to the desired location. • Modify the route as necessary
• Carry out a chart alarm calculation

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 Nele Mærsk Deck Operating Manual
Passage Plan b) Highlight the desired route on the route selection list box and Next CTS
Used to generate a combined report from active planned route and active press SELECT. Indicates the next course to steer after completion of turning. If the gyro
pilot data. correction is enabled, then the value of the plan CTS is also compensated.
Monitoring Route
(Note: In order to get the planned route to be displayed, ensure that the
Monitoring of the route may be achieved from the ECDIS screen. There are Turn Rad
desired options of the planned route Centre line, Channel Borders,
two boxes in the upper information area. Turning radius of the next turn as defined in the route planning.
WP marks and Leg marks are selected either ‘Std’ or ‘Other’ on
the route sheet.)
Left Window Turn Rate
WP marks enables the display of the WPs number on the electronic chart
area. Turning rate of the next turn with the current speed.
Plan Speed
Leg marks enable the display of planned speed and course to steer, which The speed defined when the route was first planned. User Chart Control
were defined during route planning, on the electronic chart area.
User charts are simple overlay charts which the user has made for his own
Plan CTS purposes and can be displayed on both the radar screen and electronic chart
Route Monitoring Course to steer (CTS) calculated during the route planning. If the gyro on ECDIS display. These charts are intended for highlighting important safety
The route monitor provides access to the functions for monitoring routes. correction is enabled then the value of plan CTS is also compensated. and navigational information such as navigation marks, safety zones etc. User
Use of the route monitor is a means for permanent monitoring of the vessel’s chart areas can be used to activate alarms and indications based on user
behaviour relative to the monitored route. The monitored route consists of the defined danger symbols, lines and areas. An alarm will be generated when the
Route CTS
following information in the electronic chart area: vessel’s position or route takes it into the predefined danger area.
Calculated course to steer to follow the route including off track, drift and
gyro error compensation. Drift compensation and gyro error compensation
• The route is displayed as red dots. are enabled in ship parameters. Operating Procedure of the User Chart
• The limits of the channels of each leg are displayed as red lines.
a) Press USER CHART and the user chart dialogue box appears.
These limits are used to detect chart alarms when monitoring Channel Limits
the route
The channel limit for the current leg of the route defined during planning b) If user chart dialogue box is already on display and USER
• Each leg has information about planned speed shown in of the route. CHART is pressed, the user chart menu will appear:
rectangular
• Each leg has information about planned course to steer Off Track Select
Distance from the centre line of the leg. Selects user chart file to display on the radar screen and on the electronic
(Note: In order to display the charts corrected to date, always use the current
chart.
date as Approve Until and Display Until during the voyage. If the
voyage lasts more than one week set the current date at least once Route
per week during the voyage.) Cancel
Appears when ‘Steering Mode’ is either Goto WP or Goto Track.
Cancels the user chart file.
Route Monitor
Right Window
a) Press ROUTE MONITOR and the route monitoring dialogue Create
box will appear.
Next WP User can create a new user chart file by naming it by this function.
b) If route monitoring is already displayed and ROUTE MONITOR Next waypoint to be approached. Back-up and Restore
is pressed, the route monitor menu will be displayed. Allows the user to make back-up copies from the user chart file, or restore
Dist WOP the chart file from backup devices.
Selecting a Route for Monitoring Distance to the wheel over position.
a) Press ROUTE MONITOR and SELECT from the menu. The Combine
select route monitoring dialogue box will appear. ETA WOP Allows user to join user charts together.
Estimated Time of Arrival at WOP.

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 Nele Mærsk Deck Operating Manual
Point Report
Generates a report from points of user chart.

Line Report
Generates reports from lines of user chart.

Area Object Report

Generates a report from area objects of the user chart.

Symbols Report
Generates a report from the symbols of user charts.

Full Report
Generates a report from all the objects of the user chart.

Report for Radar

Generates a report from all the objects of the user chart which are displayed
on the radar screen.

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 7.3 Autopilot System

7.3.1 Steering Stand

7.3.2 Gyrocompass

7.3.3 Autopilot

7.3.4 Procedures

7.3.5 Magnetic Compass

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 Nele Mærsk Deck Operating Manual
7.3 AUTOPILOT SYSTEM Remote Mode Helm Wheel
The remote mode (RMT) selects analogue helm order signals from the port
7.3.1 STEERING STAND or starboard bridge wing mini-wheels. When the mode switch selects RMT, The helm wheel provides helm order inputs to steer the ship when the HAND
the autopilot remains in auto until the ACCEPT button at one of the remote mode of steering is selected. The helm wheel allows for 160° rotation ± 5° in
The steering stand, which is situated in the centre of the wheelhouse directly stations is pressed. The autopilot then goes in standby as indicated on the each direction from centre. The helm wheel is mounted to a shaft equipped
aft of the manoeuvring console, is the position from which manual steering of mode portion of the display unit. To switch between remote stations it is only with a gear, which mechanically drives the variable resistors.
the vessel will normally take place. The stand is fitted with a wheel on the aft necessary to press the ACCEPT button at the required remote station.
side, which the helmsman uses in conjunction with the rudder angle indicator The helm wheel and the casting have markings, which show the helm wheel’s
and the gyrocompass display to steer the vessel. centre position. The hub also contains hash marks, which show 5° and 10°
Automatic Mode
corresponding to a linear 35° rudder steering system.
The magnetic compass is conveniently situated on the deck above the steering The automatic mode, provides automatic heading control. The ADG 3000
stand, along with a voice pipe for communication and conning in the event continuously monitors dynamic parameters, such as ship’s heading and speed,
Potentiometers
of gyro failure. to adapt the steering control output to provide course keeping with minimal
rudder motion. The individual automatic functions are selected directly from The three potentiometers are mechanically aligned with the helm wheel
The compass card can be viewed through a periscope, with adjustable the autopilot. through gearing. Two single potentiometers are used as helm input for a dual
reflectors to provide a good viewing angle. Lighting for the compass card is steering system and the third potentiometer provides the helm angle to the
supplied from the emergency electrical supply. display assembly for displaying the helm order and direction. A section of the
Equipment Description
potentiometer provides a steering failure alarm.
The handwheel steering is of the follow-up type. The helmsman puts the The helm steering assembly consists of a helm wheel, a display assembly, a
handwheel to a rudder position and the rudder follows to the requested angle, switch assembly and three potentiometers.
Display Assembly
which is shown on the rudder angle indicator.
The potentiometers contained in the unit are driven through the gearing The display assembly is a micro-controller based circuitboard, which provides
attached to the helm wheel. The helm order is displayed numerically through a digital readout of helm order (in degrees). It contains LED light bars, which
A changeover switch on the steering stand is used to set the steering mode to
an overlay switch panel using two 7-segment displays. Lighted arrows provide panel illumination of the switch assembly. The display assembly
either AUTO, FU (helm), NFU (non follow up tiller) or RMT (remote from
below the seven segment displays indicate helm order, direction and rough contains LED light bars, which illuminate behind arrows on the switch
either bridge wing console).
magnitude. Helm order is adjustable for maximum rudder angles of 20° to assembly. The arrows indicate the direction wheel rotation and approximate
35°. The ratio of helm order to wheel angle is variable. Wheel movement position (off centre, 1/3, 2/3, and full hardover). The display assembly also
FU Mode near midships, where fine control is desirable, gives helm orders similar to that contains the circuitry for dimming the LEDs and houses the circuitry for lamp
In FU (Follow-Up Mode) when the operator changes the position of the which would be provided by a conventional helm having approximately four test and helm advisor functions.
helm wheel, the rudder begins to move and keeps moving until it reaches the turns hardover to hardover. With this variable ratio helm, however, the ratio of
ordered position indicated on the helm. rudder order to helm angle at higher values, where fine control of the rudder is Switch Assembly
not required, is increased logarithmically so that the total range of the rudder
travel can be ordered in less that one full turn of the wheel. The switch assembly contains three switches (preview, test, and dimmer),
NFU Mode associated legends for the switches and for the helm order LEDs, and eight
In the case of NFU (Non Follow-Up) tiller steering, the rudder moves in the A selection switch on the display assembly allows the helm to be configured indicator arrows that are illuminated by LED light bars on the display
pre-selected direction as long as the tiller is being actuated. The position of for linear or non-linear steering gear. Selection of non-linear mode allows assembly (four for port and four for starboard). Back panel lighting of the
the rudder in this case can be verified by observing the rudder angle indicator. the installer to calibrate the helm order display, using trim potentiometers for switch assembly is supplied by LEDs mounted on the display assembly.
When in the Autopilot mode and the NFU tiller is activated the heading will modifying the displayed helm order, to match non-linear steering gear.
change. NFU will override the Autopilot. When in Autopilot and the NFU Procedure for the Operation of the Helm Steering Assembly
tiller is activated the course in ORDER will disappear and the light in ‘status’ The mode switch input from the steering control system to the helm steering
will change from AUTO to STBY and NFU. When in AUTO mode and the assembly is used to enable or disable the helm order display. While operating
NFU tiller is released again the vessel course displayed in ‘heading’ will the steering system in the non-helm mode, the PREVIEW switch allows the Start Up Procedure
become the course to steer in the ‘order’ display and will be displayed as helmsman to momentarily display the helm angle, which would be ordered
soon as the NFU tiller is released. when the helm is again selected as the controlling device. Dimmer keys a) Set the circuit breaker supplying power to the helm steering
are provided for brightness control. They allow the intensity level of the assembly to on. All displays and legends are blank if not in
NFU has first priority when NFU tiller is activated and will override any displays on the unit to be adjusted when operating the steering system in the helm mode.
chosen mode. any mode.

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 Nele Mærsk Deck Operating Manual
b) Verify that the steering control system is in the non-helm mode,
that the helm order display and legend are blank and also that
the test and preview legends are blank.
Illustration 7.3.1a Steering Stand
c) Press the preview switch. The helm order display shows the
current helm order. The appropriate arrow indicator is lit if the
helm wheel is not set to zero helm order. Heading Repeater DTR 600

Helm Wheel Steering

Sperry
On/Off

(Note: Before entering the helm mode of steering, verify that the helm wheel
is set to the desired helm order.)

a) Press and hold the PREVIEW switch. The helm order display
shows the helm order, which will be used if the system is
switched to the helm mode. The appropriate arrow indicator is
lit if the helm wheel is not set to zero helm order.

b) Rotate the helm wheel to set the desired helm order before
entering the helm mode of steering. The helm order display
shows the pending helm order. The appropriate arrow indicator
is lit if the helm wheel is not set to zero helm order.

c) Confirm that the mode switch on the steering control system is

set to helm. The helm order display and preview legend is not
lit on the display assembly. The appropriate arrow indicator is
lit if the helm wheel is not set to zero helm order.

d) Set the intensity of the display by using the dimmer increase

and decrease switches.

e) Move the helm wheel. The helm order display shows the
helm order. The rudder order position agrees with the helm Sperry
order value.

Equipment Shutdown Procedure

a) Position the rudder to midships. The rudder angle indicator

should show zero degrees.

b) Position the circuit breaker supplying power to the helm

steering assembly to off. The indicators on the helm steering
assembly are not lit.

c) Turn the steering gear off.

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 Nele Mærsk Deck Operating Manual
7.3.2 GYROCOMPASS Operating Procedures of the Gyrocompass Correction of the Speed Latitude Error
Maker: Litton Sperry Marine Inc a) Switch on the power for the gyrocompass. When the ship is at rest, the gyrocompass indicates the true north. When
Type: SR-180 Mk1 Gyrocompass the ship is travelling, a small correction is to be applied, i.e.. the speed
b) The control and display unit performs a self-test, and on latitude error (SLE). It arises from the combination of the ship’s speed and
completion the master board status message will be displayed. the rotation of the earth.
General Description The gyrocompass may take up to three hours from start up
to stabilise onto a steady compass heading when run on cold When the ship is heading due east, the rotational velocity of the earth and the
The gyrocompass is basically a free spinning wheel rotating on an axis at very start. ship’s velocity fall in the same direction. When heading due west they fall in a
high speed. The wheel is so mounted in a framework that initially it can be contrary direction. In both cases speed latitude error does not occur.
pointed in any preferred direction. Apart from the spinning axis, the mounting c) The gyrocompass system now enters normal operational mode
framework contains two further axes mutually perpendicular, one of which and the start up screen is now displayed, showing heading Heading north or south, however, the ship’s velocity forms an angle with
will, in practice, be mounted vertically as the gyro will be used as a compass data from the connected compass units and heading difference the velocity of the earth. The gyro spin axis lines itself up with the apparent
which requires direction indication about a vertical axis, or the axis around alarm thresholds. meridian, which is perpendicular to the resultant velocity. In this way the
which the ship will turn from one course to another. The other will be indication suffers a deviation from the north.
horizontal, thus permitting the gyro to turn in azimuth and tilt. d) Select the required heading source displayed on the menu
screen as the reference for the repeaters and navigational As the ship’s speed, compared to the rotational speed to the earth, is only
Due to its high speed when running, the gyrocompass exhibits gyroscopic equipment connected to the gyrocompass. small, the angle is, in general, only small and can be neglected in some
inertia, otherwise known as rigidity in space. This property is explained using cases.
Newton’s first law of motion. ‘Every body remains in its initial state of rest,
or uniform motion in a straight line, unless a force is exerted on it’. Applying
this to the gyro wheel it confirms that there must be a continuous force
directed to the centre of rotation of the wheel which is counterbalanced by
an equal force directed outward to account for its circular track. The spin
axis of the wheel will maintain its orientation in space and point to an
imaginary star, often known as the ‘gyro star’. This property of gyroscopic
inertia is appropriate because if the gyro is left alone it provides a datum
reference from which it does not deviate and hence the ability to seek north
and maintain this position.

Design and Main Features

The SR-180 Mk1 is a microprocessor controlled gyrocompass system with
integrated automatic north speed error correction.

The gyrosphere has a unique system of support by means of mere buoyancy

ensuring that in the event of short power failures the unit will maintain its
north stabilisation. The combined effects of the twin rotors on the liquid
damping system virtually eliminate latitude error.

Heading is measured as a 12 bit absolute value by means of a digital

shaft encoder. The high speed follow up system ensures extremely accurate
measurements of heading and rate of turn under all operating conditions.

The system features an integrated TMC function (magnetic compass

transmission) and input interfaces for a second gyrocompass, speed log, Gyrocompass Units
position receiver and two rudder angle feedback units.

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 Nele Mærsk Deck Operating Manual
7.3.3 AUTOPILOT The autopilot is used to automatically steer to a selected order using one or Basic Features
two externally provided heading references. The heading order can be selected The basic features of the autopilot are as follows:
Maker: Litton Marine Systems by a human operator or by an electronic navigator.
Type: Dual ADG 3000VT Autopilot • Adaptive steering control which provides automatic adjustment
of the ship control parameters.
Operating Modes
• Minimum rudder motion which in turn produces maximum
Description stability and fuel economy.
A changeover switch on the steering stand is used to set the steering mode to
The ADG 3000 VT (Adaptive Digital Gyro-pilot) steering control is a digitally either NFU (non follow-up tiller), Helm (follow-up), AUTO or RMT. • Computerised calibration at installation using CALCON which
controlled unit, which uses a microprocessor to control the rudder. The 1. AUTO Mode sets the controller gains and time constants specific to the ship’s
autopilot continuously monitors the ship’s steering dynamics and adapts the design in heading keeping and vessel manoeuvring modes.
Performs automatic heading keeping using heading data from the gyrocompass
parameters of the generated control signals to provide the most efficient • An analogue rudder order output signal that is capable of
and the operator’s order setting. The ADG 3000 monitors dynamic parameters
control of the rudder consistent with the ship’s heading and selected course. driving two independent rudder servo amplifiers.
such as speed and heading to continuously adapt the steering control output,
The adaptive nature of the autopilot is to provide minimum rudder motion,
to provide course keeping with minimal rudder motion, and hence maximum • Direct connection to external heading reference or navigation.
which maintains ship stability whilst maximising fuel economy.
efficiency.
• Built-in self-test and continuous system monitoring.
2. Non Follow-Up (NFU) Mode • Full alarm complement via the display unit and the alarm
contacts.
This is the most fundamental of all steering modes and is selected by the
MODE switch. This mode allows the operator the most direct control of the
steering gear pump oil flow into the steering actuator. Operating the NFU Display Unit
control causes the rudder to rotate left or right for as long as the control is The display unit contains the operator controls and indicators used for
held in the left or right position. On releasing the control the rudder remains autopilot operation. The display unit contains displays that indicate the
stationary, holding position until the NFU controller is again operated, or the current heading, the ordered heading, the rudder order and other information
steering mode is changed to a follow up mode. Setting the rudder angle to used when steering in the autopilot mode. The display unit also contains a
the desired position is achieved by the helmsman observing the rudder angle liquid crystal display (LCD) which displays information during installation,
indicator and operating the NFU control left or right. operation, and troubleshooting. Light emitting diodes (LEDs) are used in the
assembly to provide back panel lighting, which illuminates to indicate the
The autopilot is automatically configured to NFU mode when the operator operating mode and highlight the operator controls. Also included on the
moves the NFU controller to an active state. display unit are controls used for testing the system, for adjusting the intensity
level of the display unit indicators for day or night viewing and a control
3. Helm Mode which is used for muting the audible alarm.
This is a manual full follow-up (FU) mode of steering and is selected by the
mode switch. When the operator changes the position of the helm wheel, the Controls and Indicators
rudder begins to move and keeps moving until it reaches the ordered position Status Switch: Used to select the automatic steering mode.
indicated on the helm. To return the rudder to midships, the helm must be
Adaptive Autopilot Controls - Mounted on the manually positioned to the zero degree position. When HELM is selected, the Auto Indicator: Lights to show that the autopilot is using the heading data
Steering Stand autopilot goes into standby mode. from the compass and the operator’s order setting.

4. Remote Mode Nav Indicator: Lights to show that the autopilot is using order inputs from
an external navigator.
The remote mode (RMT) selects analogue helm order signals from the port
The autopilot provides the control and display functions along with circuits or starboard bridge wing manouvering console mini-wheels. When the mode
which process the control inputs, generate the display response, and determine Track Indicator: Lights to show that the autopilot is using order inputs
switch selects RMT, the autopilot remains in AUTO until the ACCEPT button from an external navigator and the cross track error is corrected by the
the rudder command. The various steering functions are selected by means at one of the remote stations is pressed. The autopilot then goes in standby
of the display unit, which enables the operator to choose the mode of autopilot to steer the ship toward a waypoint over a designated track over
as indicated on the mode portion of the display unit. To switch between the ground.
steering control and any limits or special commands associated with the remote stations it is only necessary to press the ACCEPT button at the
selected mode. required remote station.

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 Nele Mærsk Deck Operating Manual
STBY Indicator: Lights to show that the external steering mode switch has Rudder Limit Indicator: The indicator lights to show that the rudder order Preset Display: Displays the value entered using the order control knob when
selected a steering mode other than autopilot for steering control, and also to output is equal to the selected rudder limit. the preset mode is selected.
indicate heading reference alarm when an excessive rate of change of heading
has been detected which indicates a heading signal fault. ADAP/MAN Switch: Used to show the gain selection on the controls Order Display: Shows the current heading order (in one-tenth of a degree
display. resolution) of the autopilot.
NFU Indicator: Lights to show the takeover non-follow up controller (not
part of the autopilot) is active. Heading Display: Used to show the heading data from the currently
selected compass. The display flashes the last known heading whenever
Procedure for the Start up of the Autopilot
ADAP/MAN Display: Display shows an A if adaptive (automatic) gain re-synchronisation is required (such as during power-up or after a compass
a) Apply power to the autopilot by rotating the steering control
selection is chosen to compensate for sea conditions. If a fixed gain setting fault has been detected when non-synchronous heading data is being used).
SYSTEM switch to the desired port, starboard.
is chosen, the display shows a number from one through to seven. One is
the highest gain, seven is the lowest. When the ADAP/MAN control is set Off Course Indicator: The OFF COURSE alarm detects failure of the
b) Adjust the panel lighting intensity for day or night visibility,
to Adaptive, the autopilot automatically determines the gain, based upon steering equipment to achieve and maintain an ordered heading while in
as appropriate. The initial intensity level for the LEDs is full
heading error and rudder activity, to maintain ship stability while maximising AUTO, NAV or TRACK modes.
brightness and the intensity level for the back panel lighting
fuel economy. When manual selection is wanted, the operator selects a high
is full dimness.
numerical setting to prevent excessive rudder activity in heavy seas, or selects Test Switch: When switch is pressed, the audible alarm sounds for one second
a low numerical setting to provide tighter heading keeping. and all LED indicators and displays on the control unit are lit. When the switch
c) Hold the ALARM TEST switch depressed for several seconds
is released, the indicators and displays return to their previous state.
to test the functioning of all control panel indicators and the
Rudder Limit Display: Used to show the current rudder limit set by the
audible alarm.
operator. System Indicator: Indicator flashes and the audible alarm sounds when the
system processor detects an internal or external sensor input malfunction. The
d) Select the operating mode for the autopilot, as described in
Rate Order Display: Used to show the current rate order or ‘off’ if rate indicator remains lit steadily after the alarm is acknowledged until the fault
paragraph 2-4.1 in maker’s manual.
control is turned off. is cleared from the system.

Controls Display: Used to display information relating to the operation of Compass Indicator: Indicator flashes and the audible alarm sounds when the Fault Acknowledgment
the autopilot. system processor detects an error in any heading input data. The indicator
remains lit steadily after the alarm is acknowledged until the fault is cleared After the system completes basic power checks, it will proceed with internal
Increase Scroll Switch: Used to increase the selection setting displayed in from the system. status checks. If any failures occur doing this check, an alarm will sound. An
the controls display. advisory message will appear on the LCD when the MUTE switch is pressed
Mute Switch: Used to silence the audible alarm. Also used to scroll through and held. Refer to Chapter 5 in maker’s manual for the proper actions.
Decrease Scroll Switch: Used to decrease the selection setting displayed the list of fault messages displayed in the controls display.
in the controls display.
Decrease and Increase Switches: Used to alter the brightness of the display
Controls Switch: Used to enable the controls display and cycle through the panel.
list available operator selected control settings.
Preset Switch: Used to select the preset mode for order entry.
Controls Indicator: Identifies the CONTROLS display.
Accept Switch: Used to enter the preset value from the preset display as the
Rate Order Switch: Used to select the turn rate order to be shown on the current heading order for display in the order display.
controls display. This turn rate order will be followed during manoeuvre when
the ADO 3000 VT is in the AUTO mode. Accept Indicator: Indicator lights steady to show the preset mode is selected.
Indicator flashes to show the preset order must be accepted to become
Rudder Limit Switch: Used to select the rudder limit to be shown on the active.
CONTROLS display. This limit may be set to any value between one degree
and the ship’s maximum rudder angle. This is the effective rudder limit, Order Control Knob: Used to enter a heading order when operating the
based on the calculated bias or ‘weather helm,’ and thus may differ from autopilot in auto. The heading order change cannot exceed 145° from the
the actual rudder angle. current heading.

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 Nele Mærsk Deck Operating Manual
Operation Procedure in Automatic (AUTO) Mode
7.3.4 Procedures
a) Adjust the autopilot front panel controls to the desired settings
for this mode. Steering Control
Modes
b) Verify that the steering control system has selected the
autopilot.

c) Press the STATUS switch to select the auto mode. When the
auto mode is selected, the autopilot response will depend on
the previous mode in use. In each case there is no change
in the effective heading-to-steer on mode transition, i.e. the
transfer is smooth. Non Follow-Up Steering
Follow-Up Steering At Automatic Steering Automatic Steering
Tiller.
Steering Stand Autopilot A Autopilot B
For Emergency Override
d) Rotate the ORDER knob until the desired heading-to-steer
appears on the digital order display.

(Note: The order and all control settings may be changed at any time while
operating in auto mode.)
Yes Autopilot Failure

Failure No
Of FU
Yes
Emergency
Alteration
No
Yes

Use Helmsman To Steer,

Advise Master And Duty Change To NFU
Engineer Of Any Problem Steering

In The Event Of Using The Override Tiller

For Emergency Alteration, This Will Be
Instigated By The OOW.

Use The Helmsman To Steer.

Call Master And Duty Engineer, Advise
Of Problem

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 Nele Mærsk Deck Operating Manual
7.3.5 MAGNETIC COMPASS Optical Cylinder and Projector Device
Maker: John Lilley and Gillie Ltd The projector device is mounted on top of the binnacle stand and consists of
Type: Gillie Sestreline MKX a bulb, plug and reflector unit.

The optical cylinder is contained in the binnacle stand and has the effect of
General Description magnifying the compass card to ensure that it is easily readable from the
steering stand within the wheelhouse. There is a power supply for a light in
The Gillie Sestreline MKK Projection Magnetic Compass consists of a order that readings can be taken while the compass bowl lid is fitted and
compass bowl, binnacle stand and projector device, and is used to measure during darkness periods.
the direction of magnetic north on the earth’s surface. Correction magnets are
placed in and around the binnacle stand in order to compensate for the effect
of the ship’s structure on the magnetic compass.

Compass Bowl
The compass bowl is an SR3 wet type containing a mixture of ethyl alcohol
and water, having an expansion chamber to allow for temperature changes
within the range of +60°C to -30°C. Since the expansion chamber controls
the volumetric changes of the compass liquid, there is no fear of bubbles
forming in the liquid itself.

The bowl top edge is engraved every 1° and every 10° with 3 digits clockwise
from the ship’s heading 000.

The compass card is constructed of a metal sheet 175mm in diameter and

marked with a number of 3 figures every 10° with reference to the north
indicated by 000.

The magnetic needle sticks positively to the float and its magnetism never
diminishes due to ageing. The support jewel is sapphire and the pivot is made
of platinum-iridium alloy.

Binnacle Stand
The binnacle stand is made of a corrosion-proof light alloy casting. Its upper
part is equipped with a projector lamp and a reflector.

The gimbals are of a roller type and can hold the bowl in a horizontal
position against the ship’s tilt of less than 45° in any direction, caused by
pitch and roll.

The binnacle stand incorporates the deviation correcting magnets including

semicircular deviation, quadrantal deviation, heeling error and flinders bar. Magnetic Compass

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 7.4 Main Engine and Thruster Controls

7.4.1 Main Engine Controls

7.4.2 Main Engine - Procedures

7.4.3 Bow and Stern Thrusters

Illustrations

7.4.1a Bridge Manoeuvering Panel and Telegraph

7.4.1b Main Engine Control System

7.4.3a Bow and Stern Thruster Units

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 Nele Mærsk Deck Operating Manual

7.4.1a Bridge Manoeuvering Panel and Telegraph

DMS 2100 BRIDGE MANOEUVERING SYSTEM Lyngso Marine

AUTO B R I DG E S T ART A I R 2 9 . 9 B AR

ALARM STOP ALARM

LIST HORN ACKN. ORD : 9 5 . 0 SE T : 9 5 . 0 AC T : 9 4 . 6

MAINTE-
STATUS
LIST NANCE
EDIT MENU S1 S2 S3 S4 DIMMER

1 ABC 2 DEF 3 GHI 4 JKL 5 MNO 6 PQR

BRIDGE ECR EMERG. ORDER VIT SLOWD. SLOWD. SLOWD. ESC ENT
CRTL. CRTL. CRTL. ADJUST LOW NOx ACTIVE CANCEL RESET

7 STU 8 VWX 9 YZ O space . +/-

SEA STAND ALARM CANCEL SHUTD. SHUTD. SHUTD.
MODE F.W.E
BY GROUP6 LIMITS ACTIVE CANCEL RESET

Bridge Telegraph, Emergency Telegraph and

Emergency Main Engine Stop

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 Nele Mærsk Deck Operating Manual
7.4 MAIN ENGINE AND THRUSTER CONTROLS 2. The Propulsion Control Cabinet (PCC) Reversing, Slow Turning, Starting and Stopping
Located close to the propulsion engine.
7.4.1 MAIN ENGINE CONTROLS The telegraph on the bridge (or in the ECR) is normally responsible for
activating these functions. At the main telegraph on the bridge there are
3. The Electronic Governor System (EGS 2000) pushbuttons which allow the wing telegraph control units to be selected. The
Bridge Manoeuvring System (DMS 2100)
The governor itself and the assigned actuator which is connected to the bridge wing control panels have telegraph units and thruster control units
Maker: Lyngsø Marine A/S engine fuel rack. mounted in the same console.
Model: DMS 2100
The Operating and Indicating Panel The desired value created by the active telegraph when a movement is
Description requested, is sent to the DMS 2100 unit in the PCC. The value is processed
Under normal circumstances the propulsion plant is operated from the bridge by the DMS and sent as a set point signal to the engine governor (EGS
The DMS 2100 bridge manoeuvring system is valid for operation with the telegraph unit. For additional operation and indication purposes, such as the 2000) and from here via the electrical actuator to the fuel pumps. The engine
Wartsila-NSD DENIS 1 and 6 systems. selection of control modes and the starting or stopping of auxiliary systems, starting system and reversing system also receive signals in the same way. The
the operating panels and the ECR sub-panel are used. The local control panel reversing function takes place every time an engine start is signalled even if
The DMS 2100 system is designed to control the main engine in automatic at the engine side is used for emergency purposes. there is to be no actual change in direction upon starting. A reversing sequence
mode directly from the bridge or from the engine control room (ECR). is only initiated if the engine speed is below the preset reversing speed.
From the operating panel the operator is able to communicate with the DMS
The following functions are carried out by the DMS 2100 system: 2100 system. The operating panels on the bridge and in the ECR are identical
in their main features. Slow Turning
• Starting, stopping and reversing of the main engine
The front panel is divided into three parts: Slow turning of the engine is possible at any time and is initiated by pressing
• Acceleration and deceleration of the main engine the SLOW TURNING button on the active control stand operating panel. If
1. The display
the engine has been stopped for longer than a preset period (adjustable), slow
• Sensing the control lever orders
2. Three rows of keys below the display with 22 keys having turning is initiated by the control system upon the next start. The message
• Sensing the engine speed indicating LEDs ‘Slow Turning Requested’ is displayed and the LED on the request button is
• Movement through critical speeds as quickly as possible 3. A group of 2 signal lights and 3 columns of keys illuminated when in automatic mode. If slow turning has been initiated by
pressing the SLOW TURNING button, the LED in the button flashes.
• Monitoring the engine
(Note: Details of the ECR sub-panel and the electronic governor can be
• Monitoring the manoeuvring sequences found in the engine operating manual, section 2.1.2.) The DMS monitors slow turning by counting the speed pulses and if the
crankshaft does not achieve the desired full revolution within 30 seconds, the
• Self-monitoring of the system slow turning failure alarm is initiated. Slow turning failure results in a start
• Control of engine auxiliary systems Control and Operating Modes interlock. Acknowledging the alarm at the operating panel resets the interlock
and enables a new slow turning or engine start to be activated.
• Selection of control and operating modes The propulsion plant may be operated in one of several different operating
• Automatic activation of limitations in operating conditions modes including automatic control from the bridge (Automatic Bridge (Note: If slow turning failure occurs the engine must not be started until the
Control). Control modes are changeable at the local control station and the reason for failure has been determined and corrected. In an emergency
The desired orders come from the telegraph system and are processed and ECR. The bridge cannot take control nor can it pass control to the engine situation the start interlock can be cancelled by the cancel limits at the
routed as speed setting values to the electronic governor. For engine start and room. Control of the engine is passed to the bridge from the local control or bridge panel and the engine can then be started.)
reversal, the telegraph system signals also actuate the air start system and the ECR stations and it must be accepted by the bridge. When the bridge wishes to
reversal system when required. The electronic governor adjusts the fuel pump relinquish control of the engine, it must be taken by the ECR or local station.
settings in order to achieve the desired speed. Transfer of control can be selected at the active control stand but will only be
executed after acknowledgement at the desired control stand.
The DMS 2100 system comprises 3 main groups:
The local control station is the operating station with highest priority.
1. The Operating and Indicating Devices
Any change in control mode is monitored on the bridge and ECR operating
The operating panels are located on the bridge and in the ECR. panels and also on the ECR sub-panel. The feedback signal of the selected
The ECR sub-panel is located in the ECR close to the operating panel. control mode is monitored for loss of signal and if detected the last control
mode is kept active.

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 Nele Mærsk Deck Operating Manual
Illustration 7.4.1b Main Engine Control System

Telegraph
Port Bridge Bridge Main Console Starboard Bridge
Wing Wing
Engine Control
Bridge Manoeuvring Console
System Panel
DMS 2100 Interface
LAMPS LAMPS
TAKE MAIN MAIN TAKE
OVER ENG. ENG. OVER
ON EMGY. EMGY. ON
SERV. STOP STOP SERV.
LAMPS SCALES U
PORT TAKE STBD
WING OVER WING
ON ON ON
SERV. SERV. SERV. ALARM

ALARM
LIST
F12

F11

F10

F9 +
= }
_ ]
F8 -
MAINTE- F7
)
{
[
0 @
P '
NANCE F6
(
9 :
O ;
* ?
F5 8 L
I >.
&
7 K Gr
F4 U <, Alt
^
6 J
F3 Y M
1 ABC F2
%
5
T
H
$ N
4 G
F1 R B
£
3 F
E V
"
2 D
Esc
!
W C
1 S
Q X
`
` A
Z
| Alt
Caps \
7 STU Lock

Ctrl

DMS 2100 Control Unit

Alarm Panels
Including Manoeuvring, Engine Safety
and Basic Alarm

Local Control
Panel

EGS 2000
Panel
Auxiliary
E Blower
Condition
BLO
LOAD
LIMIT MENU

ESC

RPM

Main Engine
Engine Data Pickup
Safety Panel for DMS 2100
DPS 2100 Control Unit

DPS 2100 ENGINE SAFETY SYSTEM

ALARM

ALARM
LIST

Main Engine
Safety Data Pickup
7 STU 8 VWX 9 YZ

SHUTD. SHUTD. SHUTD.

ACTIVE CANCEL RESET

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 Nele Mærsk Deck Operating Manual
Automatic Start of the Engine triggered and two further attempts at starting are carried out. If • The FUEL ZERO order
these attempts fail the START FAULT alarm is triggered.
• The GOVERNOR STOP signal
The engine may be started in automatic mode if automatic bridge or automatic
• If the engine exceeds the ignition speed but stops within 20
ECR has been selected at the main panel. When the engine has been prepared • The governor actuator is also set to the zero position
seconds, a further start attempt takes place. Another attempt
for sea and no start interlock is active, the engine may be started via one of
may also take place if this fails to produce the desired speed. An emergency stop is activated by means of the EMERGENCY STOP
the telegraph units in the ECR or on the bridge.
If the engine stops unintentionally after this time the ENGINE pushbutton from any of the control positions.
STOPPED alarm is triggered.
Start interlocks are activated by the following conditions:
After an emergency stop, the engine can only be restarted from the active
• Starting air pressure low The START FAULT and ENGINE STOPPED alarms are automatically reset telegraph stop position. As a consequence of this the active telegraph lever
when the active telegraph lever is moved to the stop position. must be moved to that position. The signal PUT TELEGRAPH TO STOP!
• Turning gear engaged
is signalled on the display.
• Line break of valves
Restarting the Engine in the Same Direction
• Loss of automatic power signal The engine safety system (DPS), which is independent of the DMS, will
When the active telegraph lever is moved to the STOP position, the FUEL automatically shut down the engine in the event of certain critical operating
• Loss of manual power signal
ZERO order is energised. If the active telegraph lever is moved out of the conditions, such as low lubricating oil pressure or too high a temperature. A
• Loss of sensor power signal stop position to a position in the same direction as the engine is turning and stop is also initiated in the event of engine overspeed.
• Actuator blocked the engine is still turning above the ignition speed (due to the drag effect of
the water on the propeller), the FUEL ZERO order is de-energised and fuel For most systems there is an engine slow down procedure before stop and
• Electronic governor fault a time interval during which the engineer can override the safety system
admission to the engine is allowed.
• Serial interface from the VIT module to governor lost shutdown procedure.
If the engine has stopped or is turning at a speed below the ignition speed, a
• Safety system off
normal automatic start is carried out as described above.
Operating Modes (Automatic Mode Selected)
• Serial interface to safety system lost
• Slow turning failure Restarting the Engine in the Reverse Direction Three different operating modes are available when the system is set to
automatic. These modes are selectable via the individual keys on the bridge
• Plant interlock
If a start in the opposite direction is requested, fuel admission to the engine operating panel.
A start interlock is alarmed and indicated at the control panels on the bridge is stopped by energising the FUEL ZERO order and the GOVERNOR STOP
and in the ECR. signal is activated. 1. Sea Mode
The drag effect of the water on the propeller may still allow the propeller to In this mode the engine is able to accelerate through all speed ranges up to the
A start is carried out by moving the lever of the active telegraph unit from
turn. When the rotational speed falls below the reversing speed, the reversing end of the upper sea range (the engine rated speed).
the STOP position to another position in the AHEAD or ASTERN direction.
If reversing is required, this is undertaken by the system as explained above. sequence is initiated by energising the appropriate direction valve. After
Auxiliary blowers are preselected by the DMS when the engine is ordered the reversing procedure has commenced and the speed has fallen below the 2. Manoeuvring Mode
to start. A further start sequence only proceeds when at least one auxiliary reversing speed, the engine speed is braked by applying starting air. The
In this mode the main engine is only able to accelerate through all speed
blower sends an ON signal. engine is subsequently started in the opposite direction by energising the start
ranges to the end of the upper manoeuvring range.
solenoid valve. The start sequence then proceeds as explained above.

Failure To Start In an emergency, it is possible to increase the limit for ENABLE START 3. Modes at Cancel Limits
IN COUNTER DIRECTION so that a crash start may take place with the Cancel limits must only be activated in case of extreme emergency in order to
If the engine fails to start when the starting sequence is initiated, the following engine turning in the counter direction at a higher speed than is normally avoid damage to the ship (crash manoeuvre). Activation of the cancel limits
measures are taken. acceptable. is independent of the other operating mode currently set and has the effect of
cancelling all limitations on engine operation if they are active and preventing
• If no engine speed is sensed within the maximum starting time Stopping the Engine them from becoming active if they are currently inactive. The acceleration
the start valve is de-energised and the START FAULT alarm is and deceleration set points are changed to a faster rate.
triggered on the operating panels. A normal stop of the main engine is commanded by the DMS when the lever
• If the engine turns but does not reach ignition speed or falls of the active telegraph is moved to the STOP position or to a position in the These modes are only selectable when operating in automatic mode. In manual
below ignition speed again, the REPEAT START alarm is counter direction. The stop command activates the following devices at the mode the crash mode requires manual action by the operator.
engine and interrupts the fuel supply.

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 Nele Mærsk Deck Operating Manual
Speed Ranges and Acceleration Subtelegraph Commands The condition is indicated on the bridge and ECR operating panels. The
limitation remains active until the telegraph lever is moved to a position
There are four speed ranges and the time taken to pass through a particular Three keys on the operating panels are provided for additional telegraph representing a speed value below the speed limit value.
speed range is set in order to ensure that overloading of components does functions, these being:
not occur. It is possible to suppress the bad weather limitation using the menu item Bad
Weather Monitoring on the control panel.
1. Finished with engines (FWE)
Name of range Speed range as % Period of time
2. Standby
of maximum speed
3. Sea mode (run up)
Lower manoeuvring
range (LM) 20-40 40-60 secs Commands which are given at the bridge panel have to be acknowledged
at the ECR panel. Unintentionally given commands at the bridge operating
Upper manoeuvring panel pushbuttons can be cancelled by pressing the pushbutton again as these
range (UM) 40-72 60 secs have an on/off function.
Lower sea range (LS) 72-92 10 mins FWE can only be ordered if the control lever is in the stop position and the
Upper sea range (US) 92-102 30-100 mins main engine has already stopped.

For astern running only one sea range is available. The condition sea mode will automatically be cancelled when FWE is
ordered.

The speed set point accelerates through all ranges with indvidual adjustable Main Engine Limitations
rates. There are two rates for sea speed and manoeuvering speed, these being
normal operation and when cancel limit is selected. To protect the propulsion plant from damage caused by events such as
overload, faulty operating conditions or heavy sea states, the DMS or Engine
Similar conditions apply for deceleration but the rates for deceleration are Safety System (DPS) automatically activates limitations. The individual
different from those for acceleration. limits are set by the respective parameters and ramp functions control the
acceleration/deceleration program.
The programmed reduction from full sea speed to harbour full speed will
take approximately 35 minutes, in which time the ship will have covered
Slowdown
approximately 11 to 12 nautical miles.
The engine safety system (DPS) and/or the alarm and monitoring system
can request an automatic reduction in speed by a signal to the DMS. The
Governor Speed Set Point slowdown level is set by means of a parameter which acts as a limitation
for the speed set point in the ahead and astern directions. Indications on the
The position of the telegraph handle creates the desired value in the form of
bridge and ECR DMS panels show:
a milli-voltage. This signal is processed in the DMS and sent as the speed set
point to the electronic speed governor (EGS 2000) via the serial interface.
• A slowdown is requested (ECR panel)
The telegraph lever covers the range between stop to full ahead (and full • The speed value which is requested from the telegraph (bridge
astern). When manoeuvring mode is selected, the speed set point is limited to panel)
manoeuvring full ahead. In addition to the telegraph lever a fine adjustment is
available for the engine speed set value via the pushbutton ORDER ADJUST
in the Lyngsø Bridge Manouvering System operating panel on the bridge. Bad Weather Conditions
With the aid of the order adjust menu, a fine adjustment of ± 3% of the engine
speed is possible. It is not possible to make fine adjustments below the engine Bad weather speed limitation is intended to prevent engine shutdown due
minimum speed or above the rated speed. Fine adjustment is only active in the to overspeed. If the engine speed reaches approximately 105% of the set
ahead direction and is automatically cancelled if the telegraph control lever speed three times or more within two minutes, the speed set point value is
is moved more than ± 3% out of its momentary position. It is automatically automatically limited to a value of approximately 85%.
cancelled when the control lever is set to stop or astern.

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 Nele Mærsk Deck Operating Manual
Start Sequence In a frozen condition the operator has to transfer control to manual mode in the Operation of the bridge panel and the facilities offered are described in the
ECR or at the local station. A reset can only be made in manual mode. section 7.4.2 Main Engine – Procedures.
A start failure will trigger an alarm at the DMS panels in the following
circumstances:
Bridge Telegraph System
The first start attempt without any restart if no speed impulses have been
sensed When operating in bridge control mode the telegraph unit allows the engine
speed and direction of rotation to be changed and it allows the engine to
The third attempt when the engine was not able to reach minimum speed be started if a speed is selected when the engine is stopped. Movement of
and remained turning on air the control lever on the telegraph selects the desired speed and direction of
rotation and the engine control system performs the required operation.
An existing start failure is output to the EMS system. A start failure has to be
reset by moving the telegraph lever to the stop position. Emergency engine stop can be commanded by means of the emergency stop
button situated by the telegraph unit.

Unintended Engine Stop Buttons at the telegraph unit allow the port or starboard bridge wing telegraphs
to be selected as the control; a repeater near the telegraph on the bridge
If, after a successful start (the engine operating for at least 20 seconds after indicates the speed and direction of rotation selected.
reaching the start settling time) or during normal engine operation, the engine
speed falls below the ignition speed and the engine stops without an active CAUTION !
stop command, the alarm is triggered and the ENGINE STOPPED signal is On each bridge wing console the main engine emergency stop is located
displayed at the DMS panel. The alarm is reset by moving the active telegraph very close to the change command control pushbutton, great care must
lever to the STOP position. therefore be taken when changing over command stations.

System Supervision and Fault Indication Operator Station

The operator panel is fitted at the operator station on the bridge. The panel
The DMS hardware and peripherals are constantly monitored by the DMS
is identical to the unit fitted in the ECR, having 24 function keys with LED
in order to identify any faults which might develop. Supervision is carried
checkback indicators. In addition there are the following keys
out for:
• The bridge telegraph and ECR telegraph • 2 acknowledgement keys
• The speed sensing circuit • 1 alarm list key
• The electronic governor • 1 dimmer key
• The auxiliary voltages • 1 edit key
• The solenoid valves • 1 lamp test key
• The internal analogue/digital as well as the digital/analogue • 1 ESC key
converters
• 1 enter key
• The memory check
• 4 cursor control keys.
• The computer cycle
The panel has a display with four lines having 40 characters each. The
If a fault becomes active it will be sensed by the DMS and this triggers display and the keys are equipped with a background illumination which
audible and visual alarms; these are indicated at the operating panels on the can be dimmed.
bridge and in the ECR. The audible alarm is only activated at the station
in control. The bridge panel is only active for changing parameters when bridge control
is selected and the bridge is the active station.
To comply with classification society rules the system freezes the momentary
operating conditions as far as possible.

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 Nele Mærsk Deck Operating Manual
7.4.2 MAIN ENGINE - PROCEDURES Procedure for Using the Operating Panel The following alarm states are possible:

There are two main parts to the engine bridge control system, the telegraph The DPS 2100 operating panel provides the following operating facilities: Alarm State Display
and the operating panel.
Illuminated EMERGENCY STOP pushbuttons, located in the wing consoles Alarm active non-acknowledged: Alarm symbol light flashing
and on the bridge console. Alarm active acknowledged: Alarm symbol light steady
The Telegraph Alarm gone acknowledged: Alarm symbol light extinguished
Emergency Stop Alarm gone non-acknowledged: Alarm symbol light flashing
The main engine is manoeuvred at the bridge control station using the
telegraph. When in bridge control mode the engine will operate automatically The emergency stop pushbuttons are wired in parallel with one contact on each If there are unacknowledged alarms, the first one is shown on the display
in response to a control signalled from the bridge telegraph or one of the directly to the emergency stop solenoid. A second contact on each pushbutton and can be visually acknowledged. If this is done, the display switches to
bridge wing telegraphs. By pressing the appropriate button at the main bridge is wired to the DPS 2100 as an individual digital input. A collective output is the next unacknowledged alarm, and so on, until all unacknowledged alarms
telegraph, one of the wing telegraphs may be selected or deselected. Engine wired to the emergency stop solenoid. are acknowledged.
operating conditions may be changed at the DMS 2100 control panel if
required; control of the engine may be switched between bridge and engine Pressing any EMERGENCY STOP pushbutton leads to an immediate stop of The cursor keys are used to scroll up and down the alarm list. The alarm
room using this panel. the engine. The emergency stop is recorded in the DPS 2100 and indicated on indications can be displayed one after another, until START OF LIST is
the display of the operating panel. displayed in line two, or END OF LIST is displayed in line four. These
Procedure for Manoeuvring the Engine from the Bridge when Leaving are the limits of the alarm list. If there is only one alarm in the list, the
Port In addition, SHUTDOWN ACTIVE is displayed on the display screen and the
scroll function is ineffective. If the alarm list is empty, the message NO
LEDs ALARM and the LED in the button SHUTD. ACTIVE are illuminated.
ALARMS is displayed. To leave the alarm list the ESC button must be
a) Check with the engine room that all systems are operational As the emergency stop pushbuttons are mechanically built as switches, the pressed. Following this instruction, the indication previously shown on the
and that the engine can be manoeuvred and controlled. stop order remains active until the pushbutton(s) used for an emergency stop display appears again.
are pressed again to switch off. When the emergency stop is switched off,
b) At the operating panels on the bridge and in the ECR ensure the shutdown has to be reset. If critical operating states occur during the presence of the alarm list on the
that BRIDGE CONTROL is selected. display, then the list immediately disappears and the corresponding critical
operating states are shown on the display.
c) At the operating panel check that the correct operating program Operating and Indication Panel
for the engine has been selected and that manoeuvring mode The operating panel provides a number of keys which allow communication (Note: If the operator does not intervene further, the system display is
is selected. with the DPS 2100. The keys are directly functional or used to select menus automatically shown after expiry of the time out interval. In default,
and lists. the time out is 10 minutes.)
d) Check that all engine systems are within correct limits and that
no alarms are present. Audible Acknowledge Visual Alarm Acknowledge

Any alarm leads to an audible signal at the control/indicator panel from which For visual acknowledgement of an alarm, the alarm list has to be selected. An
e) Confirm with the engine room that all other systems, eg
the ship is being operated. This also applies to the acknowledgement of this unacknowledged alarm is indicated by the flashing state indication in front of
steering gear and thruster units, are operational.
signal. Pressing the button STOP HORN acknowledges the audible alarm the alarm text. The alarm is visually acknowledged by pressing the key:
f) Select STANDBY condition when ready for engine and switches off the buzzer.
ALARM ACKN. This provides optical acknowledgement of the alarm.
manoeuvring.
Selecting the Alarm List If the alarm state was ALARM ACTIVE NON-ACKNOWLEDGED, the state
g) Move the telegraph lever to the appropriate positions for ahead display turns to ALARM ACTIVE ACKNOWLEDGED with the steady state
Any alarm is recorded in the alarm list. For the visual acknowledgement of
or astern movement as required. light indication in front of the alarm text. Where more unacknowledged alarms
the alarm the alarm list must firstly be selected. This is done by pressing
the key: are present, the display switches automatically to the next unacknowledged
h) When manoeuvring is completed and the ship is clear of pilot alarm. Otherwise the display remains in the actual position.
restrictions, select FULL AWAY and select the sea operating
Alarm List
mode on the operating panel. If the alarm state was alarm gone non-acknowledged, this alarm indication is
The alarm list is selected and displayed. Every alarm is shown with its cancelled and the next alarm is displayed.
A similar procedure is used when arriving at port except that the FINISHED
current state.
WITH ENGINES condition is selected when manoeuvring is completed.

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 Nele Mærsk Deck Operating Manual
Slowdown Cancel S2. Pressing the key S2 sets the basic brightness of the display background Parametrer, Suppressions and Operating Values
To cancel the of slowdown criteria the following key has to be pressed: light. There are 15 steps available. The actual level is indicated in the To display and/or change parameters, suppressions and operating values, the
display. With every key stroke the brightness changes to the next step in MENU key must first be pressed. This activates the menu display which has a
SLOWD CANCEL. When slowdown cancel is active, the slowdown signals the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and sub-menu showing items which can be selected using with the keys S1 to S3.
will be suppressed, as long as the cancel is active. To remove the slowdown 15 the highest brightness. The particular functions are described as follows:
cancel, the key has to be pressed again.
S3. On pressing the key S3 a lamp test takes place. All LEDs in the keys S1. Pressing S1 opens a list of inputs to the DPS 2100, and allows the
of the panel are illuminated in full brightness, the display is filled with plain switching of single inputs on and off.
Slowdown Reset indicators and the buzzer is activated. The lamp test is cancelled automatically
To reset a slowdown, that has been active before, the following key has after 5 seconds. S2. After pressing S2 actual operating values are displayed.
to be pressed:
To leave the maintenance menu the ESC button must be pressed. Following
S3. Pressing S3 opens the parameter list, recorded in the central module DZM
SLOWD RESET. This resets the slowdown condition. After this action, the this instruction, the information shown on the previous display appears again.
402, allowing for parameter display and/or parameter changes.
engine speed increases to the desired value set by the control lever.
(Note: If the operator does not intervene further, the system display is
automatically shown after the display time out.) To leave the menu or the sub-menus the ESC button must be pressed.
Shutdown Cancel Following this instruction, the information shown on the display before the
ESC key was first pressed appears again.
The cancel of shutdown criteria is activated by pressing the following key: Dimmer/Contrast
To set the brightness of all LEDs in the keys of the operating panel of the (Note: If the operator does not intervene further, the system display is
SHUTDOWN CANCEL. This cancels the shutdown command.
display’s background light, the following key must be pressed: automatically shown after display time out.)
When shutdown cancel is active, the shutdown signals will be suppressed,
as long a the cancel is active. To remove the shutdown cancel, the key has DIMMER. This activates the Dimmer/Contrast system
to be pressed again.
Following pressing of this key a menu is displayed.
Shutdown Reset Pressing the key DIMMER/CONTRAST step by step sets the brightness
To reset a shutdown, that has previously been active, the following key of the LEDs in all keys of the panel and the display backlight taking the
has to be pressed: basic level into account. With every key stroke the brightness changes to
the next step in circle by adding 5 to the actual level, until the maximum
SHUTDOWN RESET. Shutdown reset. level is reached. This is indicated at the display. The next key stroke leads
to lower brightness.
After this action, the engine is ready to start again.
(Note: If the basic level is set to 15, the lowest level is equal to maximum
Maintenance level.)

To alter operating panel settings the following key must be pressed: In this case dimming is not possible.

MAINTENANCE. This activates the maintenance mode and following the To leave the Dimmer/Contrast menu the ESC button must be pressed. The
pressing of the key a menu is displayed on the operating panel display. maintenance menu appears again.

The maintenance menu indicates the function of the keys S1 to S3. The To leave the maintenance menu the ESC button must be pressed. Following
particular functions are described as follows: this instruction, the information shown on the display, before the ESC key
was first pressed, appears again.
S1. Pressing the key S1 sets the basic brightness of the LEDs in all keys
of the panel. There are 15 steps available. The actual level is indicated in (Note: If the operator does not intervene further, the system display is
the display. With every key stroke the brightness changes to the next step automatically shown after the display time out.)
in the circle, i.e. 0, 1, 2, 3 ... 15 and back to 0, where 0 is the lowest and
15 the highest brightness.

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 Nele Mærsk Deck Operating Manual
Illustration 7.4.3a Bow and Stern Thruster Units Thruster Control BOW THRUSTER Thruster Control
Port Bridge Wing Starboard Bridge Wing
CONT. SOURCE FAIL
OIL LOW LEVEL
OIL PUMP LOW PRESS.
OIL PUMP OVER LOAD

Thruster Control
Bridge Console

CONT. SOURCE FAIL

OIL LOW LEVEL

440/3300V
60Hz
Transformer AB
BCO
heavy industriies, ltd.

Stern Thruster
Feed
MSB
Breaker
Stern Thruster Feeder
Panel SNP8 440/3300V
Overload
60Hz
Control Protection
Transformer
Position Variable
Selection Setting
Thruster Control
Panel Amplifier
MSB +
Breaker -
Overload
Bow Thruster Feeder Load
Protection
Panel SNP7 Signal
Cancel

Current/
Signal
Amplifiers Converter
Hydraulic Power Pack

Motor
Current
Current Limiting
Sensing
Starter
Blade Angle Blade Position
Transmitter Control Distribution Block and
Solenoids

'0' Pitch
Port Max. Stbd Max. Detector
Pitch Pitch Start
Detector Detector Interlock Thruster
Unit

3 Phase 3,300V 60Hz 232A

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 Nele Mærsk Deck Operating Manual
7.4.3 BOW AND STERN THRUSTERS Pressurised oil from the solenoid valve is fed to the hydraulic servomotor Remote Control System
through the pipes in the propeller shaft, resulting in the reciprocating The remote control system is of the electric control type. It serves to transmit
Thruster Units movement of the servomotor piston. This movement of the piston is converted the command to change propeller pitch given through the control dial on the
into rotary movement of the blades by the sliding block mechanism. The bridge, to the solenoid valve for the propeller blade angle. This is adjusted
Maker: Kawasaki Heavy Industries vent side of the servomotor piston drains, via the solenoid valve, to the accordingly and also holds the propeller pitch. It also serves to indicate the
No. of sets: Two oil bath in the thruster body. From this pressurised oil bath oil returns to actual blade angle on the blade angle indicator on the bridge.
Type: Kawasaki KT-130B3 the header tank. The main actuator pump takes oil from the header tank
and supplies it to the thruster unit via the solenoid control valves. A shaft
Power (each unit): 1,300kW Remote Motor Controlling
sealing mechanism is attached to the gearcase in order to prevent leakage
Introduction of oil out of the system. An operation switch is provided on the master control panel so that starting
of all necessary equipment, such as oil service pump and main motor, is made
There is one bow thruster and one stern thruster. The purpose of the thruster Lubricating Device from the bridge. Stopping of all thruster equipment is made by means of the
units is to turn the ship when operating at slow speeds or when not under way, same switch at the master control panel.
The bevel gear and all the bearings inside the gearcase are lubricated by
to keep the ship in position in a cross wind, and to move the ship towards or
the bath lubricating method. Furthermore, the lubrication oil in the gearcase
away from a mooring position as required. The thrust is produced by rotation
is slightly pressurised by the connection with the gravity tank which is Operation
of a propeller unit which is housed in a transverse cylindrical ducting; the
provided above the water surface to prevent sea water from leaking into
propeller unit being rotated by means of a vertical electric motor via bevel a) The thrusters units are normally started and operated from the
the oil system.
gears. The propeller blade pitch is controllable in order to obtain the desired bridge and the changeover switch on the local control panel
magnitude and direction of thrust. should be set at REMOTE.
Oil Feeding Mechanism
Each thruster comprises of a number of separate sections: The oil feeding mechanism is made up of an oil tube, feed ring, oil entry tube (Note: On local control the engineers can start, stop and operate the thrusters
and the bore through the propeller shaft which serves to lead the hydraulic oil units to allow for checking following any repair or maintenance.)
• The electric motor unit with drive shaft and bevel gearing from the hydraulic unit to the servomotor of the propeller section.
driving the propeller unit hub b) Personnel on the bridge must be aware that they are responsible
The oil feed mechanism has a pair of bores for hydraulic oil so that when the for starting the thruster units but they must inform the engine
• The propeller unit with blades mounted in the hub
hydraulic oil is supplied by either bore, the other one is used for discharging room of the need to operate the units so that any work which is
• The hydraulic unit which changes the pitch of the propeller or venting the oil. The feed ring houses the seal ring for preventing outflow being carried out on the thruster units can be completed.
blades of the hydraulic oil into the gearcase.
• The control system which regulates the blade pitch in accordance c) The thruster units, including the oil tank, must be checked for
When the command to feed oil is given by the control dial on the bridge, defects and leaks prior to starting.
with demand from the bridge
the solenoid valve of the hydraulic unit is actuated and the hydraulic oil is
At ship speeds greater than 5 knots there is a risk of drawing air into the supplied through the oil tube, feed ring and the oil entry tube (located in a d) When the engineers indicate that the thrusters are ready for
thruster, particularly when operating at shallow draught; this will degrade the bore through propeller shaft) to be supplied to the servomotor. The crosshead operation they can be started. The individual thruster local
performance and can cause cavitation damage. The drawing in of air can be piston is displaced to the predetermined position. control panel changeover LOCAL/REMOTE switch must be
detected by 'hunting' of the main motor ammeter and should be avoided. set to REMOTE before the bridge can take control.
Feed Back Mechanism
Side Thruster Unit e) There are control stations for the bow and stern thrusters in
This is a mechanism for transmitting the blade angle signal to the blade angle
the wheelhouse, and the port and starboard bridge wings. At
Power is transmitted from the electric motor through the flexible coupling, transmitter and remote control system. It is designed to detect the blade angle
the wheelhouse panel the power is switched on and the unit
input shaft and bevel gears to the propeller shaft, rotating the propeller in by the stroke of the oil entry tube and inputting it as a stroke signal to the
placed on standby by pressing the STANDBY button. The same
a constant direction. blade angle transmitter over the feed back lever and chain.
routine applies to the bow and stern thrusters.

The propeller part consists of four propeller blades, a propeller hub with a This blade angle transmitter has a function of feeding back the blade angle to
f) When ready, the RUN button is pressed to start the unit.
hydraulic servomotor and the sliding block mechanism. The propeller blades the remote control system and detecting the blade angle as it is indicated on
are connected to blade carriers by blade bolts and this assures easy exchange the blade angle indicator on the bridge and local indicator.
g) Check for alarms on the panel.
of blades in the thruster tunnel. The gearcase, which carries the propeller parts,
is connected to the thruster tube by bolts and this ensures easy overhauling Pitch Control Device h) The pitch of the thrusters is changed by means of the lever
of all the parts inside the tube. which has a pointer directed to the load indicator scale.
The device is composed of a remote control system for controlling the
propeller pitch and a hydraulic unit for regulating the blade angle.

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Thruster Motor with Local Control Panel

Thruster Control Panel on the Bridge

Control Console

Thruster Unit Hydraulic Power Pack

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 Nele Mærsk Deck Operating Manual
i) Control can be transferred from the wheelhouse to either bridge Bow and stern thruster controls on the bridge wings are similar except that i) Use the control handle to select the amount of thrust to port
wing, or from the bridge wing back to the wheelhouse by there are load gauges rather than lights to indicate the thrust load as well as or starboard.
pressing the button at any of the control stations indicating lamps to indicate operating and fault conditions.
which control position is required. Prior to changing the control j) If required, press the necessary button to select the control
position, all load indicator levers must be in the same position. position, wheelhouse, or port or starboard bridge wing. The
Bow and Stern Thruster - Operating Procedures wheelhouse and bridge wing thrusters’ control levers and loads
Stopping the Thruster Units must be at the same position when changing the selected
Prior to operating the bow or stern thrusters it is important to check that there
control position. Control is transfered when the BOW (STERN)
Prior to stopping, the pitch on the blades must be zero; the load indicator are no small boats, ropes or other materials near the thrusters. Boats can be
THRUSTER CONT. pushbutton is depressed.
lever must be in the zero position. damaged by the action of the thrusters whilst ropes, plastic sheet or wood
can damage the thrusters’ blades. Even though there are guards at each side Procedure for Shutting Down the Thruster Units
The STOP button on the control panel must be pressed to stop the drive motor of the thrusters’ tunnel there is still the risk of foreign objects being drawn
and the OFF button is pressed to shut down the unit. into the thrusters’ tunnel and it is important to take every precaution to a) When the ship has finished manoeuvring, the thrusters may be
prevent damage. The fact that warning notices about the location of thrusters shutdown by pressing the STOP button.
are painted on the sides of the ship does not mean that all small boats
Thruster Control Unit will keep clear. b) Ensure that the power is removed from the thrusters’ control
In the bridge main control console there are control panels for the bow and panel and ensure that the thruster spaces are checked for signs
Operation of the bow and stern thrusters is the same and the thrusters are used of oil leakage. Stop the bow thuster room ventilation fan.
stern thrusters. Located above the panels are emergency stop buttons for the
in order to move the ship sideways towards or away from a quay wall or to
bow and stern thrusters.
assist in turning the ship. When the ship is moving at a speed in excess of 5
knots the thrusters will not act as effectively as at lower speed or when the High Voltage
Bow and stern thrusters panels are identical. A load handle allows the
ship has no forward or astern movement.
thruster’s load to be changed, this handle has a pointer which points at a load High voltage circuits are potentially more dangerous than low or medium
scale calibrated from 0 to 10 for port and starboard thrust. Above the load voltage circuits. This is not only due to the increased voltage, but also the
handle is a set of indicator lights, red for port and green for starboard, which explosion risk and because, under certain circumstances, high voltage circuits
are illuminated to show the load currently on the thrusters. Procedure for Operating the Thruster Units and Selection of
can retain a lethal charge even when switched off. In addition, dangerous
Control Position potentials exist some distance from the actual live high voltage conductors, the
The bow thruster room ventalation fan ON and OFF buttons are located above
distance being determined by the conductor voltage and the dielectric strength
the control handle on the bridge conrol console; the fan flaps No.46 and a) Check that the thruster units may be operated by consulting the
of the insulating materials (including air) surrounding the conductor.
47 for the bow thruster room are fitted with micro switches and must be in engineering department.
the open position before the fan can be started. Above these buttons are the
It is therefore essential that all persons who may be required to work on,
selector buttons which allow the wheelhouse, port or starboard wing to be b) Ensure that main electrical power is available at the thrusters’
or operate high voltage apparatus are fully aware of the hazards and how to
selected for thrusters control. unit power box.
avoid the associated danger.
Operating illuminated pushbuttons, off, stop, standby and run are also located c) With power available at the thruster control, the STOP
on the panel as are illuminated buttons marked buzzer stop, lamp buzzer test, pushbutton should be illuminated. Earthing
dark and bright; the latter two allow for control over the panel illumination.
d) Press the STANDBY button. The hydraulic cooling fan will Earthing a circuit or item of equipment can be carried out using the earthing
A list of illuminated operating (green) and alarm (red) conditions are also start automatically. Start the bow thruster room ventilation fan device at the circuit breaker, or locally by the use of portable earthing leads.
located in the panel giving the following messages: (ensure fan flaps No.46 and 47 are open). Earthing leads should always be connected to earth before attachment to the
conductors. At the end of the work the leads should be removed from the
Operating Condition Alarm Condition e) Check that all of the green operating indicators are illuminated conductors before removing the earth connection.
and that none of the red warning indicators are illuminated.
Cont. source on Cont. source fail If work is to carried out on an item of equipment remote from its circuit
Generators run Oil low level f) Test the lamps and buzzer by pressing the LAMP BUZZER breaker (in this case a thruster motor), the earthing leads should be applied
Main source on Oil pump low pressure TEST button. locally at the motor as well as using the circuit breaker earthing device.
Oil pump run Oil pump overload
Ready to start Main motor start fail g) Use the BRIGHT and DARK buttons to select the level of Before maintenance can take place on any high voltage equipment the
Main motor run Main motor overload illumination required to suit the ambient bridge conditions. Companys detailed procedures and checklist must be followed and filled in.
Motor full load Main motor trip
Integrated alarm h) When ready to operate the thrusters, press the RUN button.

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 7.5 Discrete Equipment

7.5.1 Speed Log

7.5.2 Loran C

7.5.3 GPS Navigator

7.5.4 Meteorological System

7.5.5 Echo Sounder

7.5.6 Marine Clock

Illustrations

7.5.1a Dopler Speed Log Main Display Unit

7.5.2a Loran C

7.5.3a GPS Navigator

7.5.4a Anemometer

7.5.5a Echo Sounder

7.5.6a Master Clock

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 Nele Mærsk Deck Operating Manual

Illustration 7.5.1a Doppler Speed Log Main Display Unit

DOPPLER SONAR DS-50

G T
kt
W m/s
A AL

Distance Keel Clearance ft

fa
nm

DIMMER
Distance
MODE Keel
Clearance

Distance Set
kt/m/s SET POWER

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 Nele Mærsk Deck Operating Manual

7.5 DISCRETE EQUIPMENT Compartment Controls G: Measures and displays a speed relative to ground.

7.5.1 SPEED LOG kt/m/s Selector W: Measures and displays a speed relative to the water mass. The depth
Selects the unit of speed measurement. from the keel to the seabed should be 2-25 metres.
Maker: Furuno
Type: DS - 50 (Note: It is recommended to use the water tracking mode in operation with
SET Key the ARPA units for collision avoidance.)
Sets the distance run display.
General Description A: Automatically selects ground tracking mode or water tracking speed
mode depending on depth. Water tracking mode is selected when the
A sonar beam can be used to determine the ship’s speed and distance travelled Arrow Keys depth of water below the keel exceeds 200 metres.
by measuring the frequency shift (due to the doppler effect) of an acoustic Set the distance run indication.
wave returning from a fixed reflector. (Note: The actual working depth in the ground tracking mode depends on
the type of seabed and water conditions, and the reflecting properties
The Furuno DS 50 is provided with a dual axis transducer assembly POWER Switch of the bottom.)
mounted on the hull bottom to emit an ultrasonic signal in three directions Turns power on and off.
simultaneously, and measure the resultant doppler shifts of return echoes. Speed Measurement
The system can track echo signals from as little as a metre below the hull Operation Speed can be measured in knots or metres/second. Press the kt/m/s button to
bottom down to several hundred metres on what is known as ground track. select the unit. ‘kt’ or ‘m/s’ lights illuminate to indicate the units in use.
a) Press the POWER switch to turn on the power. The equipment
The speed so calculated is thus the speed over the ground. When the water
runs through a self-test as follows:
reaches a depth at which the return signal has reducedd to an unusable level, Distance Run or Keel Clearance
the doppler log continues to function by making use of reverberation echoes.
• Communication test between main display unit and the Press the DISTANCE/KEEL CLEARANCE button to display the distance run
This mode is known as the water track mode of operation, whereby the
processor unit is conducted. Three zeros blink for about or the under keel clearance. The distance run is always displayed as nautical
doppler uses a layer of water instead of the sea bed in which to measure the
one minute. miles. The under keel clearance is the depth measured from the transducer to
doppler shift and calculate the speed.
the sea bed and can be displayed in metres, feet or fathoms.
• Testing of main display and processor unit begins.
Equipment Description Memory, LEDs and buzzer are tested in order, each
Setting Distance Run
tested three times consecutively. Then the program
version number of both the main display unit and the The distance run indication is backed up with an internal battery when the
Main Controls
processor unit appear. power is off. To reset or change the distance run:
• The equipment is normal if the program version numbers
MODE Selector a) Open the lid at the bottom of the display unit and press the
appear. If an error is found an error message appears
SET key. The display will show the first digit of the displayed
Selects the tracking mode from ground, water and automatic. Each time the instead of a program version number.
distance flashing.
key is pressed the tracking mode changes through the sequence of ground, • The normal display appears, showing speed and distance
water and automatic. Current tracking mode is denoted by the tracking run (or depth below the keel). b) Press the arrow left or arrow right key to place the blinking
mode lamps. cursor on the digit to be changed.
b) Adjust the panel brilliance with the DIMMER controls.
Distance/Keel c) Press the arrow up or arrow down to set.

Displays distance run or depth below keel at each pressing. Speed Tracking Mode
d) Repeat steps b) and c) to change the remaining digits.
Press the MODE selector to select the speed tracking mode for water, ground
Clearance selector or automatic. Select the mode considering depth and speed; ‘G’, ‘W’ or ‘A’ e) Press the SET key.
‘Distance of keel clearance’ lights to show current selection. will light up to indicate the mode in operation.

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 Nele Mærsk Deck Operating Manual
Illustration 7.5.2a Loran C

LC - 90 MARK-II

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7.5.2 LORAN C SAVE Primary Modes Data Entry
Saves a position in the Event Memory.
The LC-90 Mark II (M) is a high performance, high quality Loran-C NAV
Navigator, which is simple to operate. It features virtually hands off automatic
operation once the estimated position from a chart of the area has been RCL This is the navigation mode, cross track error, course offset, range and bearing
correctly entered. The unit provides automatic functions and entry of the Is used to recall stored data from the Event Memory. to desired waypoint are also shown.
proper GRI, secondary slaves, ASF compensation and magnetic variation.
Four automatic notch filters eliminate interference. The LC-90 Mark II RTE
CLR
(M) will automatically lock-on and track the master station and up to five
secondaries simultaneously. The computer will then calculate the navigational Is used to clear numbers from the display or to silence audible alarms. This is the route planning mode. The waypoints in up to ten routes are
data from the two selected secondaries to provide present position, speed over selected in this mode.
ground, course over ground and distance to go etc. The LC-90 Mark II (M)
The Rotating Arrow key
has a large backlit LCD display. The LCD displays five lines of navigational WPT
data on a single page. Entry and readout for all position functions may be This key is a general purpose key that is used to change N/S, E/W or to
in either latitude/longitude or Time Difference (TD’s). Operation is achieved change default values within modes and functions. This mode is used to enter position data into the waypoint.
using the twenty three colour coded keys adjacent to the display.
The Down Arrow key CLC
Basic Function Keys This key is used to select which line of the display the cursor will move to. This is the calculation mode.
PWR
Numeric Keys ALM
Turns the power ON.
The keys 0 to 9 are used to enter numeric data. Note that leading zeroes must This is the mode where alarm limits are defined for the cross track error,
be entered otherwise the entry will be rejected. border alarm, arrival alarm and anchor alarm.
OFF
Turns the unit off when the PWR and OFF keys are pressed at the same
time. FR/TO Secondary Functions
This is used to activate routes.
In each function the blue # key is first pressed followed by one of the numeric
DIM keys to access the desired function.
This key is used to vary the level of backlighting for the display and keyboard Primary Modes Display Readouts
to enhance night-time viewing. There are four levels of intensity, repeatedly #1
pressing the DIM key cycles through the settings. S/C This is the initialisation function. Enter the approximate position.
Speed made good, course made good, present position and waypoint/route
MODE SWITCH information. #2
The mode key consists of two blue arrow keys on the lower left of the
Position offset function.
keyboard and selects one of nine modes of operation. Pressing the mode TTG
key causes the mode indicator arrow to move sideways to align itself above
the label for the operating mode on the panel beneath the LCD display. The Velocity to destination, time to go also present position and waypoint/route #3
readouts on the display vary with the mode selected. information.
Averaging time function applies smoothing to speed and position.

ENT R/B
#4
This is used to enter data or activate a function. Range and bearing to destination and present position and waypoint/route
information. Automatic ASF and Magnetic Variation automatic function can be disabled
# here.
XTE
This key is used to select one of nine secondary functions. Press the key
followed by a number to access the required function. Cross track error, with arrow indicators to show direction of offset and #5
direction to steer to get back onto track also present position and waypoint/
route information. Cycle select function.

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#6 b) The LC-90 Mark II (M) will automatically go directly to Route entry is carried out in three stages:
The signal to noise ratio (SNR) and envelope to cycle Difference (ECD) its initialisation function #1, and will be ready to accept the
are displayed. This gives the operator an indication of the quality of the approximate latitude of your position. The tolerance for entry i) Enter all waypoints for the route in consecutive numbers (this
incoming Loran signals. of the latitude is to 1°. Enter the latitude and the flashing cursor is important).
will advance to the longitude. Use the rotating arrow key to set
the N/S and E/W co-ordinates. ii) Set an arrival alarm zone distance so the Auto Sequence will
#7 become active when reaching each waypoint location.
SNR Visual/Audio indicator. c) The flashing cursor will now advance to the ‘A’. This denotes
automatic function. Leave the unit in the automatic mode and in iii) Enter the route sequence string start and end points into the
approximately two minutes initialisation will be complete. memory.
#8
Tuning Indicator Function. d) Press the blue left or right arrow key to select the desired
Procedure
display mode usually S/C. It will take around five minutes
for the unit to complete acquisition of the master and slave
#9 a) Using the Mode Arrow key select the RTE screen. The cursor
signals.
Notch Filter status. will be flashing at the route number.

Waypoint Entry b) Enter the new route number and press the ENT key. The
Use of the LC-90 Mark II(M) Navigator flashing cursor now moves to the first waypoint entry position.
The equipment has 100 memory locations for storing waypoints numbered
The procedure for using the LC-90 Mark II(M) is simple and follows four from 00 to 99. The first memory location is reserved to store own ship’s c) Enter the waypoint number then press the ENT key.
basic steps: position for cross track and route planning calculations. Whenever you want
to enter new waypoint position data or recall old data for display, the waypoint d) Repeat the above step until either all the waypoints have been
a) Switch on. memory location number has to be entered first so the Loran can place or entered or the maximum of ten has been reached.
retrieve the correct information. Note the waypoints being used by an active
b) Initialise the navigator. route cannot be changed until the route is made inactive. e) Return to the S/C display or other screen as required.

c) Enter the way point positions. The simplest method of entry by the seafarer is to enter the latitude and To follow a route which has been previously programmed into the navigator.
longitude of each waypoint, this is done in the Waypoint mode. Select the
d) Organise the route and activate it. waypoint mode by pressing the right arrow key until the Waypoint Entry a) Press the FR/TO key.
screen is displayed.
Turning on the LC-90 Mark II (M) b) Press the CLR key and then type in the two digit number of
The waypoint number will be flashing to indicate that the cursor is at this the route to be followed.
position. Enter a waypoint number using a leading zero if necessary then press
Press the PWR key, the panel background will be illuminated at a setting the ENT key. The cursor will automatically advance to the latitude entry, enter
level. Adjust the LCD display and keyboard brightness to suit using the (Note: The first position shown to the left of the arrow when the route is first
this and press the ENT key. Now enter the longitude followed by pressing activated is always the ship’s actual position. The figure to the right
DIM key. the ENT key. Continue entering as many waypoints as required by selecting of the arrow is the first waypoint. When the arrival alarm is activated,
a new number for each one. the waypoints will change sequentially.)
Initialising the LC-90 Mark II (M)
Routes
Where the unit is being powered up for a cold start:
A series of waypoints are combined in such a manner that the navigator
a) Press both the PWR and CLR keys at the same time. This will will display a constant readout of course, speed, waypoint number,distance
clear the internal memory completely and will allow the unit to and bearing to the next waypoint. The ship’s position and cross track error
initialise itself for your geographic area. Continue to hold the are displayed in the form of a bar graph. Ten routes can be stored with a
CLR key until two distinctive beeps are heard. maximum of ten waypoints in each route.

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 Nele Mærsk Deck Operating Manual
Alarms

Use the Mode Arrow key display the ALM mode screen

To enter arrival alarm data:

a) Use the down arrow key to move cursor to the bottom line.

b) Press CLR.

c) Press the rotating arrow key if OUT is showing to display IN.

d) Enter the range required.

To enter off-course alarm data:

a) Use the down arrow key to move cursor to the fourth line.

b) Press CLR.

c) Confirm that OUT is displayed next to XTE. If not press the

rotating arrow key to display OUT.

d) Enter the range required.

To enter border alarm data:

a) Use the down arrow key to move cursor to the fourth line.

b) Press CLR.

c) Press the Rotating arrow key if OUT is showing to display IN.

d) Enter the range required.

To enter anchor watch alarm data:

a) Use the down arrow key to move cursor to the third line and
set the audible alarm to ON.
Forward Chart Table With Loran C Unit
b) Use the down arrow key to move to the bottom line.

c) Press CLR.

d) Confirm that OUT is displayed next to the WCH indication. If

not press the rotating arrow key to display OUT.

e) Enter the range required.

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Illustration 7.5.3a GPS Navigator

FURUNO GPS NAVIGATOR GP-80-D

MAR 27, 2001 22:45' 32'' S GPS 3D

POSITION
22° 33.750' N
120° 18.102' E
TTG XTE TO: 009
Androt
1D
10 H 43M
0.34nm hI
RT. DIST SPD NEXT: 010
Comori
2450nm 21.0kt n

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7.5.3 GPS NAVIGATOR In order to set up a DGPS system, the user must have a GPS reference station TONE Adjusts display contrast, changes
at a precisely known location, a DGPS navigator, and a communication link lat/long co-ordinates
GPS POSITION FIXING SYSTEM to transmit the corrections.
NU/CU Selects display orientation;
Manufacturer: Furuno The DGPS Beacon System allows the user to benefit from the accuracy of ENT registers selections on menus
DGPS without the need to purchase and maintain a complete DGPS system,
Model: DD-80 (GP-80-D)
reference stations, transmitting equipment, as well as receiving equipment, EVENT Inscribes event mark at ship’s
GPS Navigation Overview and navigators. position

The Navstar Global Positioning System, commonly referred to as GPS, is CAUTION! MOB Marks man overboard position
a satellite navigation system developed by the US Department of Defence The GPS/DGPS receivers, like any other piece of navigational equipment,
to provide both military and civilian users with highly accurate, worldwide, should be used with great caution and whenever possible other independent GOTO Sets destination
three-dimensional navigation and time. By receiving signals from orbiting means of ascertaining the ship’s position shall also be used.
GPS satellites, users are now able to continuously navigate with an accuracy PLOT ON/OFF Turns recording and plotting of ship’s
Accuracy of DGPS can be expected to be within 5 metres for 95% of the track on/off
on the order of 18 - 20m since the United States government have removed
time. The system is however controlled by the United States Department of
the selective availability function.
Defence, and errors can be introduced at any time, or the system shut down ZOOM Decreases display range
completely without word of warning. OUT
Previously civilian users’ equipment was restricted to an accuracy of
approximately 100m 2D RMS. The position fix with GPS is achieved by
determining the distance from the user (receiver) to each of several selected Description CURSOR Turns cursor on/off
satellites, by measuring the propagation time from the satellite to the user. ON/OFF
The Furuno DD-80 consists of two dual differential GPS navigator systems
Marine radio beacons operating in the 283.5 to 325.0 kHz frequency range and an interface unit. Each GPS navigator consists of a display unit combining CLEAR Deletes waypoints and marks; clears
were in widespread use for direction finding in coastal navigation. Because the a GPS receiver, beacon receiver and video plotter, a GPS antenna and a wrong data; silences audible alarms
beacon system has been in place and widely used for many years, it provides beacon antenna. The interface unit allows the exchange of data between GPS
an effective means for the transmission of DGPS signals. Depending on their navigators and external equipment. A high sensitivity receiver allows up to 8 POWER Turns power on/off
local environment and power output, their signals may be usable to several satellites to be tracked simultaneously.
hundred miles. Marine beacons provide an economical means of obtaining Operation
DGPS accuracy for coastal navigators. The DGPS version is designed to
Control Functions
provide low cost reception of DGPS corrections broadcast (normally free of The DD-80 takes about two minutes to obtain its position when switched
charge) by coastal authorities. The DGPS unit receives a NMEA0813 signal, Cursor Keys Shift the display and cursor. on for the very first time.
this is proccesed via a distribution unit and feeds all the ship’s equipment
that requires positioning data. MENU Opens/closes menu Press the POWER key. The unit will carry out a self-test of the program
ESC quits current operation memory, SRAM and battery and shows the results on the display, ‘beacon
General Description rcvr installed’ appears at the bottom of the display. The unit starts up with
DISPLAY Selects display mode the last used display mode and that mode is indicated at the bottom of
SEL the display.
A technique referred to as Differential GPS (DGPS), allows users to obtain
maximum accuracy from the GPS system. DGPS requires the use of two
WPT Registers waypoints Twenty seconds after turning on the power the latitude and longitude appears
GPS receivers. One receiver, known as the Reference Station, is placed at a
RTE and routes on the display. If the position could not be established ‘no fix’ will be
surveyed location, the co-ordinates of which are precisely known. The purpose
of the differential GPS system is to use the reference station to measure the displayed. When the PDOP value exceeds 6 in the 3D mode or HDOP value
MARK Inscribes mark on the display exceeds 4 in the 2D mode, ‘DOP’ appears to indicate abnormal fixing and the
errors in the GPS signals and to compute corrections to remove the errors.
The corrections are then communicated in real time to the navigators, where position indication could not be updated.
ZOOM Expands display range
they are combined with the satellite signals received, thereby improving their
IN Two position fixing modes are available; 2D and 2/3D. The 2D mode provides
navigation or positioning. This technique is effective because many of the
errors at the reference station and navigators are common. The geographic two dimensional position fixes and is used when three satellites are in line
CENTRE Centres ship’s position/cursor of sight of the receiver. The 2/3D mode switches between two and three
validity of these corrections decreases with distance from the reference
position dimension position fixing automatically depending on how many satellites
station, but the corrections are valid for navigators hundreds of kilometres
from the reference station. (three or four) are in line of sight of the GPS receiver.

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7.5.4 METEOROLOGICAL SYSTEM Description To avoid conflict between adjacent transmitting stations the following rules
apply:
The bridge is equipped with a wind speed and direction indicator capable The Malling 879 consists of two components, a wind sensor for measuring
of recording wind speeds in the range of 0 to 80m/s in a 360° direction. wind speed and direction and an instrument for displaying this information.
An aneroid barometre is also provided to measure the current atmospheric • The transmission schedule is determined so that two or more
pressure. Air temperature is measured by means of a hand thermometer. The wind sensor is a combined sensor with a three cup rotor for measuring stations having a common service area may not transmit
wind speed and a wind vane for measuring wind direction. The wind display concurrently.
These basic instruments are sufficient to provide the vessel with the necessary instrument consists of a digital display for indication of the wind speed and a • Each station transmits with minimum required power to cover
information to detect and avoid severe weather systems before their influence circle of LEDs for indication of the wind direction. its service area (200 nautical miles nominal).
becomes dangerous. Monitoring of these instruments, combined with the
use of the weather facsimile and Navtex equipment, permits the operator to
make his own local weather forecasts and to apply this to his navigation
Operation Message Format
and routing. For automatic identification of messages, each message starts with nine
The keyboard allows the following basic functions to be carried out:
control characters, called Header Codes.
ANEMOMETER
• Illumination of the panel can be adjusted using the arrow up The first five characters are always ‘ZCZC--’ and common to all messages.
Maker: DEIF A/S
and arrow down keys. This part is used for message synchronisation. The latter four characters
Type: Malling 879
• The MODE key may be used to set the unit display for wind are designated as b1, b2, b3 and b4 to indicate origin, category and serial
speed. Two options are available; m/s or kts. number of the message.

Wind Measuring System Display NAVTEX SYSTEM Character b1 is the identification letter of the Navtex station; A to Z.

Character b2 indicates the type of message, A to Z as listed below.

NAVTEX RECEIVER
Character b3 and b4 indicate the serial number of the message. The serial
Maker: ICS Electronics
numbers are incremental from 01 to 99, before starting from 01 again. Number
Type: NAV5 00 is specially reserved for important emergency messages, such as a search
360 and rescue (SAR) message.
Description
The end of each message is indicated by NNNN (four successive N’s).
The Navtex system was developed to automatically provide vessels with up
to the minute information. Type of message (category)
270 90 A: Navigational warnings
NAVTEX is an acronym for NAVigational TEleX. This is an international
B: Meteorological warnings
direct printing service, using a single frequency worldwide, to promulgate
C: Ice reports
m/s navigational and meteorological warnings to shipping. Navtex transmitters
D: Search and Rescue information
kts transmit a nine character control code (header code) ahead of the main
mode E: Meteorological forecasts
message, so that the receiver can identify the station, message type and serial
F: Pilot service messages
180 number automatically. The ship’s operator therefore, has a degree of selection
G: DECCA messages
over which category of messages can be received, by programming the
H: LORAN messages
receiver accordingly. A built in microprocessor ensures that vital information
I: OMEGA messages
is accepted.
DEIF J: SATNAV messages
MALLING
K: Other electronic navaid messages (Messages concerning radio
System Operation navigation services)
L: Navigational warnings additional to letter A
For navigation purposes, the world is divided into 16 areas. Each Navtex M to Y Not assigned
station has an identification code, from A to Z. The system uses a single V to Y: Special services-allocation by IMO
Illustration 7.5.4a Anemometer frequency of 518kHz worldwide. Z: No message on hand

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Message Handling in Navtex Receiver Operation NAVTEX Station Set up Procedure

The Navtex receiver acquires, stores and prints Navtex messages according Switch on the NAV5 by pressing the P button. Enter the NAVTEX set up mode by pressing the arrow right button.
to the following rules:
The LCD display back light will illuminate. The following display is indicated ;
1) Selectively acquires stations and categories of message specified
by the operator. Message types A, B and D cannot be de-selected The LCD display will show:
by the operator. STN: ABCDEFGHIJ
ICS NAV5
2) Message type D (search and rescue information) is an SAR, KLMNOPQRSTUVWXYZ
message and will be printed immediately. To call this to the LOG EMPTY
operator’s attention, the alarm buzzer sounds and the SAR Press the arrow right button followed by either the arrow up or arrow down
The NAV5 is now ready to receive NAVTEX messages. buttons. One push will select, a second push will deselect.
warning LED lights.

3) When an abnormal character is received due to noise Deselected stations are indicated with a ‘dash’ -.
interference, it will be printed as * (asterisk).
NAVTEX Message Category Set up Procedure
4) Message type D (search and rescue information) will be
reprinted. (Reprinting can be inhibited by presetting.) Press the arrow left button to change to the message category selection
screen.
5) Message having serial No. 00 (emergency message) will be
reprinted. The following display is indicated ;

6) Message types A, B, D and L or serial No. 00 from rejected MSG : ABCDEFGHIJ

stations will be printed. (Printing of message type A from
rejected stations can be inhibited by pre setting.) KLMNOPQRSTUVWXYZ

7) Message type D will print up to 2,000 characters regardless Message categories are identified by a single letter.
of character error rate.
Press the arrow right button followed by either the arrow up or the arrow
down buttons, one push of either button will select, a second push will
Control Functions deselect.

Arrow right Start programming Deselected stations are indicated by a ‘dash’.

Arrow up / Select or deselect stations/messages Press the arrow left button to store the NAVTEX station and message category
Arrow down selections.
Navtex Receiver
Arrow left Finish programming

F Paper feed

D Dimmer light

S Stop alarm

P Power on/off

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WEATHER FACSIMILE RECEIVER Dimmer: Used to vary the level of back-lighting of the LCD b) Make sure that the recording paper is properly loaded.
display and LED intensity.
Maker: Furuno c) Press the POWER button and the time will be displayed on the
Model: FAX - 214 Paper Feed: Used to feed paper. window for several seconds. Then, the display will change to
channel data: zone, station and channel numbers plus picture
General Description mode, followed by a call sign and frequency. When a specific
Contrast: Adjusts the contrast of the LCD display.
function is completed by the action of key strokes, the unit
The weather facsimile recording works on a similar principle to that of a returns to the normal display, indicating the channel data
television picture. The picture is composed of many fine horizontal lines Receiver Ext/Int: Selects internal or external receiver. previously selected.
due to the limitation of the transmission system involved. This requires that
a frame picture be sent slice by slice as a multitude of narrow strips and CAUTION!
Annunciator LEDs
reassembled by a receiver, thus eventually constructing a complete picture.The Never turn the power off during recording as the printing head remains
radio facsimile uses a much lower frequency and narrower bandwidth than Tune: The tuning bar runs upward or downward when in contact with the recording paper (roller), applying harmful pressure
that of the television broadcast. It is due to this reason that it takes several the programmed frequency differs from the actual to the printing head.
minutes to send a complete picture. receiving frequency
d) Set the intensity of the LCD using the contrast control.
The basic facsimile receiver consists of: Timer: Lights when the timer mode is operating
• A panel, containing control keys, LCD display annunciator and e) Select the facsimile station.
LEDs which display the status of the system. Print: Lights while the picture is being printed
The facsimile station will usually transmit signals at several different
• A printer. frequencies on the HF band (a few stations also transmit on the LF band). For
Audio: Lights when the alarm mode is activated convenience the probable frequency for a quality recording may be selected
Description of Controls and Keys
at the receiver side. In choosing a receiving frequency, the general rule of
Power Switch: Turns the unit on/off SAR/MSG: Lights when receiving the search and rescue message thumb is that the highest probable frequency band must be selected for the
of NAV-TEX signal initial attempt, then move to a low band if the picture is not reproduced
Sync Control: Equalises picture synchronisation to align with the satisfactorily.
paper feed direction Paper: Lights when the recording paper runs out
completely To overcome this, the FAX-214 employs a scan function which automatically
Volume Control: Adjusts the audio level of the monitor speaker searches the frequencies assigned to a station and locks on to the frequency of
S - Level: Lights when the signal is too weak to receive which the signal strength is the highest.
Up and Down Switches: Used to scroll a number or message upward or
f) Set tuning if required.
downward Speed: Lights when the scanning speed is incorrectly set
There are rare occurrences where the actual receiving frequency slightly
Left and Right Switches: Used to move the cursor or data sideways Phase: Lights when the picture is out of phase. deviates from the nominal transmitting frequency. The TUNE indicator,
composed of three LEDs, will ‘flow’ upward or downward when the receiving
Ent: Used to enter data or activate - a function frequency is lower or higher than the pre-programmed frequency data. Press
Operational Procedure of Facsimile Receiver and hold the UP key until the indicator stops flowing and only the centre LED
lights and is stable. On the contrary, press the DOWN key if the indicator
Ch: Used to call up station and frequency data The FAX-214 receiver uses a timer, which enables automatic recording of flows downward.
facsimile signals up to 16 programmes according to a preset schedule. In most
Mode: Used to control operation of the printer cases this may be the only operating mode used. However, if a program is (Note: Tuning is inoperative when selecting the scan mode.)
already in progress, or if the transmitting station does not use start and stop
SPD/IOC: Selects speed and IOC numbers signals, you will have to be received manually. g) Set the clock.
a) Before starting the operation, obtain a radio facsimile frequency It is necessary to set the built in clock to the local time in the area or
RCL/PRG: Used to recall data stored in the memory, or used
list for the area. The Facsimile Station List attached to the GMT (Greenwich Mean Time) to properly operate the sleep mode and timer
to programme data
appendix of the manual (B-1 to B-3) may be useful to quickly recording.
find out the call sign and frequency in the area, since it is
Phase: Adjusts picture phase. arranged in alphabetical order according to country. Press the RCL/PRG key and the time is displayed on the window.

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Again press RCL/PRG, then ENT The message ‘Set CLOCK?’ will be Stopping Picture Recording Timer Recording
displayed followed by ‘Set CLOCK xx:xx’. In the manual recording mode, the printer continues to operate even after Most of the LF to HF facsimile broadcasts all over the world are regularly
the picture is printed since the unit doesn’t detect the ‘remote control signal’ serviced according to a schedule issued by the meteorological observatory
Set the time to the incoming time signal by using the arrow keys and press
(start and stop signal of the picture) in this mode. The key sequences to in each country. Therefore, to receive a certain facsimile broadcast on
the ENT key at the exact moment the time signal is released for the start
manually stop printing are as follows: a daily basis, the timer recording mode will virtually allow ‘hands-off’
of a new minute/hour.
automatic operation (self start and stop of the printing) once it has been
h) Set the monitor volume. a) Press the MODE key and the display will indicate the message pre-programmed.
‘MANUAL STOP?’ for verification.
Up to 16 programmes may be preset for timer recording.
The unit incorporates a speaker for monitoring the received signal. The
monitor control located on the left hand of the panel adjusts the audio output b) Press the ENT key. Now the printer stops recording and the unit
level from the speaker. Push in and release the control to bring it out. is restored to the normal mode, indicating the channel data.

i) Set SPD/IOC. (Note: A priority Navtex message takes precedence over a facsimile recording.
If a priority Navtex message is received during the printing out of
It may be necessary to set the correct SPD/IOC number depending on the a facsimile recording, the facsimile recording is interrupted. The
facsimile station. SPD and IOC stands for scanning speed and index of Navtex message is printed out, and then the remainder of the facsimile
corporation, respectively. These are a kind of synchronised code to reproduce recording is printed out.)
an exact copy of the picture transmitted from the facsimile station, and are
listed on the Facsimile Schedule Book. If the SPD is incorrectly set, a portion
of the picture will be overlapped or a multiple picture will be recorded.
There will be notification of a wrong SPD setting by the lighting of the
SPD annunciator LED.

j) Match the phase.

When the printer starts recording after the phase signal has been transmitted,
or when the received signal is too weak to detect the phase signal, the
recording may be split into two parts by a thick white (or black) gap called
a dead sector. The PHASE key is provided to compensate for the phase
mismatching, shifting the dead sector to the left edge of the recording paper.
Should this occur, the phase annunciator LED will light up and the message
‘Phase NG’ (Phase No Good) will be printed out as the recording data.

Press the PHASE key and the message ‘Set PHASE 00’ appears on the
display.

Read the scale at the centre of the dead sector and enter the value in the
data column by using the UP or DOWN key. The value to be corrected will
range between 0 and 40.

Press the ENT key and the dead sector is shifted to the left edge of the
recording paper. Note: that the PHASE key is also effective only while the
printer is operative.

k) Set synchronisation.

The SYNC control is used to fine tune phase matching. If the dead sector Weather Faximile Receiver
is plotted askew even when the PHASE is properly selected, turn the SYNC
control to correct it.

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 Nele Mærsk Deck Operating Manual
7.5.5 ECHO SOUNDER covering the primary functions, may also be cycled by repeatedly pressing Frequency: The frequency selector toggles among 38, 50 or
the menu button. 200kHz.
Maker: Japan Radio Company
Type: Skipper GDS 101 The screen holding the most basic features is screen 1, the Primary Operation Output Power: Power may be adjusted from 10 to 100% in case
Screen. The main echo gram is displayed here together with the controls of difficult shallow water conditions. When a range
for gain, time variable gain adjustment, print mark line, start and stop of of 10 metres is selected, output power is automatically
General Description continuous printing, shallow alarm depth adjustment and deep alarm depth reduced to approximately 10%.
adjustment.
The echo sounder is a sonar navigation system (Sound Navigation and Draught: Draught may be compensated for to allow for real depth
Ranging) used for measuring the depth of water below the vessel. The other screen displays allow for more specific data to be input for the from the surface to be shown on the screen and
user’s preference. The manufacturers operational manual should be consulted printout.
It consists of three basic parts; a transmitter, receiver (combined as a for further information.
transducer) and a recorder. It works on a simple principle of measuring the Printer Operation: The printer is started and stopped with the PRINT
difference in time between transmitted and received sound wave signals, and buttons for however long a printing time period is
converting that time into a depth by calculation, and finally recording this on Soft Key Control Functions
required.
a chart as a permanent display.
Gain Optimal: The gain may be adjusted from 0 to 100% to allow for
echo levels from the sea bottom and other objects. Alarm Settings: Depth alarm settings can be adjusted in screen 1.
The GDS 101 incorporates a large, high resolution graphic LCD and a dot
matrix thermal printer, with display graphics continuously shown on the LCD Clock Settings: Manual clock and calendar settings can be input in
along with complete navigation details. The printer is available as a hard TVG: Time Variable Gain may be adjusted from 0 to 100% to
allow for detailed echo control from the 0 to 50 metres screen 4.
copy whenever required.
depth range. A low setting will reduce the gain in the
area near the surface to suppress noise and unwanted History Memory: The GDS 101 has the facility to retrieve the last 30
The sounder uses three low frequency transducers to measure depths of up to
echoes from this area. minutes of depth, time and all available navigational
1600 metres (38 kHz for depths to 1600 metres, 50 kHz for depths to 1000
data.
metres and 200 kHz for depths to 500 metres). One or more of the transducers
may be connected at the same time, the desired transducer selected from Digital Indication: Two different size digital depth indicators may be
the operator panel. selected from screen 2.

Range scales consist of four depth setting recordings; 50, 100, 500 and Illustration 7.5.5a Echo Sounder
1000 metres.

Basic Operation
0m 09:26 GMT

The unit is activated by pressing any button on the keypad. Switching the -5

-50

unit off however can only be achieved by pressing the SYSTEM OFF soft
key button on screen 2.
140

The fixed function buttons and the soft key buttons of the various screens
along with the rotating encoder, facilitates entry of parameters, set points
and other data.
500m PICT.SPEED 5:00/div Screen 1 [LOST BOTTOM!]

70% 100% Line off 5m 50m

GAIN TUG MARK PRINT ALARM ALARM

Operation Screens
Each of the operation screens contains a graphic picture and a selection
of up to 6 soft key buttons. The various screens are selected by keeping
the menu button pressed down and rotating the encoder in either direction.
Turning the encoder clockwise cycles the screens in the sequence 1 to 10,
and counter clockwise rotation cycles the screens 10 to 1. Screens 1 to 3,

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 Nele Mærsk Deck Operating Manual
7.5.6 MARINE CLOCK d) Synchronising hour and minute hands of the 30-second leap Operating Secondary Clocks
clock to master clock:
Maker: Seiko Once adjusted, the secondary clocks move upon signals transmitted from
Type: Marine Quartz QC-6M3 With the hand-direction switch set to ADV, and the time the master clock; consequently, it is thus usually unnecessary to adjust time
regulation switch set to ADJ, the group of the secondary clocks during their operations.
will be automatically adjusted at a speed 30 times faster than
General normal (forward). If it does become necessary to regulate a secondary clock alone, then it can
be achieved as follows:
The QC-6M3 is a highly accurate master clock in which a quartz element is (Hand can be reversed at a speed 30 times faster than normal
incorporated for increased reliability and simplicity. at REV. position.) 30 Second Leap Secondary Clock:

A change of ship’s time is achieved causing the same Set the time by manually turning the large wheel of the movement.
Initial Starting Procedure
procedures.
a) Switch the AC and DC power breaker to the ON position. The 0.5 Second Leap Secondary Clock:
pilot lamp will light yellow. After synchronising the master and the secondary clocks, be
Second hand is adjusted by manually turning the large wheel, the minute and
sure to reset the time regulation switch to NOR. and the hand
hour hands are adjusted by the knob.
b) If the red alarm lamp lights, press the RESET switch to the direction switch to ADV. respectively.
DOWN position, the master and secondary clocks will start
and the alarm lamp will extinguish. Illustration 7.5.6a Master Clock

Time Synchronisation Procedure

a) Zero second synchronisation:

Synchronise the 0.5 and 30 second leap secondary clocks to 11 12 1 11 12 1

zero seconds by use of the ON switch on the master clock. 10 2 10 2
When the second hand of the master clock indicates zero
seconds press the RESET switch to the DOWN position.
9 3 9 3
8 MASTER 4 8 SLAVE
4
b) Synchronising the second hand of the master clock to standard 7 6 5 7 6 5
time:

To stop the second hand depress the MASTER switch to

STOP.When the second hand indicates standard time, reset the
switch to NOR. Breaker Reset Time Brightness
For DC Switch Regulation Switch For Clock Dial

The master clock has a built in speaker if required for radio

time signals which can be turned on using the SPEAKER
switch on the panel.

c) Synchronising hour and minute hands of the master clock to

standard time:

Open the movement cover and adjust the hour and minute
hands to the standard time turning the front knob clockwise or SEIKO QC-6M3 Breaker Master Clock Hand Direction Switch
For AC Second Stop (Clock Wise/
anticlockwise accordingly. Switch Counter Clockwise)

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 7.6 Communications Systems

7.6.1 GMDSS

7.6.2 VHF / UHF Transceiver System and EPIRB

7.6.3 Batteryless Telephone System

7.6.4 Exchange Telephones

7.6.5 Public Address and Talkback System

7.6.6 Sound Signalling Device

Illustrations

7.6.1a Actions Following GMDSS Alert

7.6.1b MF DSC Terminal/Receiver

7.6.1c SSB Radiotelephone

7.6.1d Satcom B System

7.6.1e VHF DSC System

7.6.2a Sailor A1 Basic VHF Handset

7.6.2b Hand-held VHF Radio

7.6.4a Automatic Exchange Telephones

7.6.5a Public Address and Talkback System

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.1a Actions Following GMDSS Alert

Action To Be Taken on Receipt of A DSC Distress Alert

Which Sea Area is Own Vessel Currently Sailing?

A1 A2 A3

Distress
Channel 70 Channel 70 2187.5 kHz Channel 70 2187.5kHz HF
Received Via:

ACTION ACTION ACTION ACTION ACTION ACTION

Change to Channel 16 R/T Change to channel 16 R/T Change to 2182kHz Change to channel 16 R/T Change to 2182kHz Change to HF Frequency
that distress received on
Wait 3 minutes for coast Acknowledge vessel Wait 3 minutes for coast Acknowledge vessel Acknowledge vessel Wait 3 minutes for coast
station to acknowledge via R/T channel 16 station to acknowledge via R/T channel 16 via R/T on 2182kHz station to acknowledge

IF COAST STATION IF VESSEL IF COAST STATION IF VESSEL IF VESSEL IF COAST STATION

DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY: DOES NOT REPLY:

Acknowledge vessel Send distress relay to Acknowledge vessel Send distress relay to Send distress relay to Relay to coast station
on VHF R/T CH16 coast station by most if in a position to assist coast station by most coast station by most
Relay to coast station suitable method suitable method suitable method

IF VESSEL IF DISTRESS IF VESSEL IF DISTRESS IF DISTRESS IF VESSEL

DOES NOT REPLY: CONTINUES: DOES NOT REPLY: CONTINUES: CONTINUES: DOES NOT REPLY:
Send distress relay to coast
station, if distress continues
Send distress relay Acknowledge vessel Acknowledge vessel Acknowledge vessel Send distress relay to
acknowledge using DSC on
to coast station using DSC. Then via using DSC. Then via using DSC on 2187kHz, coast station by most
2187kHz, then via R/T
R/T channel 16 on 2182kHz R/T channel 16 then R/T via 2182kHz suitable method, standby

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 Nele Mærsk Deck Operating Manual
7.6 COMMUNICATION SYSTEMS Distress Relay (Sending) transmit the distress message. On the VHF change to channel 16 R/T and
transmit the message.
7.6.1 GMDSS This has slightly different formats, in one the relay message is sent unedited,
the other is sent as an All Ship's Distress Relay and the third is to send the The message format is as follows:
Overview message specifically to a coast station by the most suitable means. The second
procedure may be followed when sending a distress alert for another vessel or MAYDAY MAYDAY MAYDAY
The radio equipment fitted complies with the GMDSS requirements for aircraft which is unable to send it.
THIS IS
sea areas A1, A2 and A3 with the maintenance requirement, duplication of
equipment and shore based maintenance. When sending a relay message, the coast station may acknowledge the NELE MAERSK NELE MAERSK NELE MAERSK
message, but it is not a requirement under GMDSS. What should occur is MAYDAY
In distress situations the following two points regarding the GMDSS that the coast station/MRCC sends out a Distress Relay to all ships in the
philosophy are to be carefully noted: area of the distress. This avoids confusion and overloading of communication NELE MAERSK
channels. The procedure is as follows: POSITION
1. A ship does not acknowledge a distress message using its DSC a) Message is sent on Channel 70 DSC. NATURE OF DISTRESS
equipment; this function is normally carried out by a shore
ASSISTANCE REQUIRED
station. The only occasion when you do acknowledge using the b) On receipt of this message, monitor Channel 16 R/T.
DSC controller is to relayed another vessels distress message ADDITIONAL INFORMATION FOR SAR
to a coast station, however the original message continues to be c) Daily tests.
sent. In this case you would acknowledge on the frequency the
GMDSS Frequencies
distress alert was received on, using the DSC. (Note: There are no live tests required under the GMDSS Regulations. Results
of internal tests should be entered in logbook.) Distress Urgency Safety DSC kHz R/T kHz Telex kHz
2. The basic concept is that the primary intention of a distress alert 2187.5 2182 2174.5
is to inform a coast station and/or Marine Rescue Co-ordination 4207.5 4125 4177.5
MF/HF DSC Controller
Centre (MRCC). The MRCC will then instigate a distress relay 6312.0 6215 6268.0
to ship’s in the required area and co-ordinate search and rescue The unit should be kept On Watch, scanning the distress DSC channels. 8414.5 8291 8376.5
resources available. 12577.0 12290 12520.0
16804.5 16420 16695.0
Undesignated Distress Alert Ch 70 Ch16
VHF DSC Controller
To send an undesignated distress alert, depress the DISTRESS button for
The Unit should be kept in the watch keeping mode on channel 70. six seconds. Supplementary calling when 2182 kHz is being used for distress 2191

To send an undesignated distress alert it should only be necessary to press the Message format is: DSC calling frequency ship to shore 2189.5 or national
DISTRESS button for six seconds. On pressing the distress button the alarm Distress
tone sounds through the speaker, the screen changes to show DISTRESS Routine calls shore to ship 2177
MMSI number of ship
CALL and the message is transmitted.
Position and time UTC Ship to ship 2177 or national
Message format is:
Nature of distress Safety message over ONE minute sent after a DSC safety alert 2048
Distress.
Telephony (AM, USB or FEC) frequency to reply on
MMSI number of ship. Inter ship safety of navigation: Ch 13
Position and time UTC. Standard Distress Message
Primary inter ship frequency: Ch 6
Nature of distress telephony (means of sending).
The following message would be transmitted verbally in a calm clear voice
Message is sent on Channel 70 DSC.
on either Channel 16 R/T or 2182 kHz after the sending of the distress
On receipt of this message, monitor Channel 16 VHF R/T. alert message on channel 70 DSC or 2187.5 DSC respectively. On 2182
kHz, after the two tone alarm signal is ended, press the handset key and

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 Nele Mærsk Deck Operating Manual

Sact C Transceiver and Battery

Condition Indicator

GMDSS Equipment in Radio Room

SBB Transceiver

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 Nele Mærsk Deck Operating Manual
GMDSS Associated Equipment AC/DC Radio Switchbox Avoid Interference
The AC/DC Radio Switchbox consists of a battery charger and two rectifiers All stations are forbidden to carry out the following:
The equipment is contained in the radio space and consists of the following
which can accept both AC and DC power supply. In the event of main AC
components: • The transmission of superfluous signals and correspondence
power failure, auxiliary power (battery) provides power to the equipment, for
the amount of time stipulated by radio regulations. • The transmission of false or misleading signals
Regulations require all equipment to be powered while the vessel is under
way. All stations shall radiate minimum power necessary to ensure a satisfactory
Operation of Equipment service.
DSC-6 MF/HF DSC Terminal (Digital Selective Calling)
The equipment in this radio console are interfaced by the makers MIF radio
The DSC-6 has many functions, but the main functions are: interface. For example, to transmit a message over the DSC-6 or NBDP, the Secrecy of Communications
Tx and Rx frequencies and class of emission are automatically set on the SSB All administrations bind themselves to take the necessary measures to prohibit
• Distress alert: Transmit the distress alert via the SSB radiotelephone and then the message is transmitted. and prevent the following:
radiotelephone.
Two printers are supplied and one is dedicated to the Inmarsat C. The other
• All Ship's Call: For urgent situation on own ship (for example, The unauthorised interception of radio communications not
printer is for both the DSC-6 and NBDP. If the NBDP is used (message
request for medical assistance). intended for the general use of the public.
transmission or reception), this printer is automatically connected to the
• Individual Call: Place a call to a specific ship or coast station. NBDP to print out the data. When the printer selector switch in the console The divulgence of the contents, simple disclosure of the
is set to the ‘AUTO’ position, it automatically connects one of those units existence, publication or any use whatsoever, without
to the printer on a first-come-first-served basis. For example, if the DSC-6 authorisation of information of any nature whatever obtained
SSB Radiotelephone
is used (message transmission or reception), the printer selector switch by the interception of the radio communications.
For use on ship to ship and ship to station radio communications in the automatically connects the printer to the DSC--6 and disconnects itself from
MF/HF band. The main communications modes used are: other equipment. Log Important Calls
• Voice communications (J3E/H3E) via the handset
All stations are required to record important calls such as distress, urgent and
• DSC communications (Telex) by the DSC-6 Connection between DSC-6 and NBDP safety communications, in the following format:
• Telex communications by the NBDP Suppose a call was transmitted over the DSC-6 and communication with
the receiving station was by the NBDP instead of the SSB radiotelephone. • Time of transmission (start and stop), ship’s position, weather
If the DSC-6 and NBDP were not connected the data would have to be conditions.
AA-50 MF/HF DSC Receiver manually set, (such as working frequency, communication mode, etc.) on the
NBDP. However, because they are connected by the remote function, the data • Subscribers ID (identification) number or call sign.
Watches DSC distress and safety frequencies. The AA-50 receives distress
alerts from vessels in distress and all ship’s calls (safety and urgent call) mentioned above is automatically set on the NBDP via the DSC-6. • Emission class used and frequency.
from ship or coast stations.
• Contents of call (for distress call, entire call).
General Rules for Communications
• Communications state (atmospherics, scrambled, if gain,
NBDP (Narrow Band Direct Printing)
other).
All stations are forbidden to carry out the following:
The NBDP provides telex communications with coast stations over the
• Also, log in results of all mandatory tests.
MF/HF band via the SSB radiotelephone. Furthermore, it can receive MSI • Unnecessary communications
(Maritime Safety Information) messages via the SSB radiotelephone (Scan
• The transmission of profane language
reception).
• The transmission of signals without identification
Inmarsat C Mobile Earth Station
Silent Times for Distress Frequency
Provides distress and general telex communications for mobile and fixed
terrestrial subscribers in the Inmarsat C communications network. Telex Silent times are provided for the international distress frequency 2182 kHz
messages are processed by what is known as store and forward telex. A telex for three minutes twice each hour beginning at 00 mins and 30 mins.
message transmitted from the ship arrives at a coast station where it is stored Therefore, never transmit 2182 kHz during these times unless your vessel
temporarily and then delivered to the subscriber specified. (No full duplex is in distress.
communications are possible.)

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 Nele Mærsk Deck Operating Manual

Illustration 7.6.1b MF DSC Terminal / Receiver

LCD

MF DSC TERMINAL/RECEIVER DSC-6A

POSITION AUTO ACK TEST

1 2 3 CANCEL

PRINT CONTRAST VOLUME

4 5 6
To send a distress alert(2187.5kHz)
Press and break protective cover on Distress button. FILE RCVD XMTD
Make sure red LEDs flash. Press again if necessary.
If DISTRESS pressed by mistake, press ALARM STOP within 5s. 7 8 9 SELECT

DISTRESS CANCEL SCAN

DISTRESS
ALARM 0 ENT
POWER DISTRESS CALL
PEEL OFF SEAL AND STOP
PRESS BUTTON
FCC z S/N:2580- 0356

DISTRESS: Transmits the distress alert. CALL: Transmits messages

(Press and break the protective other than distress
cover on this key)

POWER: Turns power on and off. To turn the (DISTRESS CANCEL)

power off, press and hold down the ALARM STOP: Silences the receive alarm.
switch for at least two seconds. If the DISTRESS key is accidentally pressed,
Then, release the key after a loud press this key within five seconds to cancel
beep is heard the distress call

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DESCRIPTION OF RADIO CONSOLE EQUIPMENT Position: Ship’s position and time are shown when pressed. Transmitted and received messages can be saved to the memory and printed
out (optional printer required) if necessary.
Auto Ack: Turns transceiver remote and automatic transmission of
MF/HF Digital Selective Calling Terminal (DSC)
acknowledge call (AUTO ACK) on or off. DSC Message Contents
Maker: Furuno
Test: Conducts self-test. Format specified (calling category) such as distress, individual.
Model: DSC 6
Print: Printing. (This is also available for automatic setting of Address (coast ID and other ship ID)
The DSC-6 is a Digital Selective Calling terminal, which provides distress/ the printer.) Category (communication priority)
safety, and individual calling for coast station or marine vessels in the MF/HF
band. When activated, it sends a distress message via the SSB radiotelephone. Own ship ID
Contrast: Adjusts contrast of LCD in eight levels.
It also receives the same type of calls from other stations. Tele-command (class of emission)
Volume: Adjusts volume of speaker. TX and RX working frequencies (frequency data for voice
Calling Type communication with other station after transmission of DSC
File: Retrieves files. message) or ship’s co-ordinates.
Distress Call RCVD: Displays contents of received messages. (Storage capacity:
Transmits the distress alert to a coast station when the ship is in distress. 100 files, 50 each of distress and other.) Procedure for Sending Distress Message

XMTD: Displays contents of transmitted messages. (Storage a) Peel off the red seal and then press the DISTRESS key to
All Ships Call transmit the distress alert. (If time allows enter the nature of
capacity: 50 files.)
When an urgent situation (engine trouble, request for medical assistance or distress with numeric keys within five seconds. Refer to table
transmission of important navigation safety information) occurs on the ship, Scan: Starts and stops frequency scanning. shown below.) After five seconds, the alert is transmitted over
transmits to all ships including the coast station. (If SSB frequency is set to 2182kHz, scan function is TX DSC frequency.
not operated.)
Individual call b) Receive the distress acknowledge (DIST ACK) signal from
coast station. (If the distress call is not acknowledged within
Calls a specific station or ship. The receiving station transmits an acknowledge Operation 3.5 - 4.5 minutes it is automatically re-transmitted.
signal.
The DSC-6 is connected to the SSB radiotelephone and can control the c) The audible alarm sounds when DIST ACK is received. Press
frequencies and communication mode settings of the radiotelephone by using the ALARM STOP key to silence the alarm.
Control Panel Description
the remote control function. For further details of the remote function, refer
to page 4 of the maker’s manual. d) After receiving the DIST ACK signal, communicate with the
Number Keys: Enters numeric data.
coast station over working frequencies and class of emission
When receiving the distress alert or message addressed to own ship, the
(automatic setting) designated by own ship.
Cancel: Cancels wrong data and restores previous menu. audible alarm sounds.

Illumination Key: Adjusts illumination of LCD, switches and keys in four When receiving the distress or urgent call, the alarm sounds until the ALARM Nature of Distress
levels. STOP key is pressed. For all other calls, the alarm sounds for five seconds
when they are received. 1: Fire, explosion 7: Disabled and adrift
Select Key: Displays Set Up Menu. Changes settings of items appearing 2: Flooding 8: Abandoning
with a blinking question mark. The audible alarm tone depends on the message received. The operator can
know what type of message is received by listening to the alarm tone. 3: Collision 0: Un-designated
Ent Key: Registers key input (blinking item is registered). 4: Grounding
(Note: The safety receive alarm frequencies are 2200Hz and 0Hz (interval:
5: Listing, capsizing
Left Scroll Key: Shifts the cursor to the left. 250ms). The individual receive alarm frequencies are 440Hz and
Restores previous item when pressed at displays with a 880Hz (500ms), and the distress warning alarm (five seconds) 6: Sinking
blinking question mark. frequencies are 1300Hz and 0Hz (250ms). Note: that these cannot
be changed.)
Right Scroll Key: Shifts the cursor to the right.

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 Nele Mærsk Deck Operating Manual

Illustration 7.6.1c SSB Radiotelephone

Loudspeaker Operation Display Keyboard

SSB TRANSCEIVER FS - 1562 - 15

MODE CURS CLARIFY

1 2 3 TX

SQ SCAN
SIMP R 4 5 6 RX
0 2 4 6 8 10 S

AGC NB TX TUNE HI LOW

H3E 7 8 9 RCL

INTERCOM START
MIC VOLUME RF GAIN FREQ/CH 2182 0 ALARM ENT
TEST STOP

OFF
SN:

Microphone Volume Control RF Gain Frequency/Channel Crystal Oven Light

Handset Jack with Power ON/OFF Control Selector (LED)

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Example of Individual Call [2] (CURSor) [INTERCOM]
Shifts cursor (underline marking). Press the [2] key to move the cursor. Calls ‘remote station’ (if connected). Press this key, enter station number
a) Prepare the message then transmit it to coast station (or other and then press ENT key.
ship) by pressing the CALL key. (The TX frequency of the SSB
[3] (CLARIFY)
radiotelephone is automatically changed to DSC frequency and
[ALARM]
the message is transmitted.) Adjusts the receiver frequency for fine tuning when the frequency is set in
terms of Channel No. Not active in direct frequency entry. The adjustable Releases two-tone alarm for 45 seconds. To transmit the alarm, press key
b) Receive the acknowledge back (ACK BQ) signal from the coast range is ±150Hz in 10Hz steps. while holding down the ALARM key. To stop it, press this key, DO NOT
station within five minutes over the RX DSC frequency. press ALARM + ENT, except for a distress situation.
[TX]
c) After receiving the ACK BQ signal, communicate with the Selects a TX frequency.
[ENT]
coast station over working frequencies and class of emission
designated by own ship or the coast station. Concludes data entry.
[4] (Speaker)

When the distress alert is transmitted (by pressing the DISTRESS key), the Turns the internal or external loudspeaker on or off. The speaker mark appears
[0]...[9]
output power of the SSB radiotelephone is automatically set to maximum. on the display when the speaker is off.
Enters numeric data.
[5] (SQuelch)
SSB RADIOTELEPHONE Turns the squelch function on or off, ‘SQ’ appears on the display when the
squelch function is on.
Indications
Maker: Furuno
The operation display provides the operational status by various marks and
Model: FS - 1562
[6] (SCAN) indications. They are not all indicated at the same time but only show the
Turns the scan/sweep function on or off, ‘SCAN’ or ‘SWEEP’ appears on the related with respect to the mode selected.
The FS-1562 is an all-purpose radiotelephone system designed for marine
mobile communication in the frequency range 1.6 to 27.5 MHz. All ITU display when the scan or sweep function is on.
channels are pre-programmed.
[RX]
In addition, TX/RX frequencies can be pre-programmed into a E2 PROM
having a capacity of 200 frequency pairs. Selects a receive frequency.

[7] (TX TUNE)

Rotary Controls
Tunes the antenna coupler. ‘TUNE’ appears during tuning, and ‘OK’ appears
VOLUME
after tuning is successfully completed.
Turns the power on and off and adjusts the loudspeaker volume.
[8] (HI LOW)
RE GAIN
Alternately selects high or low output power.
Adjusts the receiver sensitivity.
[9] (Dimmer)
FREQ./CH
Adjusts back lighting of the keyboard and the operation display panel.
Changes the frequency in conjunction with the TX or RX key. Also changes
the channel numbers set with the RCL key. [RCL]
Selects ITU channel or custom channel.
Keys:
[I] (MODE) 2182]
Selects a class of emission and controls AGC on and off. Press the [1] key Selects 2182kHz on H3E. Later, it should be changed to J3E in the USA or
repeatedly until the required class of emission appears. other countries where necessary.

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 Nele Mærsk Deck Operating Manual
Operation Procedure of the Radiotelephone Making a Distress Call on 2182 kHz a) Press the [3] CLARIFY key. If a frequency is selected by CH
NO., the cursor which was located at the channel number,
a) The power switch is combined with the volume control. Turn The frequency 2182 kHz is an international radiotelephony distress, urgency moves under the 10 Hz place.
the volume control clockwise until a click is heard. Further and safety frequency for ship stations, public and private coast stations, and
clockwise rotation of the control raises the loudspeaker volume. survival craft stations. b) Turn the FREQ./CH control to fine tune the receiver on the
To turn off the power, turn the control fully counterclockwise wanted frequency.
until the click is heard. A distress or emergency call is generally initiated by a radiotelephone alarm
signal on 2182 kHz. Watchkeeping receivers on other stations will hear c) To terminate this operation, press the [3] CLARIFY key again.
b) Adjust the back lighting. The dimmer [9] key adjusts the back the call. The cursor returns to the channel number.
lighting for the operation display and the keyboard. Each time
S-Meter
the key is pressed, the back lighting changes in the sequence of The FS-1562 is installed with a DSC terminal as required on GMDSS vessel,
high, medium, low and off. press the DISTRESS switch on the DSC terminal prior to commencing the During reception, the meter works as a sensitivity meter indicating the relative
vocal communications. signal strength coming into the receiver. While in transmission, it indicates
c) Turn the loudspeaker on or off. When using a handset (and the antenna current.
therefore do not require the internal or external loudspeaker) a) Press the [2182] key. 2182 kHz in the class of emission H3E is
it can be turned off by pressing the loudspeaker [4] key. The automatically selected. (In the USA and other particular areas, (Note: The S-meter will not work with the AGC off.)
‘loudspeaker off mark’ appears. select J3E by pressing the mode key [1] in succession.)
Procedure to Receive AM Broadcasting Stations
d) Turn the squelch on or off. The squelch mutes the audio output When the [2182] key is pressed, the following parameters are set
in the absence of an incoming signal. Each time the [5] key is automatically: a) Press the [1] MODE key repeatedly until H3E with AGC is
pressed, the squelch is turned on or off. When radio noise is too Output power: Maximum selected.
jarring during standby condition, it may be muted by activating the
squelch. ‘SQ’ appears when the squelch function is active. Loudspeaker: On
b) To tune in a 15,260 kHz short wave station, as an example,
Squelch: Off press as below:
(Note: The squelch is disabled on the class of emission TLX or FAX;
‘SQ’ blinks.) b) While pressing and holding down the ALARM key, press RX, 1, 5, 2, 6, 0, 0, ENT.
the [ENT] key, and the alarm signal, modulated at 1300Hz
e) Select the class of emission/turning AGC on or off: and 2200Hz tones alternately, is emitted at full power for 45 (Note: Do not miss the last zero.)
The MODE [I] key selects the class of emission and turns the seconds.
AGC on or off. Each time the key is pressed, the class of The alarm can be monitored from the loudspeaker. The alarm may be cancelled at Squelch Control
emission changes and AGC is turned on or off. ‘AGC’ appears any time by pressing the ENT (stop) key for immediate speech transmission. Squelch is used to mute the receiver audio output when the receiver input is
on the display when AGC is active (ON). less than a preset value or dominant noise is higher than a preset (1000 Hz)
Receiving level. To switch the squelch function ON, press the [5] SQUELCH key. Make
Indication Symbol Class of Emission sure the label ‘ SQ’ appears on the display. To pick up a weak signal at high
J3E J3E Single Side band radiotelephony a) Select a receiving frequency using one of the following audio frequencies, remove the squelch function notwithstanding a possible
methods: increase of background noise. To do this, press the [5] SQ switch again. Make
H3E H3E Equivalent to AM radiotelephony. Direct frequency entry sure the label ‘ SQ’ goes off.
Only at 2182 kHz for transmitting,
any frequency for receiving. Channel number entry
Noise Blanker (NB)
TLX J2B Radio telex b) Adjust RF gain: This is always in circuit. This function is to clip off input noise resulting from
an engine ignition or motor brush sparks.
FAX F3C Reception of weather facsimile In normal use the RF GAIN control should be set for maximum. If the audio
broadcast on the received channel is unclear or interfered with other signals, adjust
(usually reduce) the RE gain to improve clarity.
f) Select frequency. Frequency can be selected by:
c) Adjust Clarifier:
Direct key entry
Channel number entry For manual entry of frequency, simply turn the FREQ./CH control for fine
tuning. If reception is unclear, try to clarify the signal as follows:
FREQ./CH selector

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AA-50 MF/HF DSC RECEIVER The diagnostic test automatically stops and then scanning begins. (The test about 15 seconds). If a block still contains an error, the communication line
LED goes off.) is automatically disconnected.
The AA-50 MF/HF DSC Receiver watches DSC distress and safety frequencies
and is mainly designed for use in ocean areas A3 and A4. It can watch If an error occurs the offending frequency blinks. This mode is mainly used to communicate with a coast station.
six DSC distress and safety frequencies, however it is mandatory to watch
on three: 2187.5 kHz, 8415 kHz and one more DSC distress and safety NBDP TERMINAL FEC Mode
frequency. The equipment is set at the factory to watch all DSC distress
and safety frequencies. FEC is an acronym meaning Forward Error Correction. In this mode the
Maker: Furuno
transmitting station sends information twice with a 280 ms interval between
Model: DP - 6 transmissions to reduce receive error. However the transmitting station is not
Operating Procedure provided with receipt confirmation. Therefore, use this mode for one-way
uninterrupted transmission of messages where confirmation of receipt is not
a) Turn on the AA-50 to start watching on DSC distress and System Overview
required.
safety frequencies.
The DP-6 is a NBDP terminal, which receives and transmits telex messages.
This mode is mainly used for distress communications.
b) Rotate the VOLUME control to adjust the volume of the It requires the SSB radiotelephone to function.
loudspeaker. (Note: There are two FEC modes.)
All telex messages initially arrive at a coast station where they are forwarded
c) Adjust back lighting for the keyboard, if necessary. to the telex subscriber specified.
All Ship's Call (collective B-mode) where no station is specified
The DP-6 receives Maritime Safety Information (MSI) via the SSB
Procedure to Delete Scan Frequencies radiotelephone (which specific coast stations broadcast on HF bands). a) Prepare and save a message.
a) Press the SCAN key to stop scanning. Currently selected
frequency LEDs blink. The DP-6 and DSC-6 share a printer. This printer prints all receive and
b) Set the Tx and Rx frequencies and class of emission on the
transmit telex messages. Note: that the function of ‘screen print’ is not
SSB radiotelephone at the DP-6.
b) Select frequency to delete by pressing appropriate frequency available.
key (4M, 6M, etc.), 2MHz, 8MHz and one more cannot be c) Check on the Rx frequency to make sure it is not occupied.
(Note: On GMDSS vessels, watch on MSI is mandatory. This can be
deselected, watch on them is mandatory.
done with the Navtex Receiver or the EGC Receiver built into the
d) If it is not occupied, call the coast station (connect line).
Inmarsat C.)
c) Press the SCAN key to resume scanning.
e) Send the message.
Procedure to Select Scan Frequencies Communications Modes (ARQ and FEC)
f) Disconnect line.
a) Press the SCAN key to stop scanning.
ARQ mode
b) Press desired frequency key. Its LED blinks.
c) Press the SCAN key to resume scanning. ARQ is an acronym meaning Automatic Re-transmission reQuest. It
allows private communications between any two stations using semi-duplex
Receiving communications. The transmitting station sends information in a block
of three characters and the receiving station confirms receipt and sends
When receiving a distress or safety call the AA-50 locks onto the frequency, acknowledgement to the transmitting station if the information is received
the DSC MONITOR lamp blinks, and the DSC message is forwarded to correctly. Once a block of information has been received correctly the
the DSC-6. transmitting station sends the next block of three characters. As mentioned
above, the transmitting station sends information while reception confirmation
Daily Check (Diagnosis Test) is done, to ensure that each character is received correctly. In the case of error,
the receiving station requests re-transmission of the block which contained
Check the unit daily for proper operation. Press the TEST key the test
the error. A request for re-transmission can be repeated up to 32 times (this
LED lights up. If normal, the LEDs above the frequency keys light from
takes about 15 seconds) until information has been received error-free. After
left to right.
32 times, the transmitting station automatically initiates a new call (this takes

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.1d SatCom B System Active Antenna
Housed in Radome

Tracking and
Stabilisation
Equipment

Above Decks

Below Decks
Facsimile

Main Control Unit

Main Display

From Gyro
NERA SATURN B
Signal Strength Indication
From GPS
Message Indicator Message Indicator
FAX MESSAGE
NER
N ERA
A Power Indication
on Bridge and in the SCC DATA MESSAGE

TELEX MESSAGE
RESET ON
Interface Unit Select Function Key Access Alpha Functions Key
(Selects Help - If Available)
Enter Key

Access Shift Functions Key

LES / Ocean Region Selection
Displays Additional Help
Arrow / List Keys
RAM - sat Switches Internal (Step through Functions)
Remote Distress Speaker On/Off
NE RA
NER A Sat ur n B
Alarm Unit Alarm Test LED and
D ISTR ESS
ALARM
Distress Alert
Switches Between
Handsfree and
Acknowledge ACKNOWLEDGE
Activated LED Normal Use
Button

Distress Alarm Toggles Hook switch

Distress Button
Received LED To Telephone Or
(Under Flap)
Exchange Reverts to Previous Function

Fiber Optic
Cable PC in Captain's Office
PC 9000 Data/Monitor Unit Main
Control
Handset

220V AC
Power Supply Unit
24V DC

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SATCOM SYSTEMS Coast Earth Station Distress Alarm
Overview The distress alarm provides activation and indication of an alert transmission
Within each of the satellite ocean regions there are a number of Coast Earth and reception.
Stations (CESs), also known as Land Earth Stations (LESs). The function of
INMARSAT is an international satellite communication system designed to
the CES is to provide the land line connection for the requested call.
give almost worldwide coverage of voice, fax, telex and data messages to a Message Indicator
suitably equipped operator. The system consists of four geostationary (relative
Two remote message indicators, one on the bridge and one in the SCC,
fixed position) satellites located in areas above the earth to give optimum Mobile Earth Stations
coverage of ocean areas. However, because the satellites are geostationary gives an alarm when a message is received and indicates whether it is a
and located above the equator, coverage of polar regions is poor, hence there fax, data or telex message.
Each operator equipped with suitable INMARSAT equipment is known as a
comes a latitude at which coverage is not possible. Mobile Earth Station (MES), or also known as a Ship Earth Station (SES),
and will have a separate Inmarsat identification number (IMN) depending on Facsimile
There are five marine Inmarsat systems in operation; the type of equipment that is fitted.
A facsimile machine is linked to the system to allow for automatic transmission
and reception of telefax messages sent at up to 9600 bites per second (bps).
1. Inmarsat-A Direct dial telephone, telex and fax facilities. Can also Each system can be recognised by its IMN as follows:
be used for data comms, e-mail.
SAT-A Seven digit code beginning with 1, eg 1444355 Distress Keys
2. Inmarsat-B The successor to SAT A, has the same facilities, but SAT-B Nine digit code beginning with 3, eg 323415000 One remote distress alarm key is provided.
uses digital instead of analogue technology, and is SAT-C Nine digit code beginning with 4, eg 423200164
therefore more efficient. SAT-M Nine digit code beginning with 6, eg 623300163
Telephone
3. Inmarsat-C A telex unit operating on ‘store and forward’ INMARSAT B STATION Three telephone handsets are provided in remote locations.
basis, i.e. not real time. Messages are prepared and
then sent in ‘packets’ of data to the Coast Earth Maker: Nera High Speed Data Service
Station. All marine SAT C units have an Enhanced
Type: Saturn B System A high speed data transfer system is provided with full duplex link to a
Group Call (EGC) receiver built in, which allows for
the automatic reception of Marine Safety Information terrestrial ISDN network, thus allowing data to be transferred six times faster
(MSI). Equipment Description than other data systems.

4. Inmarsat-E Relates to the 1.6GHz EPIRBS. These are not

Main Control Unit
for use in sea areas A4 (polar regions) due to
there being no satellite coverage. The main control unit is the heart of the Inmarsat-B system, transmitting and
receiving messages and alerting of equipment faults. The system contains
5. Inmarsat-M Small direct dial telephone system. the following units:

The four satellites cover the main ocean regions and are named accordingly: Telex
POR Pacific Ocean Region The telex runs on a dedicated PC. The telex is connected to the GMDSS and
IOR Indian Ocean Region provides a means of transmitting and receiving distress messages.
AOR-E Atlantic Ocean Region East
Display Handset
AOR-W Atlantic Ocean Region West
A handset complete with display and keypad controls the complete system.

Network Co-ordination Station Message Indicator

Each satellite system has its own Network Co-ordination Station (NCS) which The message indicator is activated on reception of telex, telefax and data
controls the traffic requested by a user. It is the NCS which, when a call calls.
is initiated allocates a working channel on the satellite and connects the
operator to the CES.

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 Nele Mærsk Deck Operating Manual
INMARSAT C STATION In each region there is one NCS and several LESs. The NCS keeps track Alarm Button (and Stop Button)
of all Inmarsat C transceivers in its region and broadcasts information such Used to send distress alerts. Press the STOP button and the ALARM buttons
Maker: Sailor / Thrane & Thrane as navigational warnings, weather reports and news. The LES provides the simultaneously for at least 5 seconds until the alarm LED starts flashing. The
Type: TT-3020C Capsat transceiver link between the MES and the terrestrial telecommunications networks via distress alert, with current position of the ship, will normally be sent to the
TT10202 Message handling software satellite. land station used for the last transmission.

Equipment Description Alarm Indicator

Overview
The communication unit consists of a PC installed with the Capsat Message When a distress alert has been sent, the alarm LED will flash until
The Inmarsat-C system provides worldwide telex and data transmission and acknowledgement is received from the LES and then it will remain on. The
Handling program and a Capsat transceiver with built in GPS receiver unit.
reception of written information to owners of an Inmarsat-C transceiver or a alarm indicator can now be switched off by pressing the STOP button.
terrestrial telex network via satellite.
Capsat Transceiver
Communication mode is store and forward telex, which means all information Sending a Distress Message
The front panel of the transceiver houses the following indicator lamps and
sent are first stored at a LES and then delivered to designated party. control buttons: A Distress Alert can be sent by pressing the STOP and ALARM buttons
An EGC (Enhanced Group Call) receiver is built into the unit to receive the simultaneously on the transceiver panel. In order to send a detailed distress
following types of messages broadcast from an LES: Power Indicator message the following procedure shall be followed:
Illuminates when power is on at the unit.
a) Type in the message required in the text field of the editor.
Safety-NET
Governments and maritime authorities can use this service to distribute Stop Button b) Select Transmit (Alt T).
maritime safety information to ship’s within selected areas. Used to set the serial port to the default values. The stop button can also be
used for switching off the alarm indicator. c) Press the tab key to move the cursor to the priority field
Fleet-NET ‘(*) Routine’.

Commercial subscription organisations or shipping companies can use this Log in Indicator
d) Press the arrow key down twice to move to ‘( ) Distress’ and
service to transmit information simultaneously to a selected group of ship’s, Illuminates when the transceiver is logged into an ocean area. If the transceiver press the space bar to select. This causes the address field to
to provide up to the minute information. is in synchronisation, but has not been logged into an ocean area the indicator show ‘SEARCH & RESCUE’.
will flash. If the transceiver is unable to get synchronisation the indicator
The Inmarsat C allows for the transmission of distress calls, which are given will be off. e) Press enter to move the cursor to ‘SEND’ and press ENTER
immediate priority over all other calls and are automatically routed to a again to transmit.
land-based Rescue Co-ordination Centre (RCC).
Send Indicator
f) Confirm the distress priority transmission by pressing ENTER
The Inmarsat-C system consists of: Flashes when the transceiver enters the transmit protocol. When the transceiver again.
• Operation Control Centre (OCC) is transmitting the indicator will be on. When the transmission is completed
the indicator will flash until an acknowledgement is received from the LES.
• Satellite Control Centres (SCC)
• Network Coordination Stations (NCS) Mail Indicator
• Land Earth Stations (LES) Flashes when the transceiver is receiving a non-EGC message. When the
• Mobile Earth Stations (MES). message is received the indicator will be on. The indicator will remain
on until the message has been read. If the Capsat program is used the
The OCC, located at Inmarsat’s London headquarters, co-ordinates a wide message will be read immediately. Because of this the user will see the
range of activities in the Inmarsat system, including commissioning of mobile mail indicator flash when a message is being received and then turns off
earth stations. when fully received.

The Inmarsat-C system divides the world into four regions and each region
is covered by its own satellite.

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.1e VHF DSC Systems VHF DSC VHF VHF DSC VHF
Aerial Aerial Aerial Aerial
Tx CALL
Press to start
creating a DSC call

Display Keys Open

The function of each Open the Rx log of the ADDR BOOK
key is described in its received calls in in DSC mode
respective line on the DSC mode Above Deck Above Deck
right side of the display

Handset Handset

SCAN STO DEL

SAILOR RT 4822 VHF-DSC Rx
LOG
ABC 1 DEF 2 GHI 3
FREQ
Tx
STATION CALL MEN INTC DW
<

ADDR
JKL 4 MNO 5 PQR 6
CH BOOK
No.1 No.2
>

VHF/DSC VHF/DSC
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9
FUNC P
SHIFT
. 0 # 16
* ON/OFF ON/OFF

ON/OFF

Loudspeaker

24V DC 24V DC
GMDSS From Remote From GMDSS GMDSS From GMDSS
Console Alarm Unit Console Console Console

Volume
Shift Key VHF DSC System No.1 VHF DSC System No.2
(Press and hold for Located on Bridge Main Control Console
Squelch Control Control Located on Bridge Forward Chart Table
yellow functions)
(Adjust to silent when no DISTRESS Button
station is received) (Protected by shield)
TEL/DSC Function Switch To use, lift the shield
In TEL mode radiotelephone parameters and press for 3 seconds,
are shown and selected guided by the text
In DSC mode DSC parameters are shown and selected displayed
Indicator Lamps. Condition when lit:
Tx: Transmitting
1W: 1 watt transmission mode
US: US channel system activated
CALL: DSC call for you received
ALARM: Alarm call received

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 Nele Mærsk Deck Operating Manual
VHF RADIOTELEPHONE d) Select the VHF channel required by pressing the channel To stop the dual watch press SHIFT and the channel number previously
number on the keyboard. selected, or press 16 on the panel.
Maker: Sailor
Model: RT4822 VHF-RT e) Adjust volume as required.
Scanning
Description Transmitting The RT4822 has eight independent sets of memory tables to save channels
for making scanning sessions. Each memory table may contain all channels
The RT4822 system consists of a main transceiver unit and two antennas. Remove the handset and press the PTT (Press-to-talk) switch on the inside of available in the system.
The transceiver unit contains a VHF transmitter, receiver, and channel 70 the handset to talk. Release the PTT button to listen for a response.
watch receiver module. The performance and operation are controlled on its To distinguish between the tables, each table has a number (0~7), and to each
front panel. The first antenna is utilised for transmitting and receiving and the Output Power number can be attached a name of up to seven characters.
second antenna for watch keeping.
Before transmitting, think about the subjects which have to be commu-nicated To attach a name to a scan table, enter the function menu.
and, if necessary, prepare written notes to avoid unnecessary interruptions
Two units are supplied and are additional to the equipment contained in
and ensure that no valuable time is wasted on a busy channel. Listen before The scan table number selected is shown on the display.
the radio console. The VHF radiotelephone has a built in DSC unit and is
commencing to transmit in order to make certain that the channel is not
connected to the radio console GMDSS system via the Distress Message
already in use.
Controller.
Setting the Scan Table
Each press of the soft key next to the 1W / 25W display selects the power
Controls output. The transmitter power is automatically set for 1W on the following a) Press the SHIFT button and 4 on the panel.
ON /OFF: Turns the power on and off channels.
The VHF display shows the message SEL and the MEM symbol. The lower
International: CH15, CH17
SHIFT: Press and hold for yellow functions part of the display shows the scan tables number and name.
USA: CH13, CH15, CH17, CH67;
b) Press the number of the table to be scanned. In this case assume
DISTRESS: Lift the protective cover and press and hold for 3 it to be table 0.
seconds, then follow the guide instructions. Turning the Loudspeaker On/Off
To turn the loudspeaker on/off, press the soft key next to the speaker animation The VHF display will now show the new scan table number 0.
TEL / DSC: In TEL mode radiotelephone parameters are shown on the screen. The loudspeaker off mark appears when the speaker is off.
and selected. In DSC mode DSC parameters are
shown and selected. Scanning Channels
Channel 16
Press the 16 key to select channel CH16, the International Calling and a) Press SHIFT and 1.
ADDR BOOK: Address book which can be accessed in the DSC
Safety Channel.
mode.
The lower display will show the scan table number, name and priority channel
This is an international calling and safety channel. The use is limited for of the scan table.
Tx CALL: Press to start creating a DSC call distress, safety and calling. The transmission on CH16 (156.800 MHz) should
be limited to within 1 minute except for distress calling. If the scan table contains no channels, scanning will not be started, and
Rx LOG: Opens the received log of calls in DSC mode. the display will show:
Avoid calling on channel 16 for purposes other than distress, urgency and very
NO
brief safety communications when another calling channel is available.
Telephone Operational Sequence MEM EMPTY

a) Turn the power on by pressing the ON/OFF button. Dual Watch

The dual watch allows a watch to be kept on channel 16 and another selected Adding a Channel to a Scan Memory
b) Activate the VHF functions by pressing the TEL/DSC key channel. The channels are monitored at intervals of 0.15 seconds and one
or the 16 key. second, respectively. a) Select the channel number to be added.

c) Set the squelch level until the noise level is not audible. To start dual watch, press the SHIFT button and the required channel number b) Press SHIFT and 2.
to be monitored. DW will then appear on the display screen.
The message ‘STORES CH’ will be displayed for a few seconds.

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.1e VHF DSC Systems VHF DSC VHF VHF DSC VHF
Aerial Aerial Aerial Aerial
Tx CALL
Press to start
creating a DSC call

Display Keys Open

The function of each Open the Rx log of the ADDR BOOK
key is described in its received calls in in DSC mode
respective line on the DSC mode Above Deck Above Deck
right side of the display

Handset Handset

SCAN STO DEL

SAILOR RT 4822 VHF-DSC Rx
LOG
ABC 1 DEF 2 GHI 3
FREQ
Tx
STATION CALL MEN INTC DW
<

ADDR
JKL 4 MNO 5 PQR 6
CH BOOK
No.1 No.2
>

VHF/DSC VHF/DSC
TEL
Tx 1W US CALL ALARM DSC STU 7 VWX 8 YZ 9
FUNC P
SHIFT
. 0 # 16
* ON/OFF ON/OFF

ON/OFF

Loudspeaker

24V DC 24V DC
GMDSS From Remote From GMDSS GMDSS From GMDSS
Console Alarm Unit Console Console Console

Volume
Shift Key VHF DSC System No.1 VHF DSC System No.2
(Press and hold for Located on Bridge Main Control Console
Squelch Control Control Located on Bridge Aft Chart Table
yellow functions)
(Adjust to silent when no DISTRESS button
station is received) (Protected by shield)
TEL/DSC function switch To use, lift the shield
In TEL mode radiotelephone parameters and press for 3 seconds,
are shown and selected guided by the text
In DSC mode DSC parameters are shown and selected displayed
Indicator Lamps. Condition when lit:
Tx: Transmitting
1W: 1 watt transmission mode
US: US channel system activated
CALL: DSC call for you received
ALARM: Alarm call received

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DSC Operation Procedure for Cancelling a False Distress Alert

a) Press TEL/DSC to switch between the telephony and DSC a) Switch off the transmitter immediately.
modes.
b) Switch the equipment on and set to Channel 16.
b) Press Tx CALL.
c) Make broadcast to ‘All Stations’ giving your vessel’s name,
c) Press the soft key next to SHIP or SHORE to select the station call-sign and DSC number and then cancel the false distress
to be called. alert.

d) Key in the nine digit MMSI number of the ship or shore

Example Message:
station to be called.

e) Press the soft key next to ACCEPT to confirm the number. All Stations, All Stations, All Stations

f) Key in the working channel or the telephone number to be This is NAME, CALL-SIGN, DSC NUMBER, POSITION.
contacted. Cancel my distress alert of
DATE, TIME, UTC.
g) Press the soft key next to ACCEPT to confirm the number.
Master, NAME, CALL-SIGN. DSC NUMBER, DATE, TIME
h) Press the soft key next to SEND to transmit the call. UTC.

When a distress alert is transmitted, the output power is automatically set

to maximum.

When receiving the distress alert or message addressed to own ship, the
audible alarm sounds.

When receiving the distress or urgent call, the alarm sounds until the ALARM
STOP key is pressed. For all other calls, the alarm sounds for five seconds
when they are received.

Procedure for Transmitting a Distress Call

a) Remove the cover over the distress key, and then, press the
DISTRESS key for 5 seconds, until RELEASE is shown on the
display to transmit the distress alert.

b) Receive the distress acknowledge (DIST ACK) signal from the

coast station. If the distress call is not acknowledged within 3.5
- 4.5 minutes it is automatically re-transmitted.

The audible alarm sounds when DIST ACK is received. Press the ALARM
STOP key to silence the alarm.

c) After receiving the DIST ACK signal, communicate with the

coast station over working frequencies and class of emission
(automatic setting) designated by own ship.

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.2a Sailor A1 Basic VHF Handset

Display
Earpiece

MEM VOL SG

Indicator lamps TX IW US

TX power level PWR I/U SPK DIM Dimmer

INT/US Speaker ON/OFF

CANCEL SELECT

Volume control
AUTO
Channel selection CH SQ
Squelch selection
SCAN STO DEL

ABC 1 DEF 2 GHI 3

MEM INT-C DW

JKL 4 MNO 5 PQR 6

STU 7 VWX 8 YZ- 9 Intercom

FUNC P
PTT key
SHIFT
Shift key
* . 0 # 16 P
Channel 16 quick select T
T
FUNC key

Loudspeaker

Microphone
SAILOR

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7.6.2 VHF/UHF TRANSCEIVER SYSTEMS AND EPIRB Transmitting Scanning
Remove the handset and press the PTT (Press-to-talk) switch on the inside of The A1 VHF has eight independent sets of memory tables to save channels
MARINE VHF RADIOTELEPHONE the handset to talk. Release the PTT button to listen for a response. for making scanning sessions. Each memory table may contain all channels
available in the system.
Maker: Sailor
Output Power
Type: A1 VHF To distinguish between the tables, each table has a number (0~7), and to each
Before transmitting, think about the subjects which have to be commu-nicated number can be attached a name of up to seven characters.
and, if necessary, prepare written notes to avoid unnecessary interruptions
The marine VHF radiotelephone is supplied to provide close contact
and ensure that no valuable time is wasted on a busy channel. Listen before To attach a name to a scan table, enter the function menu.
communications such as ship to shore in anchorage/port areas or ship to
commencing to transmit to make certain that the channel is not already
ship when in line of sight. The radio operates on the VHF band 156.5 -
in use. The scan table number selected is shown on the display.
163.0 MHz
Each press of the PWR key selects the power output. The transmitter power
Setting the Scan Table
Controls is automatically set for 1W on the following channels.
a) Press the SHIFT button and 4 on the panel.
ON /OFF: Turns the power on and off International: CH15, CH17
The VHF display shows the message ‘SEL’ and the MEM symbol. The lower
USA: CH13, CH15, CH17, CH67; part of the display shows the scan tables number and name.
SHIFT: Press and hold for yellow functions

PWR: Sets the power level Turning the Loudspeaker On/Off b) Press the number of the table to be scanned. In this case assume
it to be table 0.
To turn the loudspeaker on/off, press the SPK key on the pad. The loudspeaker
I/U: Sets International or USA
off mark appears when the speaker is off. The VHF display will now show the new scan table number 0.
DIM: Dimmer switch
Channel 16 Scanning Channels
CH: Channel selector
Press the 16 key to select channel CH16, the International Calling and
SPK: Speaker on/off Safety Channel. a) Press SHIFT and 1.

This is an international calling and safety channel. Its use is limited for The lower display will show the scan table number, name and priority channel
distress, safety and calling. The transmission on CH16 (156.800 MHz) should of the scan table.
Telephone Operational Sequence be limited to within 1 minute except for distress calling.
If the scan table contains no channels, scanning will not be started and the
a) Turn the power on by pressing the ON/OFF button for one Avoid calling on channel 16 for purposes other than distress, urgency and very display will show:
second. brief safety communications when another calling channel is available.
NO
b) Activate the VHF functions by pressing the TEL/DSC key Dual Watch
or the 16 key. MEM EMPTY
The dual watch allows a watch to be kept on channel 16 and another selected
channel. The channels are monitored at intervals of 0.15 seconds and one
c) Set the squelch level until the noise level is not audible. Adding a Channel to a Scan Memory
second, respectively.
d) Select the VHF channel required by pressing the channel
To start dual watch, press the SHIFT button and the required channel number a) Select the channel number to be added.
number on the keyboard.
to be monitored, DW will then appear on the display screen.
b) Press SHIFT and 2.
e) Adjust volume as required. To stop the dual watch press SHIFT and the channel number previously
selected, or press 16 on the panel. The message ‘STORES CH’ will be displayed for a few seconds.

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.2b Hand-held VHF Radio

Antenna

Belt Clip

Squelch Control Remote Connector

On / Channel 16
Selector
Channel 16
Microphone Indication

PPT Tron
(Push To Talk) VHF
Off Switch
SQ On / Channel 16
Loudspeaker Transmit Selector
Indication VOL CH

JOTRON

Tron VHF
Volume Control Channel Selector
Battery Release Battery Release
Button Button
Enlarged View of
Top of Radio

Battery Pack

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 Nele Mærsk Deck Operating Manual
EMERGENCY TWO WAY VHF RADIOTELEPHONES AND EPIRB Transmitting Procedure Transmit: Check that the Tx is illuminating when transmitting.
a) Adjust the radio as in ‘Receiving Procedure’. The Tx light indicates that the carrier is produced
Maker: Jotron at the antenna output.
Type: Tron VHF b) Monitor the channel for activity to make sure it is clear before
transmitting. (The BUSY lamp lights when a frequency is Talk Test: Communicate with another radiotelephone unit to
The vessel is fitted with three Tron VHF two-way hand held survival craft 156 occupied.) test the transmit and receive functions.
MHz radiotelephones, complying with GMDSS requirements.
c) Hold the radio in a vertical position with the microphone five
Each unit consists of a main body (radio) and a rechargeable nickel cadmium to eight cm from your mouth.
battery pack, which fits into the base of the radio. Designed to operate in harsh
conditions the unit is tested waterproof to 1 m for up to 5 minutes. Emergency d) When the channel is clear, press and hold down the PTT switch
lithium battery packs, coloured orange, are supplied for emergency operation. on the side of the radio and speak slowly and clearly into
These battery packs cannot be recharged and have a shelf life of 4 years. the microphone area. When you have finished talking, release
the PTT switch to listen (receive). Keep the transmission as
Up to 11 channels can be installed in the Tron VHF for both international short as possible to conserve battery power and not to over
and on board communication. Constructed for easy handling, the Tron VHF occupy the channel.
has easy to read instructions located on the front panel and is designed to be
operated if necessary with just one hand.
Battery Change Procedure

Operation Procedure a) Hold down the two pushbuttons on each side of the unit and
remove the battery pack from the radio unit housing.
Select the battery pack to use:
b) Check the gasket inside the housing for signs of damage and
replace as required.
Receiving Procedure
a) Turn the VOL and SQ to position 0. c) Replace the battery ensuring that the expiry date is clearly
marked and within date.
b) Turn the radio on by pushing the ON/16 button for 3 seconds.
The unit is now ready to operate on channel 16. d) Ensure that the two pushbuttons click into the locked position
on the unit sides. This ensures that the unit remains watertight.
c) Adjust the sound volume by turning the VOL for operator
preference.
Testing
d) Adjust the squelch setting by turning the SQ knob carefully The Tron VHF should be tested monthly to ensure proper operation in the
until noise from the loudspeaker is suppressed. Be careful not event of an emergency. The test procedure is as follows:
to turn the squelch level too high, as this may lead to weak
signals being cut out. Battery: Turn the unit on. If the Tx light is flashing when
transmitting the battery requires charging/replacing.
e) The Tron VHF is now ready for reception.
Volume Control: Check if the VOL control is smoothly operating and
Selection of channels is made using the CH knob. The illumination of 16 will
that the sound is increasing gradually when turning
be extinguished and the CH light will illuminate.
the VOL control.
Re-selection of channel 16 is made simply by pressing the ON/16 button.
Squelch Control: Check if SQ control is smoothly operating and that
the noise is muted with increasing squelch level.

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 Nele Mærsk Deck Operating Manual
EPIRB (Float Free Type) c) Push the test switch to the TEST position. Within 15 seconds EPIRB (Portable Survival Type)
the strobe and red light will flash several times. After one
Type: Kannad 406 FW’ minute the EPIRB will automatically reset. Type: Kannad 406 S
Frequency: 406MHz Frequency: 406 MHz
d) Check the expiry date of the battery unit.
There is a EPIRB (Emergency Position Indicating Radio Beacon) mounted The survival EPIRB is designed to be removed from the bridge and taken to
e) Carefully replace the EPIRB in the correct position within
on the compass deck above the bridge on the starboard side and is fitted the survival craft if abandonment of the ship is to take place.
its bracket.
with a hydrostatic release.
(Note: The units normal stowage position is inverted i.e. the battery unit It is located on the aft bulkhead starboard side of the bridge.
The function of the EPIRB is to help locate survivors in the event of a search
is uppermost.)
and rescue operation. The EPIRB will also act as an automatic means of
distress transmission if no other means is available. Operating Procedure
f) Enter the results of the test in the GMDSS logbook.
a) When the signal to abandon ship is given, the designated person
Monthly Testing Procedure Yearly Test on the muster list should collect the EPIRB from its container.
If this is not possible, then the last person to leave the bridge
The internal test of the battery and transmitter should be carried out once should ensure that it is taken.
a) Test the EPIRB using the TRONDEC decoder. This test ensures
a month.
that the beacon is within its specification and complies with the
COSPAS/SARSAT system regulations. b) When safely in the survival craft, deploy the aerial.
a) Remove the EPIRB from its bracket, holding the unit upright.
b) Change the hydrostatic release mechanism every two years on c) Unscrew the trasnparent cap and put the switch to the ON
b) Wipe clean the EPIRB and check that the two earthing screws position. After a few moments the xenon strobe light and red
the float free bracket.
for the mercury tilt switch are clean. The screws are close to marker light will flash.
the join of the two EPIRB sections. If the unit is inverted after
removal and the screws earthed, the EPIRB will activate and d) Screw the transparent cap back on and place the unit in a
set off a false alert. clear upright position.

Float Free EPIRB on the Compass Deck

Labyrinth Seal Arrangement

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 Nele Mærsk Deck Operating Manual
7.6.3 BATTERYLESS TELEPHONE SYSTEM f) The signal may be muted for less than 20 seconds by pressing
the ALARM STOP located on the front of the station.
Maker: Vingtor
Type: VSP amplified batteryless telephone system

An emergency telephone system is supplied to fulfil the demands for

emergency communication between vital positions on board. This system
performs the same functions as the traditional sound power telephones but
instead of being sound powered, the system operates using a low power
consumption amplifier with a capacitor battery.

By use of dynamic microphone and receiver inserts, four times louder speech
and listening level are obtained compared with traditional sound powered
systems.

The system has units at the following positions:

• Wheelhouse
• Engine control room
• Emergency generator room
• Steering gear room
• Main engine manoeuvring station
• Chief Engineer’s office
• Captain’s office

The telephones positioned in noisy areas are of the headset type with a voice
compensated microphone.

Operation Procedure of the Emergency Telephone System

a) Set the station switch to the required extension.

b) Turn the call generator until a loud beep tone is heard in the
station being called. This will be about 5 to 6 turns.
Batteryless Telephone
c) Lift off the handset, press the button and keep pressed during
the whole conversation. Communication is now possible with
full power and without distortion for a period of 20 minutes.

d) After 20 minutes the speech time can be extended by turning

the call generator again.

e) By calling a station with a built in relay circuit for operating

external lamps and buzzer the relay is activated for about
20 seconds.

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.4a Automatic Exchange Telephones

Sat B Connector
Trunk Line
To Alarm Monitoring
System Fail OK
OK

Selector Switch Dimmer

for Shore Tel. Flush Type Flush Type
Portable Type
(ODA-1780-1) (ODA-1780-2)
(Acc. Upp. Port) (ODA-1980-1)
Shore Conn.Box J.B.

(Acc. Upp. Stbd) J.B.

Shore Conn.Box

AUTOMATIC Power
220V AC TELEPHONE for Dimmer
60Hz 1ph EXCHANGE (DC24V or 220
(Electrical
24V DC Equipment Room)
60Hz
(Wheelhouse
Battery Charger)

OK

Bell
To Public Addresser
for Paging
Wall Type
(ODA-1380-1)

Wake Up
System Controller

External Bell
Power (DC24V or 220V)

Wall Type

OK

Headset
Bell

Desk Type
(ODA-1180-1)
Wall Type
(ODA-1180-1A)
Column Light for
Engine Room Area

Wall Type
(ODA-1380-1HN)

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 Nele Mærsk Deck Operating Manual
7.6.4 EXCHANGE TELEPHONES • All officers’ cabins Individual Trunk Access
• All ratings’ cabins a) Lift the handset, confirm the dial tone and dial the satellite
Automatic Telephone access code 05. The LED corresponding to the specified trunk
Rotating lights and horns are activated when the engine room telephones flashes on the trunk line display.
Maker: Nippon Hakuyo Electronics Ltd. are accessed.
Type: OAE-6000 series b) After confirming the dial tone from the trunk line side, dial the
destination station number.
Basic Features
The OAE-6000 series marine exchange, employing the space division speech
path system and the stored program control system, is a marine automatic Additional Features
exchange fitted to provide communication throughout the vessel. Each unit Extension to Extension Call
has auto-dialling facilities to the other extensions. The system can be used Lift the handset, confirm the dial tone and then dial the desired extension Permanent Off Hook Alarm
for multi-station conferences. number. If the handset is left off its cradle for a period of time, a howler tone will be
sent to that telephone to alert the user of the problem. The handset should be
The system is connected to the marine satellite communications unit allowing
Voice Paging Access replaced in its correct location and the alert tone will then cease.
external calls to be made from designated telephones on board.
Lift the handset, confirm the dial tone and dial the specific paging access
The exchange is supplied by the 220V system and in the event of power code. Line Lockout
failure, from the 24V emergency battery system. If the handset has been left off its cradle for a long period of time the
Voice Paging Access Meet Me system will automatically disconnect that telephone from the system. The
The exchange telephones can activate the public address system for paging handset should be replaced in its correct location and the telephone can then
purposes. Lift the handset, confirm the dial tone and dial the specific code. be used as normal.
Telephones are located as follows:
Call Forwarding Fault Alarm Output
• Wheelhouse
Registration: Lift the handset and confirm the dial tone. Dial the specific If the system detects a problem, such as a blown fuse or other abnormalities,
• Engine control room code and call the transfer extension number. When registration is completed, an alarm light will indicate that there is a fault in the system.
a special dial tone is sent for 5 seconds. After hearing this tone replace the
• Infirmary
handset on the cradle.
• Conference room Wake Up Call
• Galley Release: Lift the handset, confirm the dial tone and dial the release code. After Registering:
release is completed a special dial tone is sent for 5 seconds. After hearing
• Steering gear room this tone replace the handset on the cradle. a) Pick up the handset of the telephone that is to receive the call.
• Main engine manoeuvring station
Simultaneous Release (only accessible from the maintenance telephone): Lift b) Enter the access number 47. A buzzing sound will be heard.
• Gymnasium the handset, confirm the dial tone and dial the simultaneous release code.
• Duty mess room After release is completed a special dial tone is sent for 5 seconds. After c) Enter the telephone unit dial number.
hearing this tone replace the handset on the cradle.
• Officers’ smoke room
d) Enter the wake up time in 24 hours and minutes eg 1730.
• Crew smoke room Busy Override
• Dining saloon Cancelling:
Lift the handset, confirm the dial tone and then dial the desired destination
• CO2 room extension number. If a busy tone is heard, one digit dialling of 1 ~ 9 and
a) Pick up the handset of the telephone.
0 is possible.
• Tally office
b) Enter the access number 47. A buzzing sound will be heard.
• Ship’s control centre Call Pickup
• Emergency generator room When a call is terminated to any extension in the group, lift the handset c) Enter the telephone unit dial number.
• Reefer repair shop of any extension in the same group and dial the call pickup code 11: the
call can then be answered. d) Double press the ** key.
• Bow thruster room

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 Nele Mærsk Deck Operating Manual
Illustration 7.6.5a Public Address and Talkback System

General Alarm POWER

Override Pushbutton TUNE

SYNC
LOCK
SLEEP ON/
OFF

STANDBY a SLEEP
LOCK
MEMORY PRESET/DIRECT TUNE

1 2 3

AM kHz

4 5 6

FM/AM
7 8 9

STANDBY MEMORY
TIMER STANDBY/
STANDBY TIME SET
DIRECT 0 EXE
REW FF
AUTO REVERSE
a b MANUAL TUNE/SCAN START
TAPE VOL.
STANDBY TIME SET/ STOP
TIME SET
EJECT /START
KEY ENTER SCAN STOP/ CHANNEL
PROTECT TIME SET AM BAND HO UR
B A
M IN
0 10
UR
HO

W/H TEL

OUTPUT
MONT VOLUME

ALARM
0

MIC

MIC LEVEL RADIO VOLUME INPUT CABIN PASS

POWER
TAPE RADIO COMP ENG ROOM
ON
OFF EXT CD OFF EMERG

OFF

PA Panel on the Bridge Main Control

Console
POWER

FAIL

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 Nele Mærsk Deck Operating Manual
7.6.5 PUBLIC ADDRESS AND TALKBACK SYSTEM MIC LEVEL Radio Tuner
The sound volume for the microphone can be adjusted with this control.
Public Addressor Adjust the level for maximum metre deflection to the green/red boundary For receiving radio programs, turn the two power switches ON for the main
zone on the panel. control panel and the radio panel. Select a receiving frequency by the BAND
switch and the TUNE button. Adjust the volume as required.
Maker: Nippon Hakuyo Electronics Ltd.
Type: OHE-3310 & OHE-1002 ALARM
Cassette Tape Player
The ALARM button transmits an alarm signal to all speakers and can be used
The public address system is a 200W stand alone unit operating from the to alert personnel prior to important announcements.
Adjust the loudness using the VOLUME adjuster of the cassette tape player.
ship’s main 220V AC supply and is also provided with a back-up 24V DC
battery supply in the event of power failure.
MONI VOLUME
External Unit
The system incorporates a talkback unit, general alarm, radio tuner and The sound level of the monitor speaker can be adjusted with the MONI
cassette tape player built in, enabling information to be broadcast throughout VOL. Adjust the loudness by the VOLUME adjuster of the external unit.
the public spaces of the vessel.
DIMMER
Control Panel Controls the brightness of the control panel indicator LED.

POWER ON / OFF Main Amplifier Unit

This is the power switch for the control panel. The power indication LED
illuminates when the power switch is turned to ON. POWER ON / OFF
This is the power switch for the main unit. power indication LED illuminates
GENERAL ALARM OVERRIDE when the power switch is turned to ON.
This is an illuminated pushbutton switch of the locked type. Emergency
announcements are possible from the bridge main control console unit by SELECT
cutting the abandon alarm, general alarm and fire alarm by means of this
override pushbutton. Selects the speaker group (addressing directions).

OFF No output connection

SELECT
Selects the speaker group (addressing directions). COMP Speaker in compass deck

OFF: No output connection CABIN & PASS Speakers in cabins, public spaces
and inside passageways
COMP: Speaker in compass deck
ENG RM Speakers in engine room
TALKBACK: Making talk back communications
among wheelhouse, fore, aft, and EMERG Speakers in cabins, inside passage
both bridge wings. and engine room

CABIN & PASS: Speakers in cabins, public spaces INPUT OFF Cut of input signal
and inside passageways
TAPE Broadcasting from the tape player
ENG RM: Speakers in engine room
RADIO Broadcasting from the radio tuner
EMERG: Speakers in cabins, inside passage
and engine room EXT Broadcasting by received signal from
an external unit

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 Nele Mærsk Deck Operating Manual

Fog and Gong Control Panel

Ship’s Whistle Control Panel

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7.6.6 SOUND SIGNALLING DEVICE FOG BELL AND GONG SYSTEM Aground
The signal comprises of three distinct strokes on the bell followed by a 5
Maker: Amplidan
ELECTRIC PISTON HORN second bell signal followed by three distinct strokes on the bell transmitted
Type: Type 21500 from the forward loudspeakers. Immediately following this is a 5 second
Maker: Ibuki Kogyo Co Ltd gong signal transmitted from the aft loudspeakers. The sequence repeats
Type: Ibuki MH550 piston horn The electronic fog bell and gong system is an audio system for the automatic every 60 seconds.
sounding of bell and gong signals while at anchor or aground in reduced
visibility. Both the bell and gong system can be operated manually using the relevant
AIR HORN bell signal and manual gong signal switches on the control panel.
The system is designed for centralised operation from the wheelhouse control
Maker: Ibuki Kogyo Co Ltd panel. Power is supplied from the ship’s main 220V AC and additionally by
an emergency back-up 24V DC. Manual Operation
Type: Ibuki A150ESSH air horn
The system is fully automatic, but has the facility to be operated manually
Two whistles are fitted, an air operated whistle mounted on the aft mast and At Anchor using the MANUAL BELL SIGNAL switch and the MANUAL GONG
an electrically operated whistle mounted on the foremast. The signal comprises of a 5 second bell signal transmitted from the forward SIGNAL switch. When switched on, the time switch is overridden and
loudspeakers followed by a 5 second gong signal transmitted from the aft the bell/gong signals are continuously activated until the manual switch is
The Ibuki piston horn is electrically operated, emitting a high intensity 138 loudspeakers. The sequence repeats after a further 50 second silence period. turned off.
decibel sound through a resonance action. The motor rotation is accelerated
over helical gears and transmitted over a crank mechanism to drive the piston
in a high speed reciprocating motion.

The air horn is equipped with diaphragms which vibrate by compressed air.
The air supply is controlled by a solenoid valve, which when opened allows
the compressed air to flow into the diaphragm chamber overcoming the elastic
hold of the diaphragm and emitting the air through the horn.

A time controller panel, mounted on the bridge main control console, contains
the controls for the automatic fog signal function which is inter-switched
between a single prolonged blast (5 seconds) every 60 seconds and two
prolonged blasts every 60 seconds. The choice of whistle in use is also
controlled from this panel.

Manual whistle pushbuttons are situated on each of the bridge wings, next
to the steering console and on the time controller panel of the whistle
controller.

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 7.7 Lighting Systems

7.7.1 Navigation Lights

7.7.2 Deck Lighting

Illustrations

7.7.1a Navigation and Signal Light Panels

7.7.1b Navigation Lights

7.7.2a Deck Lighting Control Panel

7.7.2b Deck Lighting Plan

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 Nele Mærsk Deck Operating Manual
Illustration 7.7.1a Navigation and Signal Light Panels

MAINS MAINS MAINS

TEST TEST TEST

SIGNAL LIGHTS
NO 1 RADAR MAST NO 2 RADAR MAST MAIN NAVIGATION LIGHTS SPARE NAVIGATION LIGHTS
PS (LOOKING FORE) SB (LOOKING FORE)
NUC MASTHEAD MASTHEAD

NUC STEERING ANCHOR ANCHOR

LIGHT
SUEZ SUEZ PORT PORT

SUEZ SUEZ STBD STBD

MANOE MASTHEAD MASTHEAD

UVRING
NUC STERN STERN

SUEZ SUEZ ANCHOR ANCHOR

SUEZ SUEZ

SUEZ SUEZ

SUEZ SUEZ
STERN

NUC

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 Nele Mærsk Deck Operating Manual
7.7 LIGHTING SYSTEMS Signaling Lights The lights can also be used for other purposes.

7.7.1 NAVIGATION LIGHTS Morse/Manoeuvring Light Other Signal Lights

Maker: DEIF Malling A morse/manoeuvring light is fitted on the radar mast. The light is operated On each radar mast the following navigational signal lights are provided:
by keys fitted in the wheelhouse and bridge wings.
The control panel for the navigation lights is situated on the bridge main • Four red lights
control console and consists of a main navigation panel and a duplicate Spare Portable Daylight Signal Light • One white light
navigation panel located side by side.
A waterproof Aldis type portable daylight signal lamp is provided and stored
in the wheelhouse. A receptacle supplied from the 24V system is provided These lights can be used in any combinations for Not Under Command
The officer of the watch must ensure that navigation lights are properly shown (NUC), deep draught or Restricted in her Ability to Manoeuvre (RAM)
on each bridge wing.
during his watch, in accordance with the applicable COLREGS. signals as required.

Spare light bulbs must be kept accessible and ready for use. The navigation Suez Canal Signal Lights The above lights are controlled from the signal light panel in the wheelhouse.
light system must be tested periodically. A set of incandescent type Suez canal signal lights is provided as follows: The panel is supplied from the 220V emergency switchboard.
• Five white lights on the radar mast
Operation Procedure for Navigation Lights
• Five red lights on the radar mast
Operation of the lights from both the main panel and back up panel is • One green light on the radar mast
essentially the same:
• One red light under the stern light
a) Operate the MAINS pushbutton.

If the power supply is abnormal, the buzzer will sound. Masthead Light
Illustration 7.7.1b Navigation Lights
The appropriate navigation lights are switched on by their individual
pushbutton switches.

The outside lights and the corresponding Main LEDs are illuminated.
No.2 Radar Mast No.1 Radar Mast
Manoeuvering Light Manoeuvering Light
The outside lights are constantly monitored. If a lamp failure occurs the buzzer
will sound and the outside lamp will change over to the standby lamp.

b) Press the RESTART pushbutton and the system will revert to

monitoring the lights. Replace the main light bulb as soon
as possible.
NUCL NUCL
NUCL NUCL
Testing Procedure for Navigation Lights
a) Operate the lamp TEST button on each individual panel, the Suez Canel Lights Suez Canel Lights
outside lamps and corresponding LEDs are illuminated. The
Res. Manu. L Res. Manu. L
outside lights should be visually checked. The buzzer will NUCL NUCL
sound if any have failed. Suez Canel Lights Suez Canel Lights

b) Switch the system TEST button to off.

Suez Canel Lights Suez Canel Lights
NUCL NUCL

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 Nele Mærsk Deck Operating Manual
Illustration 7.7.2b Deck Lighting Plan
Foremast Foremast
Bridge Aft Bridge Front Forward Accommodation
Aft Fwd
Floodlighting Floodlighting Ladder Floodlighting
Floodlighting Floodlighting

Liferaft Lifeboat
Floodlighting Floodlighting

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 Nele Mærsk Deck Operating Manual
7.7.2 DECK LIGHTING

Boat Preparation Lights and Launching Lights Illustration 7.7.2a Deck Lighting Control Panel

One 500W lamp with a switch is provided at each lifeboat station.

Floodlights
Mercury and halogen floodlights are provided for the deck lighting and
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
LIFE RAFT, BOW LIFE
RAFT LT. (S)
Letters on Switch Name Plates
1 ON ON
2
controlled from the lighting control panel in the wheelhouse. OFF OFF

BOAT DK., BOAT PREPARE,

LIFE RAFT, BOW LIFE
RAFT LT. (S)

1 FORE MAST AFTWARD PROJECTOR UPP. DK. & C, B, A DK. OUT

ON
3 (700W MERCURY FLOOD LT.)
19 PASS. LT. (AFT./FORE PLATFORM)
• Two x 500W incandescent lamps, one on each side of the OFF

FORE MAST FORE MOORING STATION

2 20 SPARE
foremast facing forward for the forward mooring station. LT. (500W INCAND. CARGO LT.)

FORE MAST AFTWARD PROJECTOR NAV. BRI. DK. & F, E, D, DK.

3 21
• Two x 400W mercury floodlight, one on each side of the BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
(400W MERCURY FLOOD LT.) OUT PASS. LT. (S)

4 5
foremast facing aft.
ON ON

4 COMPASS BRI. DK. FORWARD (P) 22 NAV. BRI., DK. & F, E, D DK.
OFF OFF
OUT PASS. LT. (P)

• Two x 700W mercury floodlight, one on each side of the 5 COMPASS BRI. DK. FORWARD (S) 23 UPP. DK. & C, B, A DK.
OUT PASS. LT. (S)
foremast facing aft.
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

UPP. DK. & C, B, A DK.

6 ON ON
7 6 NAV. BRI. DK. FORWARD (P) 24 OUT PASS. LT. (P)
• Two x 1000W mercury floodlights, one on each bridge wing OFF OFF

UPP. DK. & C, B, A DK.

7 NAV. BRI. DK. FORWARD (S) 25
facing forward. BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)
OUT PASS. LT. (AFT. PLATFORM)
8 ON ON
9 UPP. DK. & C, B, A DK.
8 NAV. BRI. DK. FORWARD (P) 26
• Two x 1000W mercury floodlights, one on each bridge wing OFF OFF OUT PASS. LT. (FORE PLATFORM)

facing aft. 9 NAV. BRI. DK. FORWARD (S) 27 SPARE

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

• Two x 400W mercury floodlights, one on each bridge wing 10 ON ON

11 10 NAV. BRI. DK. AFT. (P) 28 UPPER DK. OUT PASS. LT. (FORE)

facing forward OFF OFF

BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, 11 NAV. BRI. DK. AFT. (S) 29 SPARE
• Two x 400W mercury floodlights, one on each bridge wing
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S)

12 ON ON
13
12 30 SPARE
facing aft OFF OFF
NAV. BRI. DK. AFT. (P)
BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE
RAFT LT. (S)

• Two x 700W mercury floodlights, one on each side of the 14 ON 13 NAV. BRI. DK. AFT. (S) 31 UPPER DK. OUT PASS. LT. (STBD)

monkey island. OFF

14 FUNNEL MARK LT. (P/S) 32 UPPER DK. OUT PASS. LT. (PORT)
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S)

ON ON ON ON ON ON ON ON
BOAT DK., BOAT PREPARE, LIFE AFT MOORING STATION
15 RAFT, BOW LIFE RAFT LT. (S)
33 (200W INCAND. FLOOD LT.)
Accommodation Ladder Lights 15
OFF OFF OFF OFF OFF OFF OFF OFF

BOAT DK., BOAT PREPARE, LIFE UPPER DECK OUT PASSAGE LT.
16 17 18 19 20 21 22 16 34 (EM'CY LT.)
RAFT, BOW LIFE RAFT LT. (P)
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE

Out passage lights are provided for the four accommodation ladders for use
RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S)

ON ON ON ON ON ON ON ON

17 NAV. BRI. DK. & F, E, D, DK. 35 SPARE

OUT PASS. LT. (P/S)
during pilot boarding operations. OFF OFF OFF OFF OFF OFF OFF OFF

23 24 25 26 27 28 29 30 UPP. DK. & C, B, A DK

18 OUT PASS. LT. (P/S)
BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE, BOAT DK., BOAT PREPARE,
LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE LIFE RAFT, BOW LIFE
RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S) RAFT LT. (S)

ON ON ON ON ON

OFF OFF OFF OFF OFF

31 32 33 34 35

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 7.8 Routing Procedures

7.8.1 Passage Planning

7.8.2 Bridge Teamwork

7.8.3 Taking Over the Watch

7.8.4 Weather Reporting

7.8.5 Helicopter Operations

Illustrations

7.8.5a Helicopter Winching Arrangement

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 Nele Mærsk Deck Operating Manual
7.8 ROUTING PROCEDURES planning, as it is at this stage that all pertinent information is gathered, availability at the loading and discharge ports, or in case of an emergency
and a firm foundation for the plan is laid. The urge to commence planning en route.
7.8.1 PASSAGE PLANNING as soon as possible should be resisted, as time allocated to appraisal will
pay dividends later. A great circle route is the shortest distance, but other considerations will need
General to be taken into account including ;
A plan for the intended passage is to be prepared prior to sailing. Information sources
• Meteorological conditions even if the recommended route is
The Master’s decision on the overall conduct of the passage will be based longer in distance, as it may prove shorter in time, and the
Procedure upon an appraisal of the latest available information. This appraisal will be ship less likely to suffer damage. Weather systems also need
made by considering the information from all possible sources including: to be considered, e.g the possibility of encountering tropical
a) It is customary for the Master to delegate the initial responsibility revolving storms.
for preparation of a passage plan to the officer responsible for • Chart catalogue
the maintenance of the navigational equipment and publications, • Ocean currents if advantageous.
• Navigational charts
usually the second officer. The plan should be assessed and • The proximity of war zones .
approved by the Master prior to commencement of the voyage. • Ocean Passages for the World
• Routing or Pilot charts
b) All deck officers should carefully study the plan, and when Coastal Passages
• Sailing Directions and Pilot books
fully understood sign at the bottom of the last page of the
• Light lists The main consideration at the appraisal stage will be to determine the distance.
prepared passage plan to show their understanding.
The courses should be laid off, staying well clear of coastlines and off
• Tide tables shore dangers. Attention must be given to the vessel’s draught and minimum
c) No member of the bridge team should hesitate in questioning
• Tidal stream atlases under-keel clearance allowing for the effects of squat on the vessel.
any part of the proposed Passage Plan, if they consider that the
safety of the vessel is being compromised. • Notices to Mariners Traffic separation schemes (TSS) shall be followed whenever possible.
• Routing Information However if the TSS is NOT used it shall be avoided by as wide a margin
d) The Master is to ensure that a copy of the prepared plan for
as possible and Rule 10 of the International Regulations for Preventing
the forthcoming voyage is sent to Maersk head office prior to • Radio signal information (including VTS and Pilotage services) Collisions at Sea fully complied with. Details of mandatory Traffic Separation
sailing, for the attention of a Marine Superintendent.
• Climatic information Schemes can be found in the IMO Ship’s Routing Guide.
The passage plan for a voyage, regardless of duration, can be broken down • Load line chart
into two major stages:
• Distance tables Appraisal Completed
• Preparation which consists of; • Electronic Navigational Systems information Having made an appraisal of the intended voyage, the Master will determine
Appraisal his strategy and then delegate to the assigned officer the planning of the
• Radio and local warnings
Planning voyage. Irrespective of who actually does the planning, it is to be based
• Owner’s Instructions on the Master’s requirements, as it is the Master who carries the final
• Execution which consists of: • Draught of vessel responsibility for the plan.
Organisation
Monitoring • Personal experience
Passage Planning
• Mariner’s handbook
Passage Appraisal And Planning Passage plans should be made from berth to berth, not from pilot station to
Having collected together all the relevant information, the Master, in
pilot station. This requirement is justified by referring to the IMO resolution,
Before any voyage can be embarked upon or indeed, any project undertaken, consultation with his officers, will be able to make an overall appraisal of the
which states that despite the duties and obligations of a pilot, his presence
those controlling the venture must have an understanding of the risks passage, which may be one of, or a combination of the following:
on board does not relieve the officer in charge of the watch from his duties
involved. and obligations for the safety of the ship. This makes it quite clear that
Ocean Passage it is necessary and prudent to plan from berth to berth, even though it is
The appraisal stage of passage planning examines these risks. If alternatives anticipated that there will be a pilot on board the vessel at certain stages
are available, these alternatives are evaluated and a compromise solution is The passage may be a trans-ocean route, in which case the first consideration of the voyage.
reached. Where the level of risk is balanced against commercial expediency, will be the distance between ports, bunker and stores requirements and
the appraisal should be considered as the most important part of passage

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 Nele Mærsk Deck Operating Manual
The plan also needs to include all eventualities and contingencies and will be Distance off navigational hazards or the grounding line will depend on Waypoints
further discussed with the pilot when he boards to ensure compliance. following: A waypoint is a position, shown on the chart, where a planned change of
• The draught of the ship relative to the depth and breadth of status will occur. It will often be a change of course, but may also be an
Passage planning may be considered in two stages, though at times, they
water. event such as:
will merge and overlap.
• The weather conditions. • Start or end of a sea passage.
1. Ocean and open waters.
• The set and rate of the tidal streams or current. • Alteration of speed.
2. Coastal and estuary.
• The volume of traffic. • Pilot embarkation point.

Planning Sequence • The age and reliability of the chart survey soundings. • Anchorage.
• The availability of safe water. • A point where an ETA or Notice of Readiness is to be given.
Charts
Regulations, both Company and National, regarding off shore distances must
Collect together all the charts for the intended voyage, putting them into the Aborts and Contingencies
also be observed.
correct order. Ensure that all the charts and publications have been corrected No matter how well planned and conducted a passage may be, there may
to the latest Notices to Mariners available. Deviation from the planned track may be necessary at any time, e.g. having to come the time when, due to a change in circumstances, the planned passage
alter for another ship, however, such deviation from track should be limited, will have to be deviated from.
Areas to be Avoided so that the ship does not enter areas where it may be at risk or closely
approach the margins of safety. Aborts
Coastal and estuary charts should be examined and all areas to be avoided
carefully shown by highlighting or cross-hatching. Under-keel clearance: It is important that the reduced under-keel clearance When approaching constrained waters, the ship may be in a position beyond
has been planned for and clearly shown. which it will not be possible to do anything other than proceed. This is termed
Margins of Safety the point of no return, and is the position where the ship enters water so
In tidal areas, adequate under-keel clearance may only be attainable during the narrow that there is no room to turn, or where it is not possible to retrace the
Before tracks are marked on the chart, the clearing distances from any areas to
period that the tide has achieved a given height. Outside that period, the area track, due to a falling tide and insufficient under-keel clearance.
be avoided need to be considered. Among the factors which will be taken into
must be considered as unsafe. Such a safe period is called the tidal window,
account when deciding the size of the ‘margin of safety’ are:
and must be clearly indicated, so that the OOW is in no doubt as to whether A position needs to be clearly marked on the chart showing the last point
• The size and manoeuvring characteristics of the vessel. or not it is safe for the ship to proceed. at which the passage can be aborted. The position of the abort point will
vary with the circumstances prevailing e.g. water availability, speed, turning
• The draught in relation to the available depth and breadth
Tidal and current information is often available on the chart, though more circle, etc. and it must be clearly shown, as must a subsequent planned
of water.
detailed information is available in ‘Ocean Passages For The World’, routing track to safe water.
• The accuracy of the position fixing systems to be used. charts, pilot books, tide tables and tidal stream atlases.
• Tidal streams and currents. The reasons for not proceeding and deciding to abort will vary according to
In confined waters, when navigating on large scale charts, the margins of the circumstances but may include:
Margins of safety will show how far the ship can deviate from track, yet safety may require the ship to commence altering course, at a planned wheel • Deviation from approach line.
still remain in safe water. over position, some distance before the track intersection, to achieve the new
planned track. These points are to be marked on the chart with information as • Machinery failure or malfunction.
Safe water can be defined as areas where the ship may safely deviate. to the planned rate of turn and speed that it is calculated for. • Instrument failure or malfunction.

Tracks should be drawn on the small scale charts, according to the decisions • Non-availability of tugs or berth.
Radar Parallel Indexing
made at the appraisal stage, regarding the route to be taken. • Dangerous situation ashore or in harbour.
Parallel indexing is an invaluable and effective method of constantly
monitoring the vessel’s track in all states of visibility. • Any situation where it is deemed unsafe to proceed.
Chart changeover points should be quite clearly shown on all charts.
Track Considerations ARPA mapping may be used in addition to, but not to the exclusion of, other
The ship must be in safe water at all times and remain at a safe distance methods of monitoring the vessel’s position.
from any dangers to minimise the possibility of grounding in the event of
machinery breakdown or navigational error.

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 Nele Mærsk Deck Operating Manual
Contingencies Planning Book compensate for tidal streams. Current information can also be obtained and
Having passed the abort position and point of no return, it is still necessary to shown on the chart.
In addition to the information on the charts, the whole of the passage plan
be aware that events may not go as planned and that the ship may have to take should be written into a planning book for continuous reference during the
It must always be borne in mind that safe execution of the passage may only
emergency action. Contingency planning will include: execution of the voyage.
be achieved by modifying the plan to accommodate unforeseen circumstances
• Alternative routes. such as items of navigational equipment becoming unreliable or inaccurate,
Depending upon the length and complexity of the passage, or certain parts
• Safe anchorage. the departure being delayed, or the need to make a timed arrival at the
of it, it is good practice for an abbreviated edition of the plan to be copied
next port.
• Waiting areas. into a notebook. This allows the person having the con., other than a pilot,
to update himself as and when required, without having to leave the conning
• Emergency berth. The officer of the watch (OOW) should have full knowledge of all safety
position to check for information.
and navigational equipment on board the vessel, and should be aware of
Contingency plans will need to be made at the planning stage and clearly the operating limitations of such equipment. The Master is to ensure that
shown on the chart. Master’s Approval all bridge team personnel, including newly joined navigating officers, are
On completion, the plan must be submitted to the Master for approval. familiarised with all navigational equipment and that they are capable of
The following should be clearly indicated in the passage planning: undertaking the navigational watch. If necessary, a newly joined officer
should be accompanied by a competent navigating officer until familiar with
• Available methods of position fixing. Plan Change the equipment.
• Primary and secondary position fixing. All members of the bridge team will be aware that even the most thorough
plan may be subject to change during the passage. It is the responsibility In order to achieve the safe execution of the plan, it may be necessary
• Radar conspicuous points or objects.
of the person in charge to ensure that changes are made with the agreement to manage the risks by utilising additional deck or engine personnel. Pre
• Suitable parallel indexing targets and ranges. of the Master, and that all other members of bridge team are advised of planning will ensure that these personnel are sufficiently rested for any
• Landfall lights. such planned change. additional duties that may be required of them including an awareness of the
positions at which it will be necessary to:
• Radar targets.
Executing the Plan Call the Master to the bridge for routine situations such as approaching the
• Buoys.
coast, passing through constrained waters, approaching the pilot station or any
• Position fixing frequency. Organisation other situation where the Master’s presence may be required.
• Suitable anchorage in case of emergency or adverse weather The plan having been made, discussed and approved, now requires its method
conditions. of execution to be organised with the best use of the available resources. Change from Unattended to Manned Machinery Spaces
• Vessel reporting points. Final details will have to be confirmed when the actual timing of the passage Make extra personnel available, in addition to the watchkeeper, for bridge
is to be ascertained. duties such as manning the wheel and keeping lookout.
• Pilot boarding area.
• Tug management. The tactics to be used to accomplish the plan can then be agreed and Make personnel available, in addition to the watchkeeper, for deck duties such
should include: as preparing pilot ladders, clearing and standing by anchors, and preparing
• Areas of heavy traffic.
berthing equipment.
• Transits.
• The ETA at critical points to take advantage of favourable
• Compass error. tidal streams. Before commencing the voyage there is considerable advantage to be gained
by briefing all concerned. This may take place over a considerable period of
• Leading lines. • ETA at critical points, where it is preferable to make a daylight time. As the actual commencement of the voyage approaches, certain specific
passage. personnel will need to be briefed so that work schedules and requirements
• Clearing marks.
• Traffic conditions at focal points. can be planned. In particular, any variation from the routine running of the
• Luminous and geographical ranges of lights.
ship, such as doubling of watches and anchor party requirements, must be
• ETA at destination, particularly where there may be no
• Landfall lights. specifically advised to the personnel involved, either by the Master or the
advantage gained by an early arrival.
• Use of echo-sounder. OOW. Such briefings will require frequent updating, and at different stages
Tidal stream information, obtained from the chart or tidal stream atlases, can of the voyage, there may have to be further briefing. Briefing will make
be included in the planned passage when the time of transit of a relevant area individuals aware of their own part in the overall plan and contribute to
is known. Ideally, the course to steer should be calculated prior to making their job satisfaction.
the transit, though in fact, strict adherence to the planned track will actually

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Voyage Preparation k) After ensuring that the scanners are clear, switch on and tune Gyro or magnetic fixing, the bearings are corrected to true, drawn on the chart
This will normally be the task of the duty officer who will prepare the bridge radars and set appropriate ranges and modes. and the position shown. Three position lines are the minimum required to
for sea. Such routine tasks should be achieved with the aid of a checklist, ensure a fix of reasonable accuracy.
and cover all bridge equipment and steering gear tests as per SOLAS and l) Switch on and test the control equipment, such as telegraphs and
steering gear as appropriate, liaising with the engine room as Poor visibility or lack of definable visual objects may prevent a three-bearing
company requirements.
required to ascertain that all equipment is operating properly. fix being made. In this case, radar derived ranges may be included in the fix
and under some circumstances, comprise the whole of the fix.
Bridge Preparation m) Switch on and test communications equipment for both internal
As and when directed by the Master, the officer responsible should prepare and external use, VHF and MF radios, Navtex, Inmarsat and In any case, a mixture of visual or radar bearing and radar ranges is acceptable.
the bridge as follows: GMDSS systems as appropriate. Electronic position fixing may also be used, particularly where there are no
shore-based objects to be observed and the radar coastline is not distinct.
a) Ensure that the passage plan and supporting information is n) Test the sound signalling devices.
available and to hand. Generally all available position fixing methods should be used whenever
o) Ensure that clear view screens and wipers are operational and practical.
b) Check that the charts are in sequence in the chart drawer, that the windows are clean.
and the current chart is available on the chart table with the Frequency
planned route drawn on. p) Confirm that all clocks and recording equipment are
Fix frequency should have been determined at the planning stage. Even so this
synchronised.
may have to be revised, always bearing in mind that the minimum frequency
c) Check that the chart table equipment, such as pens, pencils, is such that the ship cannot be allowed to get into danger between fixes.
parallel rules, dividers, notepads are in order and to hand. q) After ensuring that there is no relevant new information on
the telex, fax or Navtex, advise the Master that the bridge
d) Check that ancillary watchkeeping equipment such as binoculars, is ready for sea. Regularity
azimuth rings, and aldis lamps, are in order and readily to Fixing needs not only to be accurate and sufficiently frequent, it also needs
hand. to be regular so as to give a clear indication of set and the vessel’s speed
Monitoring the Ship’s Progress
over the ground.
e) Confirm that monitoring and recording equipment such as the Monitoring is ensuring that the ship is following the pre-determined passage
course recorder and engine movement recorder, is operational plan, and is a primary function of the OOW. For this he/she may be alone, Estimated Position
and that the recording paper is replaced if necessary. Records assisted by other ship’s personnel, or acting as back-up and information source
should be dated and signed as necessary. to another officer having the con. Regular fixing also allows a fix to be additionally checked. The estimated
position should be marked on the chart for several hours (usually the following
f) Confirm that the master gyrocompass is fully operational and Monitoring consists of following a series of functions, analysing the results watch) ahead and each time a position has been fixed it should compare with
that the repeaters are aligned. The compass error should be and taking any action based upon such analysis. the estimated position as a guidance.
checked. This may be easily achieved when the vessel is
alongside a berth by referencing the charted heading of the It is also good practice to observe the echo sounder reading at the same
berth with the ship’s compass reading. Fixing Method time when taking a fix, and writing this reading on the chart beside the fix.
The first requirement of monitoring is to establish the position of the ship. If the observed reading is not close to that expected on the chart then this
g) Check that all instrument illumination lamps are operational. This may be done by a variety of methods, ranging from the very basic three can give instant warning for the possible need to take action to prevent a
bearing lines, through to a more technical use of radar ranges/bearings, to dangerous situation arising.
h) Check the navigation and signal lights. instant read out of one of the electronic position fixing systems e.g. Loran or
GPS. The result in the previous paragraph, is always the same. However the Cross Track Error
i) Switch on any electronic navigational equipment that has been fix has been derived, the end result is no more than a position. It is how this
shutdown and ensure that the operating mode and position information is used that is important. Having fixed the position, the OOW will be aware of whether or not the ship
is confirmed. is following the planned track, and whether or not the ship will be at the next
waypoint at the expected time. If the ship is deviating from the planned track,
Visual Bearings it must be determined whether or not such deviation will cause the ship to
j) Switch on and confirm the readouts of echo sounder and logs,
and confirm that associated recording equipment is operational As stated previously, fixing methods vary. sail in to danger and what action should be taken to remedy the situation.
and has adequate paper. Apart from deviating from the track to avoid an unplanned hazard, such as an
Basic fixing consists of more than one position line being obtained by taking approaching ship, there is no justification not to correct the deviation and get
bearings using an azimuth ring on a compass or repeater. the ship back on to the planned track.

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The OOW must judge how great a compensation of course need be applied to • Visual observation of characteristics of lights is the only way
return to track bearing in mind that even when returning to track, an allowance of positively identifying them, and this increases the OOW’s
is required to maintain the planned route. situational awareness.

The lookout will also include the routine monitoring of ship control and
Observance of the International Regulations for Prevention alarm systems such as regularly comparing standard and gyrocompasses and
of Collisions at Sea checking that the correct course is being steered.

Irrespective of the planned passage, conforming with the requirements of Electronic aids should not be overlooked or ignored under any circumstances,
the International Regulations for Preventing Collisions at Sea (The ‘rule of but it should be borne in mind that echo sounder, radars, etc., are all aids to
the road’) is mandatory. navigation, not merely a single means of navigation.

Rule 16 states: ‘Every vessel which is directed to keep out of the way of
Under-Keel Clearance
another vessel shall, so far as possible, take early and substantial action to
keep well clear’. Routine observation of the echo sounder is one of the watch procedures.

Despite the requirement to maintain track, rule 8 makes it quite clear that Waypoints
the give - way ship must keep clear, either by altering course or if this is
impossible, then by reducing speed, or a combination of both these factors. Waypoints are good indicators of whether the ship is on time or not. If not,
Proper planning will ensure that the ship will never be in a situation where then something has occurred, or is occurring, which has affected the passage
such action cannot be taken. and the OOW will take steps to correct this occurrence.

Lookout Transits (ranges)

Rule 5 of the international regulations for preventing collisions at sea states Transits can be used as a wheel-over position, and also to confirm that the
every vessel shall, at all times, maintain a proper lookout by sight and hearing, ship is on schedule.
as well as by all available means appropriate, in the prevailing circumstances
and conditions, so as to make a full appraisal of the situation and of the Leading Lines
risk of collision.
The transit of two readily identifiable land-based marks on the extension of
The keeping of an efficient lookout needs to be interpreted in its fullest sense, the required ground track, usually shown on the chart, are used to ensure that
with the OOW being aware that lookout includes the following items: the ship is safely on the required track.

• A constant and continuous all-round visual lookout enabling a Natural Leading Lines
full understanding of the current situation and the proximity of Sometimes the OOW may be able to pick up a navigational mark in line with
dangers, other ship’s and navigation marks. an end of land, thus confirming that the vessel is on track.

• Visual observation will also give an instant update of Clearing Marks and Bearings
environmental changes, particularly visibility and weather Clearing marks and clearing bearings, whilst not being considered to be
conditions. a definitive fix, will indicate to the OOW that his ship is remaining in
safe water.

• Visual observation of the compass bearing of an approaching

Light Sectors
ship will show whether or not it is changing and whether or
not it needs to be considered a danger. Reference should be The changing colours of sectored lights can also be used to advantage by
made to Rule 7 regarding approaching large vessels or vessels the OOW who, being very aware of it, will realise that the ship is sailing
at close range whose bearing may appreciably change, but still into danger.
remain a collision risk.

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7.8.2 BRIDGE TEAMWORK Calling the Master to the bridge will not transfer the con from the watch This will include providing the OOW with navigational information as
officer to the Master. The OOW must continue to carry out his duties until required, confirming important navigational decisions and coping with both
When the OOW is acting as the only lookout, and if for any reason he is such time as the Master informs him that he is taking the con. internal and external communications.
unable to give his undivided attention to lookout duties, he must not hesitate
to summon assistance to the bridge. Such assistance must be immediately Once the Master has taken the con., and the event has been logged in the
available. Deck Log, then the watch officer moves into a supportive role, but is still
responsible for the actions of his watch members.
Under certain conditions the OOW may be the only person actively engaged
in the navigation of the ship. The steering may be in automatic and the It is now necessary to define the role of the individual team members, which
lookout engaged in duties around the bridge area. There is no apparent call will to a large extent depend upon the individuals involved and the practice
for team work and the OOW will be personally responsible for all aspects of of the ship. Unless each individual role is understood by all involved, there
safe navigation. Nevertheless, he will be required to work within a framework will be overlapping or a possible ignoring of certain functions. Teamwork will
of standing and specific orders, so that the Master will be confident that the depend upon the following role duties being carried out:
watch is being kept to his/her and the company’s standards.
• The Master controls movement of the vessel in accordance
The single watchkeeper status may change at short notice. If the OOW with the rule of the road and recommended traffic schemes.
becomes engaged in duties which require him to forgo his obligations as He regulates the course and speed and supervises the safe
lookout, then he will have to call his watch standby to take that role. It is the navigation of the vessel, together with co-ordinating and
responsibility of the OOW to ensure that the seaman assigned watch keeping supervising the overall watch organisation.
duties is aware of the following:

• His/her lookout duties and to what is expected of him/her. • The watch officer continues to navigate the ship, reporting
relevant information to the Master and ensuring that such
• Knows how to report observations. information is acknowledged. He will fix the vessel and
• Is adequately clothed and protected from the weather. advise the Master of the vessel’s position and other relevant
information. He will monitor the execution of the helm
• Is relieved as frequently as necessary.
and engine orders, co-ordinate all internal and external
communications, record all required entries in the log book
The watch keeping officer may require a man on the wheel in addition to the
and perform any other duties that may be required by the
lookout. It is the responsibility of the OOW to see that the vessel is safely
master. The lookout and helmsman will still be carrying out
and efficiently steered. It is the responsibility of the OOW to ensure that
their assigned duties, as above.
the members of his bridge team are aware of their duties, and carry them
out in a manner which will maintain the standard of the watch. Although
Under certain circumstances, the Master may consider it necessary to have the
neither person should find the duties difficult, the watch officer still needs to
support of two navigating officers - one as OOW, the other as back-up. The
ensure that orders are correctly followed e.g. helm orders are complied with
Master’s responsibilities will be as above, but the responsibilities of the two
as required, not as the helmsman thinks fit.
officers will require careful definition. It is obvious that a scenario requiring
two watch officers supporting the Master will indicate that the ship is in a
Under certain circumstances the OOW may find it is necessary to call the
very high risk situation. Probable factors will be:
Master to the bridge. This may be because:
• Narrow margins of safety requiring very careful track
• The pre-planning requires the presence of the Master on the
maintenance.
bridge.
• Reduced under-keel clearance.
• The Master’s standing or night orders have required him to be
called under certain circumstances. • Heavy traffic.
• The OOW is some doubt, or has realised that a situation needs • Poor visibility; or a combination of factors.
the experience and expertise of the Master.
The OOW will still carry out his duties as defined above and be generally
responsible for the normal running of the watch. The additional officer’s role
will be to provide the Master with radar-based traffic information and to give
general back up to the OOW on the chart.

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7.8.3 TAKING OVER THE WATCH

The officer in charge of the watch shall :

• Never leave the bridge unattended until properly relieved.

• Continue to be responsible for the safe navigation of the
ship, despite the presence of the Master on the bridge, until
the Master informs him specifically that he has assumed that
responsibility and this is mutually understood.
• Notify the Master when in any doubt as to what action to take
in the interest of safety.
• Not hand over the watch to the relieving officer if he has
reason to believe that the latter is not capable of carrying
out his duties effectively, in which case he shall notify the
Master accordingly.
• On taking over the watch, the relieving officer shall satisfy
himself as to the ship’s estimated or true position and confirm
its intended track course and speed. He shall also note any
dangers to navigation expected to be encountered during his
watch.
• Standing orders and supplementary Master’s instructions should
be read and signed when fully understood

The relieving officer should be acquainted with the following information:

• Courses plotted on the chart.
• Prevailing and predicted tides, currents and visibility.
• Operational condition of all navigation and safety equipment
on the bridge.
• Gyro/magnetic compass error.
• Movement of vessels in the vicinity and the effect on own
vessel.
• Identification of shore lights, buoys etc.
• Conditions and hazards likely to be encountered on watch.
• Possible effect of any heel, trim, squat etc. on under-keel
clearance.
• Execution and monitoring of the passage plan.

Reference should be made to IMO STCW convention 1978 Annex A

‘Recommendations on operational guidance for officers in charge of a
navigational watch’

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7.8.4 WEATHER REPORTING ICE

Weather reports from voluntary observing ship’s are sent via the Inmarsat ciSibiDizi Various ice reports.
system using the two digit (41) abbreviated dialling codes or by using the HF
radio telex service. Reports should be sent to the nearest coast radio station Code pages are provided in the ALRS for all the above sections with a full
as shown on the diagram in the Admiralty List of Radio Signals Volume 1. description. Should it be impractical to send the OBS in coded format, it
In certain areas of the world the number of meteorological reports (OBS) should be sent in plain language.
from ship's is inadequate. ALRS Volume 1 shows these areas on a diagram.
When in these areas all ship’s are requested to send in OBS reports. These In addition to the above, the International Convention on the Safety of Life at
reports will be free of charge to the vessel. The synoptic hours of 0000, 0600, Sea also requires vessels to send weather reports where dangers to navigation
1200 and 1800 UTC (GMT) are, where possible, used for recording the OBS. exist, such as icebergs, sea ice and abnormal weather systems such as tropical
Transmission is to be as soon after as possible to a suitable coast earth station revolving storms, or when the wind force is in excess of force 10 and no
(CES) within the WMO Zone as depicted in the ALRS. In the event that there warning has been received. In addition to the preceding situations this OBS
in no CES within the zone, then should be transmitted the OBS to the nearest is to be sent to all ship’s in the vicinity and to the nearest coast station
available CES or coast station. or competent authority. Messages sent are to be prefixed with the Safety
Signal ‘SECURITE’.
The weather reporting code FM13 X should be used to encode the reports.
Precise details of the code can be found in the ALRS. Auxiliary ship’s
and ship’s which are making non-instrumental observations should use the
following format of the code:

BBXX Identifier for ship report from a sea station.

D.....D Ship’s call sign consisting of three or more alphanumeric

characters.

YYGGiw YY = day of month, GG = the nearest whole hour GMT, iw=

wind indicator.

99LaLaLa Latitude in degrees and tenths of a degree.

QcLoLoLo Quadrant of the globe and longitude in degrees and tenths of

a degree.

iRix/VV Precipitation data, wind indicator and horizontal visibility.

Nddff Cloud cover, wind direction and wind speed.

1snTT/ Sign of temperature and the temperature in whole degrees.

4PPPP Pressure in hectopascal at mean sea level.

7wwW1W2 Present weather, past weather.

222Dsvs True course and speed of the ship over the last three
hours.

6IsEsEsRs Thickness and rate of ice accretion.

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 Nele Mærsk Deck Operating Manual
Illustration 7.8.5 Helicopter Winching Arrangement

40 Foot Containers

Safety Line

Ladder Secured to
Top of Containers

Brightly Coloured Safety Net

(Minimum Size 15 x15 Feet)

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 Nele Mærsk Deck Operating Manual
7.8.5 HELICOPTER OPERATIONS should unhook or hook loads. A thumbs up sign indicates that the hook
has been secured or released from the load, and the hook should be hand
held until it is hoisted clear of the deck. If more than one load has been
Helictopter Landing delivered, the empty winch nets should be placed inside one net to make up
the final hoist from the ship.
Under most trading conditions there will not be facilities for a helicopter to
land. Therefore, for this ship only winching operations should be considered.
Embarking - Guidance To Passengers
Helicopter Winching This will only be carried out in an emergency, providing the helicopter is
twin engined.
The position best suited for winching to be carried out is an area where there
are three 40ft containers arranged side by side are, this will form the platform.
a) Personnel to be embarked should be dressed in tight fitting
The maximum height of the platform should not exceed the containers. Any
clothes, wearing a safety helmet with the chin strap fastened.
containers surrounding this platform should not be more than four high.
b) Place yourself vertically under the helicopter winch and fit the
In the deck store there is the equipment for carrying out the following
lifting strop around your body ensuring that it is well under
procedures.
the armpits.
a) Collect and insert the four corner posts into the sockets, one
c) Pull the toggle on the lifting strop as close to the chest as
in each corner.
possible.
b) Attach a safety line to all four posts, thereby creating a
d) Grip the lifting strop at face level with both hands and keep the
cordened off area.
elbows firmly against the body.
c) The anti-slip netting is now laid over the top of the container
e) Give the thumbs up signal when you are ready.
platform and attached to the four corner posts.
f) At the helicopter doorway the winchman will turn you to face
d) An access ladder should be made available to reach the
outboard and will assist you into the helicopter. Do not try to
platform and secured in place.
help him, he has a set routine to follow.
Only the hook handler may touch the winch line hook, as he is protected
g) Do not remove the strop until instructed to do so.
from the static by the rubber gloves and rubber soled shoes that he is
wearing. Where possible, the helicopter will ‘dip’ the hook before hovering,
h) Sit where the winchman directs you, fasten your seat-belt and
to release any static, but this cannot always be carried out. DO NOT under
study the in-flight safety regulations.
any circumstances tie the winch line to the ship or get it caught in any
obstruction.
Disembarking - Guidance To Passengers
Prior to operations, the Helicopter Procedure checklist must be completed.
a) Do not leave your seat until instructed to do so.
The hook handler on deck and the winch man in the helicopter play the most
important part in these operations. When passengers are ascending, the hook b) The winchman will check that the strop is correctly fitted.
handler should ensure that the strop is being worn correctly and should steady
them as they are lifted off the deck or container stack. c) Sit in the doorway when the winchman orders you to do so and
give the thumbs up signal when ready.
When winching nets of stores or freight, the hook handler should steady each
load as it lands on the deck and then disengage it from the hook. Members of d) When you reach the deck, let the strop fall to your feet and
the deck party do not need to assist in this. The hook handler should ensure step clear of it.
that freight being returned to the helicopter is properly stowed and that the
load is properly hooked on and the safety hook shut. Only the hook handler e) Leave the operating area briskly, keeping your head down.

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 8.1 Loading Computer

Illustrations

8.2.1a Loading Computer - Graphical View Display

8.2.1b Loading Computer - Bay View and Container

Information

8.2.1c Loading Computer - Lashing View

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 Nele Mærsk Deck Operating Manual
Illustration 8.1a Loading Computer Graphical View Display

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 Nele Mærsk Deck Operating Manual
PART 8: TRIM AND STABILITY Tank Contents Above the elevation on the conatiners on deck and in the cargo holds are the
row indications with the total height of each stack directly below. To the left
There are two ways in which to view the tank contents, either tabular or
hand side is the tier number. To the right hand side is the total weight of each
8.1 LOADING COMPUTER graphical. The tabular format is similar to the Windows Exploror directory
tier. Below the elevation the weight of each stack is displayed.
and sub-directory system. Clicking on the + sign next to the group heading
Maker: Mærsk Data AS will open the sub-directory for the individual tanks under that group heading.
At the very bottom of the window there is the bay selector; this enables the
Type: LOADSTAR Version 1.0 Release 0.2 The values for each tank can be inserted, either as a volume, sounding, weight
operator to quickly move to any bay. The even bay numbers will display
or % full. As data is filled in for each tank, the FSM, LCG, TCG and VCG
the 40ft container placements, any greyed out cell with markings inside will
figures will be displayed.
LOADSTAR is an advanced loading program designed for use with a PC indicate that there is a 20ft container. Conversly in the odd bay numbers, the
and facilitates the planning and control of various loading conditions on 20ft container information is displayed, any greyed out cells with markings
In the graphical view window, each group type is able to be viewed separately.
board the vessel. inside indicates the position of a 40ft container. In the cargo holds all 20ft
Right clicking in this window allows the operator to select which tank
grouping is to be displayed plus a few other operations including input containers must be locked off with a 40ft container.
General Description settings. Input settings allows the operator to select whether the tank data is
If during the operation of removing and adding containers according to the
for an individual tank or across the group or for all tanks.
loading/discharge mainfest any of the limitations are exceeded, the point
The Loadstar loading computor software is installed in a stand alone windows where this has occured will be highlighted red. Also at the bottom of the
enviroment PC in the ship’s control centre. The chief officer is responsable for Double clicking with the left mouse button in the selected tank opens up the
dialogue box for entering the data for that tank. The data fields are identical window an indication of what criteria has been exceeded will be displayed,
the control and input of data as issued by the shore representatives in repect of i.e., strength, stability or the IMO visibility line will change to red.
the proposed loading/unloading manifest. Additionaly, FO and LO bunkering as for the tabular style window. A representation of the tank location in a plan
figures are input into the system. Each day the engine room department will view is given in this format, apart from the lubricating oil and miscellaneous
issue the chief officer with soundings from those tanks that are not directly tank groups. In this format, when a tank (or stores/spare gear/provisions/crew Adding or Removing Containers
linked to the automatic tank sounding system. etc., in the miscellaneous group) has reached 98% capacity, the colour will
change from a pale blue to royal blue. If a tank is selected as 100% full then
With the Bay View window open, select which containers are to be removed
This data will be calculated by the software to give the stress and stability the colour will change to dark blue.
according to the loading manifest by going to the correct bay number at the
information under those conditions. bottom of the window. If a number of containers grouped together are to be
When Graphical View is selected, the Stress Curve and Condition Status
removed, then it is possible to draw a box around this group by holding down
With all the relevant information calculated by the software, the chief officer windows open. As data for each tank is filled in, the stress curves and ship
the left mouse button and dragging around the area from left to right only.
will determine the required amount and location of ballast water that must be condition information is calculated and immediately updated.
The selection will turn pink when the mouse button is released. Either right
carried/discharged in order to maintain the ship in a stable condition, within click with the mouse to bring up the pop-up menu and select DELETE, or
allowable stress limitations and the required trim. Port Code Dialogue select DELETE from the keyboard.

A futher function of the loading computer software is the lashing module. This From the Settings menu, select Port Codes; each port should be given a unique
In order to add containers to each cell, select the tier and row coordinates
loadstar plug-in module calculates the stress on the lashing gear. Information three letter abbreviation and a colour along with the full name for that port.
Colour coding each port abbreviation will help to give a clear indication of as indicated on the loading manifest and double click with the left mouse
refering to this module and its operation can be found in the Cargo Securing button. The Container Information For Position dialogue box will open. Input
Manual. the container layout when the Bay View window is open.
the details for that container i.e., weight, dimensions, port information, type
of cargo carried, container number, strength of container and any additional
In all instances where allowable Class Society limitations are exceeded, the Bay View notes that may be required.
affected point where this has occured will be highlighted in red. This includes
The Bay View window is used to view the placement of containers both
ship stresses, GM figure, hatch loading, lashing gear loading, IMO visibility If the container is carrying dangerous goods, select the IMDG Info button.
on deck and in the cargo holds and to update the loading or discharge of
line exceeded and the wind stack stowage position. This will open the IMDG Code Information dialogue box. Details of the
each container on a cell by cell basis. Information is displayed about each
container’s weight, load/discharge port (toggled from Container on the menu IMDG class is entered along with the UN number and weight in kg. The
Operation of the Software bar), if the container is a reefer box or carrying International Maritime information is stored when the New button is pressed. The details are
Dangerous Goods (IMDG) coded material. If a container is designated as a displayed in the contents box at the bottom of the dialogue box. Additional
The tool bar at the top of the page contains menu headings. When the live reefer, then a small blue star will appear in the bottom left hand corner IMDG materials are added by selecting NEW for each category. When all
mouse cursor is right clicked on one of these menu headings a pop down of that container cell position, if the container is carrying IMDG goods then the IMDG information has been added for that container, select NEW then
sub-menu appears. There is the facility to make pop down menu selections a yellow star is indicated in the bottom left hand corner of the container cell. CLOSE. If the Container Information dialogue box is complete, select OK.
and navigate through the modules with the keyboard, but primarily the system A red star indicates that more than one IMDG coded material is contained
uses the mouse cursor. inside the one container.

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 Nele Mærsk Deck Operating Manual
Illustration 8.1b Loading Computer - Bay View and Container Information

Indication of an IMDG Position

with an IMDG Conflict. If the Situation
is Normal the Diamond is Yellow

Indication of a Live
Reefer With its Weight
and Destination Port

Indication of a 40ft Container,

in This Case Locking Off a
Stack of 20ft Containers

Bay View Selector

Indication and Bay Position

of IMDG Conflict

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 Nele Mærsk Deck Operating Manual
If the container is selected as a reefer box from the Type drop-down Ballast Correction for Trim and Stability Lashing Module
menu, a Reefer Information dialogue box opens where details of the reefer When the loading/discharge plan details have been filled in, the loading The lashing module is designed to calculate the forces acting on the lashing
requirements are filled in if the container is a Live Reefer. On clicking OK, computer software will have calculated the current stress on the ship. This gear according to the stacking and weights on the containers and to indicate
a small blue star symbol will appear in the bottom left hand corner of the can be viewed from the Tank/Graphical View in the menu bar. Alongside the if any containers have been incorrectly positioned according to the wind
container cell. If, on the other hand, the reefer container is empty, no star Graphical View window is displayed the Stress Curve View (Sea Condition or stack limitations.
will appear in the container cell. Harbour Condition, F4 toggles between the two modes) and Condition Status
window. If any of the stress or stability limitations are exceeded then those From the menu bar select Container/Lashing View, the Lashing View For
The container cell will now show the port abbreviation (loading or discharge) points will be highlighted in red. Hatch 1, Forward Port window will open by default. Selection of the required
and colour (if this was selected when the port abbreviation code was made), hatch to be viewed is via the Bay Half Selector table. Having selected the
the container weight, the IMDG yellow diamond symbol or the reefer blue star The chief officer will have filled in the ship’s current tank status and also required hatch, press the F7 key to lash that hatch, F8 will lash the entire
symbol or no symbol according to how the container has been designated. consideration for any bunkers being taken before ballast corrections are ship. If any of the limitations are exceeded, then the Load % indicator at the
made. bottom of the view will turn red.
Repositioning Containers
Apart from ballast corrections for trim, stability and stresses, consideration Right clicking on the window will bring up a pop-up menu, select Force Table.
If it is necessary to reposition a container, rather than deleting the cell
must also be given to any port and pilotage restrictions for keel and air The force table for that hatch being viewed will indicate one of six limitation
and filling in the information in a new location, the cell is cut from its
draughts. type critiria that has been exceeded, by what percentage and also the row
present position and pasted into the new location. On the container cell to be
number location. The force table has to be selected for each individual hatch.
repositioned, highlight the cell by left clicking with the mouse then right click
The Loadstar User Guide manual gives a list of maximum permissible values Lashing Status View can also be viewed by right clicking on the window
and select CUT; move to the new location which can be addressed from the
for shear force, bending and turning moments at the appropriate frame number and selection from the pop-up menu. This window will indicate if there is
bay selector at the bottom of the page. Select the correct cell and highlight it
under sea and harbour conditions. It also gives values for the limiting VCG a heavy over light container situation, a lashing error or if there are any
with a left click of the mouse, right click and select PASTE.
max. curves at various draughts and trim. wind stack situations.
If there are a boxed group of containers to be collectively moved, then it
The illustration below deliberately shows containers incorrectly placed in
is possible to hold down the left button and drag a selection box around
order to demonstrate how indication is shown in the lashing mode.
them (left to right only). At the new location select the correct number of
corresponding cells, right click and select PASTE.
Illustration 8.1c Loading Computer - Lashing View
Quick Loading
It is possible to perform a quick loading of the container cells with only details
of the container weight, loading and discharge port being input. The remaining
container data can be filled in some period after when all the stress, strength
and IMO visibility calculations have been done and ballast corrections made
in order to ensure the ship will be seaworthy on departure.

There are two styles under the quick loading method, either vertical or
horizontal loading. Initially select the correct bay view required. To move
through the bays via the keyboard use the Page Up or Page Down keys. Select
the lowest cell tier on the left hand side with the left mouse button then
press H for horizontal loading or V for vertical loading. The Quick Container
Information for Position dialogue box will appear. Insert the container weight,
loading and discharge port then press UPDATE, the cell to the right will
now be highlighted in horizontal mode (cell above in vertical mode), the
correct information for this new container can be inserted. Continue to insert
the new information and update for each container. When the end of the
tier is reached, the next tier up will automatically be selected (row to the
left in vertical mode).

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 8.2 Trim Stability and Bending

8.2.1 Introduction

8.2.2 Loading Conditions

8.2.3 Distance of Invisibility

Illustrations

8.2.2a Loading Condition - Lightship

8.2.2b Loading Condition - Ballast Departure

8.2.2c Loading Condition - Ballast Arrival

8.2.2d Loading Condition - Docking

8.2.2e Loading Condition - 12MT/TEU Draught

Maximum Departure

8.2.3a Distance of Invisability

8.2.4a Propeller Immersion Tables

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 Nele Mærsk Deck Operating Manual
8.2 TRIM, STABILITY AND BENDING DESIGN CRITERIA AND LOADING INSTRUCTION Stability
It is necessary to comply with the requirement of intact stability criteria
8.2.1 INTRODUCTION The standard loading conditions indicated below are fully warranted for all of
of the IMO document (see below). In evaluation of stability, all hatches,
trim, longitudinal strength and stability. Where the loading conditions deviate
doors, ventilation heads and air pipes are assumed to be closed and secured
The Master must ensure that the vessel operates safely at all times and an from the standard conditions, the Master must comply with the criteria of
weathertight in a proper manner. Consequently, weathertightness of the main
essential feature of safe operation is to ensure that the vessel is correctly longitudinal strength and stability in any conditions, taking due regard of
hull and superstructure should be kept and maintained at all times at sea.
loaded. Care must be taken to ensure that the cargo allocated to the vessel the following:
To keep the necessary righting lever and metacentric height, care must be
is capable of being stowed so that compliance with the strength and stability taken on the following points;
criteria can be achieved. The Master must exercise prudence and good Ballast Condition
seamanship at all times, having regard to the season of the year, weather
• Cargo weight distribution in vertical direction.
forecasts and the navigational zone, and should take the appropriate action It is recommended to comply with the following notices in ballast condition:
as to speed and course warranted by the prevailing circumstances. Adverse • Filling up proper ballast water in tanks.
weather can have serious implications for the vessel if loading of cargo is • Deep as possible to take sufficient propeller immersion of
more than 100 %. • Minimising free surface effect of ballast water and oil.
not done correctly. Even though loading arrangements are determined ashore,
the Master must be satisfied that the stability of the ship meets with his • Longitudinal Strength. Care should be taken on increase of
demands before the ship sails. bending moment and shearing force when shifting ballast water Longitudinal Strength
between tanks. Care should be taken to avoid any increase of bending moment and shearing
The computer program used for calculating the vessel’s intact stability under force at multi-ports loading and unloading where relative small numbers of
• Stability. Care should be taken with respect to the free surface
different circumstances is HULL CALC module of Tribon Initial Design, containers are moved.
effect of water in the slack ballast tanks. These free surface
which was developed by Kockums Computer Systems (UK) Limited. The
corrections will increase the overall KG or decrease the overall
program is approved by various Class Society.
GM. Torsional Strength
Example stability calculations which can be performed manually when various Care should be taken to avoid high torsional moment due to assymmetric
conditions are known can be seen in the stability book. It is essential that the loading of containers.
stability book is used correctly when manual calculations are performed.
Loading Condition

The following notices must be complied with at cargo loading. Lashing of Containers
Abbreviations: Containers on hatches are to be lashed by twistlocks and lashing rods as
DRAFT Extreme draught from bottom of keel plate. Container Weight described in section 3.1.2.
DRAFT(CORR.) Draught at LCF.
Keep container weight in holds and on hatches below following allowable Scantlings are approved for minimum draught forward of 3.68ms with No.2
LCB (B) Longitudinal centre of buoyancy from midship.
figures. FWBT port and starboard and No.2 AWBT port and starboard filled. In heavy
LCF (F) Longitudinal centre of floatation from midship.
LCG (G) Longitudinal centre of gravity from midship. weather conditions the forward draught should not be less than this value. If in
In hold: 162.0 MT per each stack of 20ft containers (maximum 6 tiers) and the opinion of the Master sea conditions are likely to cause regular slamming,
TCG Transverse centre of gravity from centre line.
195.0 MT per each stack of 40ft containers (maximum 6 tiers) then other appropriate measures such as a change in speed, heading or an
KG Centre of gravity above base line.
TPC Tons per one centimetre (cm). increase in draught forward may also need to be taken.
On aft main deck: Bay 37 and 39: 76.0 MT per each stack of 20ft containers
MTC Moment to change one centimetre (cm). (maximum 6 tiers) and 100.5 MT per each stack of 40ft containers (maximum
KB Centre of buoyancy above base line. 6 tiers).
TKM Transverse metacentric height above base line.
GM Transverse metacentric height above centre of gravity Bay 42: 101.5 MT per each stack of 40ft containers (maximum 5 tiers).
without the correction of free surface effect.
GoM Transverse metacentric height above centre of gravity On hatch:
with the correction of free surface effect.
GGo The value of free surface correction. Hatch 1 Hatch 2 Hatch 3 to 5 Hatch 6 to 9
I/D Propeller immersion in % . 20ft 72.0 MT 75.5 MT 76.0 MT 76.0 MT
40ft 87.0 MT 86.5 MT 101.0 MT 100.5 MT
(Note: Minus sign in case of LCB, LCF and LCG indicated the positions of
them to be placed aftward from midship.)

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 Nele Mærsk Deck Operating Manual
STABILITY CRITERIA The following criteria are recommended by IMO A.749(l8). Recommendation
In order to comply with the recommendation of IMO resolution A.749(18) on a severe wind and rolling criterion (weather criterion) for the intact stability
it is essential to ensure that in any sailing condition the stability complies at of passenger and cargo ships of 24m in length and over. The ability of a
least with following minimum criteria referring to figure 2. ship to withstand the combined effects of beam wind and rolling should be
demonstrated for each standard condition of loading, with reference to the
1) Area under the curve up to 30° should not less than 0.055metre- figure YY as follows:
radians.
1) The ship is subjected to a steady wind pressure acting
Figure 2 Statical Stability Curve perpendicular to the ship’s centerline which results in a steady
wind heeling lever (lwl).
B
2) From the resultant angle of equilibrium (Ø°), the ship is
assumed to roll owing to wave action to an angle of roll (q1) to
A C windward. Attention should be paid to the effect of steady wind
so that excessive resultant angles of heel are avoided.
Righting Lever (m)

D. (GoZ max.)

3) The ship is then subjected to a gust wind pressure which results

GoZ

0
57.3

in a gust wind heeling lever (1w2).

E
f

4) Under these circumstances, area ‘b’ should be equal to or

F( max.) greater than area ‘a’. Figure 3

3
5) Free surface effects should be accounted for in the standard

Lever
0 10 20 30 40 50 60 70 80 90
b
conditions of loading, e.g., according to IMO regulation A. 749(18).
Heeling Angle (Deg.)

The angles in figure 3 are defined as follows:

1w2
1w1
2) Area under curve up to 40°, or the angle of flooding (qf) (Ø°) =angle of heel under action of steady wind
if this angle is less than 40°, should not be less than 0.09 (Ø°) = angle of roll to windward due to wave action. 2 c
a
metre-radians. (Ø°) = angle of down flooding (Øf) or 50° or (Øc) whichever is the least

(Note: (qf) is 40° or a lesser angle at which water could enter the hull.) Where: (Ø°) = angle of heel at which openings in hull, superstructures or Angle of Heeling
0
deckhouses which cannot be closed weathertight. In applying this criterion,
3) Area between 30° and 40°, or the angle of flooding (qf) if this small openings through which progressive flooding cannot take place need
angle is less than 40°, should not less than 0.03 metre-radians. not be considered as open. 1

4) The righting lever GOZ should be at least 0.20 metres at an (Ø3) = angle of first intercept between wind heeling lever lw2 and GZ
angle of heel not less than 30°. curves.

5) Initial metacentric height (GOM) should be not less than 0.15 (Øc) = angle of second intercept between wind heeling lever 1w2 and GZ
metres. curves.

6) The maximum righting arm should occur at an angle of heel

preferably exceeding 30° but not less than 25°.

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 Nele Mærsk Deck Operating Manual
General Precautions Against Capsizing the filling limits envisaged for each tank, consistent with any operating Location of Downflooding Points
instructions. It should be assumed that for each type of liquid at least one
transverse pair or a single centre line tank has a free surface and the tank
1. Compliance with the stability criteria indicated below does
or combination of tanks taken into account should be those where the effect Sequence No X (m) Y (m) Z (m) Description
not ensure immunity against capsizing regardless of the
of free surface is the greatest. fromAP off CL above BL
circumstances or absolve the Master from his responsibilities.
The Master should therefore exercise prudence and good
1 28.7 13.05 21.80 Window (S) on A deck
seamanship having regard to the season of the year, weather Decrease of GM by Free Surface Effects 2 28.7 13.05 21.80 Window (P) on A deck
forecasts and the navigational zone and should take the
3 43.1 13.05 21.80 Window (S) on A deck
appropriate action as to speed and course warranted by the If a tank is completely filled with liquid then no movement of the liquid inside
4 43.1 -13.05 21.80 Window (P) on A deck
prevailing circumstances. the tank is possible and the effect of free surface on the ship’s stability is
5 38.3 11.89 21.08 Door(S)on A deck
precisely the same as if the tank is filled with solid material.
6 38.3 -11.89 21.08 Door (P) on A deck
2. Care should be taken to ensure that the cargo allocated to the 7 131.5 5.34 19.20 N0.4 hatch cover (S)
Once a quantity of liquid is withdrawn from the tank, the situation is changed
ship is capable of being stowed so that compliance with the 8 131.5 -5.34 19.20 No.4 hatch cover (P)
and the stability of the ship is adversely affected by what is known as
criteria can be achieved. If necessary the amount should be 9 47.3 5.34 19.20 No.9 hatch cover (S)
the free surface effects. A tank which is only partly filled with liquid is
limited to the extent that ballast weight may be required. 10 47.3 -5.34 19.20 No.9 hatch cover (P)
known as a slack tank. The adverse effect on the stability of free surface
effect is referred to as a loss in GM or as a virtual rise in V.C.G. and is
calculated as follows:
3. Before a voyage commences care should be taken to ensure that
the cargo and sizeable pieces of equipment have been properly GM Transverse metacentric height above centre of gravity
stowed or lashed so as to minimise the possibility of both without the correction of free surface effect.
longitudinal and lateral shifting while at sea, under the effect of Figure 4 Downflooding Angle Curve
acceleration caused by rolling and pitching. GoM Transverse metacentric height above centre of gravity 70
with the correction of free surface effect.
4. The Master should ensure that for any loading conditions 65

not included in this manual should be assessed for intact Calculation of GoM from the Rolling Period
and damage stability compliance with free surface corrections 60

applied to GM (or KG) throughout the voyage as per IMO The rolling period can be estimated from following formula:
Resolution A.749(18) and SOLAS Chapter 11-I Part B-1 55
Regulation 25 respectively. 2 x 3.146 x K
Rolling Period : Ts=
√GoM 50

f(0)
5. The Master should ensure that there is only one pair of water
ballast tanks being slack at being slack at any one time. Where K is a variable 45

Many of the conditions shown in this manual involve a change in the water The GoM can be estimated from the rolling period and draught and can be 40

ballast distribution between departure, half way and arrival stages. The taking read from the table in the ship’s stability book.
on or discharge of water ballast inevitably results in free surface being present 35

during the transition stage and allowance should be made. The free surface Exposed Openings and the Downflooding Curve
effects should be calculated to take account of the most onerous transitory 30
stage relating to such operations for that ballast tank or pair of tanks, with Various unprotected openings in the ship’s structure will allow water into
the greatest free surface moment of those involved in the change. This of the vessel when they are covered by the water. These openings are exposed 25
course assumes that only one ballast tank or pair of tanks is allowed to have to the sea at various combinations of draught (displacement) and angle of 20,000 25,000 30,000 35,000 40,000 45,000 50,000 55,000 60,000
a free surface at any moment. If this is not the case the correction should heel and the point of exposure can be seen from the downflooding curve
Displacement (Mt)
be increased as appropriate. (figure 4).

In calculating the free surface effects in tanks containing consumable liquids,

the free surface correction should be the maximum value attainable between

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 Nele Mærsk Deck Operating Manual
8.2.2 LOADING CONDITIONS results which the computer may give. The effect of the use of fuel and
other consumables during passage have on the stability of the vessel must
INFORMATION FOR LOADING be understood by those responsibility for the vessel’s stability. The stability
and safety of the ship are the responsibility of the Master and the senior
officers, not the computer.
Light Ship Condition
The ship’s lightweight and centre of gravity used in this manual are the (Note: Each calculation of loading condition is based on the requirements
final values obtained from inclining test and deadweight measurement for of Intact stability IMO A.749(18), Damage stability SOLAS CH.II-I
this ship. PT. B-1 RGG.25, Longitudinal strength of Class rule and the owner’s
minimum required GM 0.6m.)
Lightweight 12,342 MT
LCG -17.23 m (aft of midship) (Note: This manual shows five examples of loading conditions from lightship
to maximum draught. There are twenty nine examples in the vessel
KG 12.19 m (above baseline) loading manual.)

Specific Gravity and Expansion Margin of Oil and Water

Item Specific Gravity Expansion Margin

(MT/m3) (%)
Fuel Oil 0.980 4.0
Diesel Oil 0.850 4.0
Fresh Water 1.000 0.0
Ballast Water 1.025 0.0

Stowage of Consumable Fluid

Departure 50% Consumption Arrival

Fuel Oil 4,076.5 MT 2,123.7MT 424.6 MT

Diesel Oil 138.3 MT 72.0 MT 14.4 MT
Fresh water 397.1 MT 198.5 MT 39.7 MT

Stowage Of Containers

Refer to each typical loading condition.

The examples of loading conditions chosen are designed to illustrate typical

cases of ship operation from the extreme light ship, through ballast and
docking condition, to maximum loaded conditions.

Under normal conditions the loading computer will perform the stability
calculations on the basis of information supplied. However, it is important that
personnel responsible for ensuring that the ship is in a stable and seaworthy
condition at all times understand the process involved in determining the
stability parametres. It is also important that personnel are able to assess the
values determined by the computer and can recognise any possible spurious

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 Nele Mærsk Deck Operating Manual

Illustration 8.2.2a Loading Condition - Lightship

Bay Number
42 38 34 30 26 22 18 14 10 06 02 40' Container
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Container

Maximum Bending Moment: 117407 at - 11.150 M from Mid.

Maximum Shearing Force: 2646 at - 48.850 M from Mid.

Bending Moment Shear Force

(MT - M) (MT)
FR 33 FR 63 FR 73 FR 83 FR 93 FR 103
200000 7000

160000 5600

120000 4200

80000 2800

40000 1400

0 0

- 40000 - 1400
DOT (P)
No.4 Heeling Tank (P&S) - 80000 - 2800
No.5 FFOT (P) No.4 FOT (P&S) - 120000 - 4200

No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) - 160000 - 5600
- 200000 - 7000
No.5 AFOT (P) DOT (P) No.4 Heeling Tank (P) No.3 AFOT (P) No.3 FFOT (P) FR 17 FR 58 FR 68 FR 78 FR 88 FR 98

FWT (P) Shear Force: 753 1512 2646 1661 488 - 547 - 1319 - 1712 -1699 -1417 - 1015 - 613
No.5 DWBT (P) No.4 DWBT (P) No.3 DWBT (P) No.2 AWBT (P) No.2 FWBT (P) Bending Moment: 7143 22188 65761 100114 115807 115400 101869 80144 55765 33692 16632 5409

Aft Peak Tank No.1 WBT FPT

(Centre)
No.2 FWBT (S)
No.5 DWBT (S) No.4 DWBT (S) No.3 DWBT (S) No.2 AWBT (S)
FWT (S)
Allowable Shear Force
No.5 AFOT (S) No.5 FFOT (S) No.4 Heeling Tank (S) No.3 AFOT (S) No.3 FFOT (S) Allowable Bending Moment
Actual Shear Force
Actual Bending Moment

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 Nele Mærsk Deck Operating Manual

4.000

3.200
Ship IMO Recommended
2.400
Displacement 12342.1 Metric Tonnes
1.600 KM 20.223 Metres
KGo 12.190 Metres
0.800
GoM 8.033 Metres 0.150 Metres
GZ 0
0.000 Area up to 30 0.888 Metres - Radians 0.055 Metres - Radians
(Metres)
Area between 300 and X 0.441 Metres - Radians 0.090 Metres - Radians
- 0.800 Area up to X 1.329 Metres - Radians 0.200 Metres - Radians
GZ maximum 2.564 Metres 0.150 Metres
- 1.600 Angle at GZ maximum 30.70 25.00
- 2.400 Flooding angle 90.00

- 3.200 IMO Weather Criterion

- 40 - 30 - 20 - 10 0 10 20 30 40 50 60 (Initial heel angle) 1.20 160
(Area B/ Area A) 1.511 1.000
Heeling
(Degrees)
0
Note! X - 40 or the Flooding Angle if this
0
is less than 40

Draught (Correction): 4.181m

Draught at F.P: 0.312m
Draught at A.P: 7.433m
Draught (Mean): 3.873m Weight LCG L - Moments KG V-Moment Free Surface
Item
Trim: 7.121m (MT) (m) (MT - m) (m) (MT - m) (MT - m)
LCB: - 17.60m
Light Ship 12342.0 - 17.23 - 212653 12.19 150449 0
LCG: - 17.23m
I/D: 93.250% Constant 0.1 - 56.85 -6 11.14 1 0
KM: 20.223m Dead Weight 0.1 - 56.85 -6 11.14 1 0
KG: 12.190m
Displacement 12342.1 - 17.23 - 212654 12.19 150450 0
GM: 8.033m
GGo: 0m
GoM: 8.033m

Note! (+) In the case of LCB, LCG, LCF to be placed forward from midship
(+) In the case of trim is trim by stern
In the calculation of KM the trim is included

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 Nele Mærsk Deck Operating Manual

Illustration 8.2.2b Loading Condition - Ballast Departure

Bay Number
42 38 34 30 26 22 18 14 10 06 02 40' Container
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Container

Maximum Bending Moment: 102829 at - 14.074 M from Mid.

Maximum Shearing Force: 1985 at - 52.850 M from Mid.

Bending Moment Shear Force

(MT - M) (MT)
FR 33 FR 63 FR 73 FR 83 FR 93 FR 103
200000 7000

160000 5600

120000 4200

80000 2800

40000 1400

0 0
DOT (P) No.2 AWBT (P&S)
- 40000 - 1400

- 80000 - 2800
No.4 Heeling Tank (P&S) - 120000 - 4200

No.4 FOT (P&S) - 160000 - 5600

No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) - 200000 - 7000
No.5 FFOT (P) FR 17 FR 58 FR 68 FR 78 FR 88 FR 98

No.5 AFOT (P) DOT (P) No.4 Heeling Tank (P) No.3 AFOT (P) No.3 FFOT (P)
Shear Force: 1144 1662 1962 1226 341 - 553 - 1296 - 1744 - 1668 - 1110 - 354 - 410

FWT (P) Bending Moment: 9313 28110 66363 90765 101956 100255 86838 65100 40338 20566 10178 4506

No.5 DWBT (P) No.4 DWBT (P) No.3 DWBT (P) No.2 AWBT (P) No.2 FWBT (P)

Aft Peak Tank No.1 WBT FPT

(Centre)
No.2 FWBT (S)
No.5 DWBT (S) No.4 DWBT (S) No.3 DWBT (S) No.2 AWBT (S)
Allowable Shear Force
FWT (S)
Allowable Bending Moment
No.5 AFOT (S) No.5 FFOT (S) No.4 Heeling Tank (S) No.3 AFOT (S) No.3 FFOT (S) Actual Shear Force
Actual Bending Moment

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 Nele Mærsk Deck Operating Manual

Draught (Correction): 6.958m

Draught at F.P: 4.800m
Draught at A.P: 8.863m
Draught (Mean): 6.831m
Trim: 4.063m
LCB: - 7.590m
6.000 LCG: - 7.480m
I/D: 113.94%
4.800
KM: 15.337m
Note! (+) In the case of LCB, LCG, LCF to be placed forward from midship
3.600 KG: 8.830m
GM: 6.507m (+) In the case of trim is trim by stern
2.400 In the calculation of KM the trim is included
GGo: 0.010m
1.200 GoM: 6.497m
GZ
(Metres) 0.000
Weight LCG L - Moments KG V-Moment Free Surface
- 1.200 Item %
(MT) (m) (MT - m) (m) (MT - m) (MT - m)
- 2.400
Light Ship 12342.0 - 17.23 - 212653 12.19 150449 0
- 3.600 Constant 420 - 58.64 - 24629 11.14 4679 0
Fuel Oil
- 4.800
No.3 AFOT (P) 96 611.1 21.09 12888 6.56 4009 15.4
- 40 - 30 - 20 - 10 0 10 20 30 40 50 60
No.3 AFOT (S) 96 611.1 21.09 12888 6.56 4009 15.4
Heeling No.5 AFOT (P) 96 432.3 - 40.06 - 17318 5.82 2516 8.8
(Degrees) No.5 AFOT (S) 96 432.3 - 40.06 - 17318 5.82 2516 8.8
No.3 FFOT (P) 96 523.7 38.99 20419 6.49 3399 6.9
No.3 FFOT (S) 96 523.7 38.99 20419 6.49 3399 6.9
No.5 FFOT (P) 96 243.5 - 26.31 - 6406 4.11 1001 10.0
No.5 FFOT (S) 96 402.9 - 26.37 - 10624 6.46 2603 10.0
No.4 FOT (P) 96 148.0 - 5.15 - 762 3.26 482 19.8
No.4 FOT (S) 96 148.0 - 5.15 - 762 3.26 482 19.8
Sum 4076.5 3.29 13412 5.99 24418 121.9
Diesel Oil
DOT (P) 96 138.3 - 26.45 - 3658 10.38 1436 8.7
Sum 138.3 - 26.45 - 3658 10.38 1436 8.7
Ship IMO Recommended
Fresh Water
Displacement 23827.1 Metric Tonnes FWT (P) 100 181.9 - 87.23 - 15867 15.91 2894 0
KM 15.337 Metres FWT (S) 100 215.2 - 88.27 - 18996 15.91 3424 0
KGo 8.840 Metres Sum 397.1 - 87.79 - 34861 15.91 6318 0
GoM 6.497 Metres 0.150 Metres
0 Ballast
Area up to 30 0.895 Metres - Radians 0.055 Metres - Radians
Area between 300 and X 0.653 Metres - Radians 0.030 Metres - Radians No.2 AWBT (P) 100 383.5 47.18 18094 4.84 1856 0
Area up to X 1.548 Metres - Radians 0.090 Metres - Radians No.2 AWBT (S) 100 385.4 47.13 18164 4.83 1861 0
GZ maximum 4.509 Metres 0.200 Metres No.3 DWBT (P) 100 532.9 22.68 12086 0.95 506 0
Angle at GZ maximum 55.4
0
25.00 No.3 DWBT (S) 100 536.1 22.67 12153 0.96 515 0
Flooding angle 57.8
0 No.4 DWBT (P) 100 697.8 - 4.81 - 3356 0.92 642 0
No.4 DWBT (S) 100 701.2 - 4.82 - 3380 0.93 652 0
IMO Weather Criterion No.5 DWBT (P) 100 512.7 - 31.35 - 16073 0.97 497 0
0
(Initial heel angle) 0.7 16.00 No.5 DWBT (S) 100 514.0 - 31.32 - 16098 0.97 499 0
(Area B/ Area A) 4.180 1.000 No.2 FWBT (S) 85 573.6 58.88 33774 5.75 3298 92.5
No.2 FWBT (S) 85 573.6 58.88 33774 5.75 3298 92.5
0
No.4 HT (P) 100 521.1 - 4.85 - 2527 9.05 4716 0
Note! X - 40 or the Flooding Angle if this No.4 HT (S) 100 521.1 - 4.85 - 2527 9.05 4716 0
is less than 400
Sum 6453.2 13.03 84085 3.57 23038 185.0
Dead Weight 11485.1 2.99 34340 5.22 59952 315.6
Displacement 23827.1 - 7.48 - 178227 8.83 210393 315.6

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Illustration 8.2.2c Loading Condition - Ballast Arrival

Bay Number
42 38 34 30 26 22 18 14 10 06 02 40' Container
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Container

Maximum Bending Moment: 103512 at - 11.150 M from Mid.

Maximum Shearing Force: 2348 at - 48.850 M from Mid.

Bending Moment Shear Force

(MT - M) (MT)
FR 33 FR 63 FR 73 FR 83 FR 93 FR 103
200000 7000

160000 5600

120000 4200

80000 2800

40000 1400

0 0
DOT (P) No.2 AWBT (P&S)
- 40000 - 1400

- 80000 - 2800
No.4 Heeling Tank (P&S) - 120000 - 4200

No.4 FOT (P&S) - 160000 - 5600

No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) - 200000 - 7000
No.5 FFOT (P) FR 17 FR 58 FR 68 FR 78 FR 88 FR 98

No.5 AFOT (P) DOT (P) No.4 Heeling Tank (P) No.3 AFOT (P) No.3 FFOT (P)
Shear Force: 791 1505 2348 1186 374 - 251 - 714 - 1472 - 1923 - 1671 - 551 - 478

FWT (P) Bending Moment: 7140 22368 62788 90858 102013 102742 95674 79855 55469 27943 12376 4949

No.5 DWBT (P) No.4 DWBT (P) No.3 DWBT (P) No.2 AWBT (P) No.2 FWBT (P)

Aft Peak Tank No.1 WBT FPT

(Centre)
No.2 FWBT (S)
No.5 DWBT (S) No.4 DWBT (S) No.3 DWBT (S) No.2 AWBT (S)
Allowable Shear Force
FWT (S)
Allowable Bending Moment
No.5 AFOT (S) No.5 FFOT (S) No.4 Heeling Tank (S) No.3 AFOT (S) No.3 FFOT (S) Actual Shear Force
Actual Bending Moment

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Draught (Correction): 5.990m

Draught at F.P: 3.810m
Draught at A.P: 7.953m
Draught (Mean): 5.882m
Trim: 4.143m
LCB: - 8.210m
6.000
LCG: - 8.080m
4.800 I/D: 101.24%
KM: 16.209m
3.600
KG: 9.180m
2.400 GM: 7.029m
GGo: 0.030m
1.200 GoM: 6.999m
GZ
(Metres) 0.000

- 1.200 Note! (+) In the case of LCB, LCG, LCF to be placed forward from midship
- 2.400 (+) In the case of trim is trim by stern
In the calculation of KM the trim is included
- 3.600

- 4.800
Weight LCG L - Moments KG V-Moment Free Surface
- 40 - 30 - 20 - 10 0 10 20 30 40 50 60 Item %
(MT) (m) (MT - m) (m) (MT - m) (MT - m)
Heeling
Light Ship 12342.0 - 17.23 - 212653 12.19 150449 0
(Degrees)
Constant 420 - 58.64 - 24629 11.14 4679 0
Fuel Oil
No.5 FFOT (P) 84 212.3 - 26.29 - 5581 3.73 792 10.0
No.5 FFOT (S) 51 212.3 - 26.29 - 5581 3.73 792 10.0
Sum 424.6 - 26.29 - 11163 3.73 1584 20.1
Diesel Oil
DOT (P) 10 14.4 - 26.45 - 381 7.89 114 8.7
Sum 14.4 - 26.45 - 381 7.89 114 8.7
Ship IMO Recommended Fresh Water
Displacement 19828.9 Metric Tonnes FWT (P) 10 18.2 - 87.18 - 1587 14.43 263 112.3
KM 16.209 Metres FWT (S) 10 21.5 - 88.16 - 1895 14.43 310 129.4
KGo 9.210 Metres Sum 39.7 - 87.71 - 3482 14.43 573 241.7
GoM 6.999 Metres 0.150 Metres Ballast
0
Area up to 30 0.931 Metres - Radians 0.055 Metres - Radians No.2 AWBT (P) 100 383.5 47.18 18094 4.84 1856 0
Area between 300 and X 0.635 Metres - Radians 0.030 Metres - Radians No.2 AWBT (S) 100 385.4 47.13 18164 4.83 1861 0
Area up to X 1.565 Metres - Radians 0.090 Metres - Radians
No.3 DWBT (P) 100 532.9 22.68 12086 0.95 506 0
GZ maximum 4.333 Metres 0.200 Metres
0 No.3 DWBT (S) 100 536.1 22.67 12153 0.96 515 0
Angle at GZ maximum 51.4 25.00
Flooding angle 90.0
0 No.4 FWBT (P) 100 697.8 - 4.81 - 3356 0.92 642 0
No.4 FWBT (S) 100 701.2 - 4.82 - 3380 0.93 652 0
IMO Weather Criterion No.5 AWBT (P) 100 512.7 - 31.35 - 16073 0.97 497 0
(Initial heel angle) 0.80 16.00 No.5 AWBT (S) 100 514.0 - 31.32 - 16098 0.97 499 0
(Area B/ Area A) 3.436 1.000 No.2 FWBT (P) 95 641.1 58.86 37735 6.44 4129 137.9
No.2 FWBT (S) 95 641.1 58.86 37735 6.44 4129 137.9
0 No.4 HT (P) 100 521.1 - 4.85 - 2527 9.05 4716 0
Note! X - 40 or the Flooding Angle if this
No.4 HT (S) 100 521.1 - 4.85 - 2527 9.05 4716 0
is less than 400
Sum 6588.2 13.96 91971 3.75 24706 275.8
Dead Weight 7486.9 6.99 52333 4.23 31670 546.3
Displacement 19828.9 - 8.08 - 160218 9.18 182029 546.3

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 Nele Mærsk Deck Operating Manual

Illustration 8.2.2d Loading Condition - Docking

Bay Number
42 38 34 30 26 22 18 14 10 06 02 40' Container
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Container

Tier No. Maximum Bending Moment: 72733 at - 30.275 M from Mid.

92 at - 55.250 M from Mid.
90
Maximum Shearing Force: 1765
88
86 12 12 12 12
84 12 12 12 12 12 12
82 12 12 12 12 12 12
Bending Moment Shear Force
12 10 10 10 10 10 10 10 10 10 8 (MT - M) (MT)
10 10 10 10 10 10 10 10 10 10 8 FR 33 FR 63 FR 73 FR 83 FR 93 FR 103
10 10 10 10 10 10 10 10 10 10 10 8 6 6 200000 7000
08
06 10 10 10 10 10 10 10 10 10 8 8 8 6 4
160000 5600
04 10 10 10 10 10 10 10 10 10 10 8 8 6 6 4 4
02 4 6 8 8 10 10 10 10 8 8 6 6 4 4 2 2 120000 4200

80000 2800

40000 1400
No.2 AWBT (P&S)
0 0

- 40000 - 1400
DOT (P)
- 80000 - 2800
No.5 FFOT (P)
- 120000 - 4200
No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) - 160000 - 5600
- 200000 - 7000
No.5 AFOT (P) DOT (P) No.4 Heeling Tank (P) No.3 AFOT (P) No.3 FFOT (P) FR 17 FR 58 FR 68 FR 78 FR 88 FR 98

FWT (P) Shear Force: 790 1394 1730 444 - 1029 - 989 - 914 - 408 - 460 - 594 - 253 - 173
No.5 DWBT (P) No.4 DWBT (P) No.3 DWBT (P) No.2 AWBT (P) No.2 FWBT (P) Bending Moment: 6880 21441 54780 72139 67056 50171 33998 22552 14859 6006 2998 2840

Aft Peak Tank No.1 WBT FPT

(Centre)
No.2 FWBT (S)
No.5 DWBT (S) No.4 DWBT (S) No.3 DWBT (S) No.2 AWBT (S)
FWT (S)
Allowable Shear Force
No.5 AFOT (S) No.5 FFOT (S) No.4 Heeling Tank (S) No.3 AFOT (S) No.3 FFOT (S)
Allowable Bending Moment
Actual Shear Force
Actual Bending Moment

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 Nele Mærsk Deck Operating Manual

Draught (Correction): 7.927m

Draught at F.P: 7.714m
Draught at A.P: 8.125m
Draught (Mean): 7.920m
4.000
Trim: 0.411m
LCB: - 1.450m
3.200
LCG: - 1.440m
2.400 I/D: 104.95%
KM: 14.325m
1.600 KG: 11.410m
GM: 2.915m
GZ 0.800 GGo: 0.080m
(Metres) GoM: 2.835m
0.000

-0.800
Note! (+) In the case of LCB, LCG, LCF to be placed forward from midship
- 1.600 (+) In the case of trim is trim by stern

- 2.400 In the calculation of KM the trim is included

- 40 - 30 - 20 - 10 0 10 20 30 40 50 60
Heeling
(Degrees)

Weight LCG L - Moments KG V-Moment Free Surface

Item %
(MT) (m) (MT - m) (m) (MT - m) (MT - m)

Light Ship 12342.0 - 17.23 - 212653 12.19 150449 0

Constant 420 - 58.64 - 24629 11.14 4679 0
Fuel Oil
No.5 AFOT (P) 47 212.3 - 40.19 - 8532 3.24 688 578.3
Ship IMO Recommended No.5 AFOT (S) 47 212.3 - 40.19 - 8532 3.24 688 578.3
Displacement 28189.3 Metric Tonnes Sum 424.6 - 40.19 - 17065 3.24 1376 1156.7
KM 14.325 Metres Diesel Oil
KGo 11.490 Metres DOT (P) 10 14.4 - 26.45 - 381 7.89 114 8.7
GoM 2.835 Metres 0.150 Metres Sum 14.4 - 26.45 - 381 7.89 114 8.7
Area up to 300 0.427 Metres - Radians 0.055 Metres - Radians Fresh Water
0
Area between 30 and X 0.348 Metres - Radians 0.030 Metres - Radians FWT (P) 10 18.2 - 87.18 - 1587 14.43 263 112.3
Area up to X 0.775 Metres - Radians 0.090 Metres - Radians FWT (S) 10 21.5 - 88.16 - 1895 14.43 310 129.4
GZ maximum 2.233 Metres 0.200 Metres
Sum 39.7 - 87.71 - 3482 14.43 573 241.7
Angle at GZ maximum 46.40 25.0
0

Flooding angle 56.20 Ballast

No.2 AWBT (P) 20 76.7 44.49 3412 0.56 43 397.1
IMO Weather Criterion No.2 AWBT (S) 20 77.1 44.48 3429 0.56 43 414.7
(Initial heel angle) 1.40 0
16.0 No.2 DWBT (P) 100 532.9 22.68 12086 0.95 506 0
(Area B/ Area A) 5.936 1.000 No.2 DWBT (S) 100 536.1 22.67 12153 0.96 515 0
No.2 FWBT (P) 100 674.9 58.86 39725 6.77 4569 0
0 No.2 FWBT (S) 100 674.9 58.86 39725 6.77 4569 0
Note! X - 40 or the Flooding Angle if this
Sum 2572.6 42.97 110545 3.98 10239 811.8
is less than 400
Total Container 12376.0 8.66 107176 12.46 154205 0
Dead Weight 15847.3 10.86 172102 10.80 171151 2218.9
Displacement 28189.3 - 1.44 - 40593 11.41 321640 2219.9

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Illustration 8.2.2e Loading Condition - 12MT/TEU 1756 TEU Draught - Maximum Departure

Bay Number
42 38 34 30 26 22 18 14 10 06 02 40' Container
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Container

Tier No. Maximum Bending Moment: 102430 at - 18.710 M from Mid.

92 at - 69.954 M from Mid.
90
Maximum Shearing Force: 2740
12 12 12 88 12 12 12 12 12 10
12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 10 10 10
86
12 12 12 84 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 10 10 10
12 12 12 82 12 12 12 12 12 12 12 12 12 12 12 12 12 12 12 10
10 10 8 6 Bending Moment Shear Force
12 10 10 10 10 10 10 10 10 10 10 10 10 10 10 10 8 6 6 (MT - M) (MT)
10 10 10 10 10 10 10 10 10 10 10 10 10 10 8 8 6 4 2 FR 33 FR 63 FR 73 FR 83 FR 93 FR 103
10 10 10 10 10 10 10 10 10 10 10 10 10 8 6 6 2 2 200000 7000
08
06 10 10 10 10 10 10 10 10 10 10 10 8 8 8 6 4 2 160000 5600
04 10 10 10 10 10 10 10 10 10 10 8 8 6 6 4 4
02 4 6 8 8 10 10 10 10 8 8 6 6 4 4 2 2 120000 4200

80000 2800

40000 1400
DOT (P)
0 0

- 40000 - 1400
No.4 Heeling Tank (P&S) - 80000 - 2800

No.4 FOT (P&S) - 120000 - 4200

No.5 DWBT (P&S) No.4 DWBT (P&S) No.3 DWBT (P&S) - 160000 - 5600
No.5 FFOT (P)
- 200000 - 7000
No.5 AFOT (P) DOT (P) No.4 Heeling Tank (P) No.3 AFOT (P) No.3 FFOT (P) FR 17 FR 58 FR 68 FR 78 FR 88 FR 98

FWT (P) Shear Force: 1855 2659 1046 770 156 - 449 - 1280 - 1423 - 1200 - 1312 - 672 - 119
No.5 DWBT (P) No.4 DWBT (P) No.3 DWBT (P) No.2 AWBT (P) No.2 FWBT (P) Bending Moment: 16479 47098 86413 97929 102380 98021 83550 62520 41609 23544 7891 2408

Aft Peak Tank No.1 WBT FPT

(Centre)
No.2 FWBT (S)
No.5 DWBT (S) No.4 DWBT (S) No.3 DWBT (S) No.2 AWBT (S)
FWT (S)
Allowable Shear Force
No.5 AFOT (S) No.5 FFOT (S) No.4 Heeling Tank (S) No.3 AFOT (S) No.3 FFOT (S)
Allowable Bending Moment
Actual Shear Force
Actual Bending Moment

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 Nele Mærsk Deck Operating Manual

Draught (Correction): 11.025m

Draught at F.P: 10.600m
Draught at A.P: 11.366m
Draught (Mean): 10.983m
Trim: 0.766m
1.000 LCB: - 3.630m
0.800 LCG: - 3.600m
I/D: 149.98%
0.600 KM: 13.990m
Note! (+) In the case of LCB, LCG, LCF to be placed forward from midship
KG: 13.270m
0.400 (+) In the case of trim is trim by stern
GM: 0.720m
0.200 GGo: 0.010m In the calculation of KM the trim is included
GZ GoM: 0.710m
(Metres) 0.000

- 0.200

- 0.400 Weight LCG L - Moments KG V-Moment Free Surface

Item %
- 0.600 (MT) (m) (MT - m) (m) (MT - m) (MT - m)

Light Ship 12342.0 - 17.23 - 212653 12.19 150449 0

- 0.800
Constant 420 - 58.64 - 24629 11.14 4679 0
- 40 - 30 - 20 - 10 0 10 20 30 40 50 60
Fuel Oil
Heeling No.3 AFOT (P) 96 611.1 21.09 12888 6.56 4009 15.4
(Degrees) No.3 AFOT (S) 96 611.1 21.09 12888 6.56 4009 15.4
No.5 AFOT (P) 96 432.3 - 40.06 - 17318 5.82 2516 8.8
No.5 AFOT (S) 96 432.3 - 40.06 - 17318 5.82 2516 8.8
No.3 FFOT (P) 96 523.7 38.99 20419 6.49 3399 6.9
No.3 FFOT (S) 96 523.7 38.99 20419 6.49 3399 6.9
No.5 FFOT (P) 96 243.5 - 26.31 - 6406 4.11 1001 10.0
No.5 FFOT (S) 96 402.9 - 26.37 - 10624 6.46 2603 10.0
No.4 FOT (P) 96 148.0 - 5.15 - 762 3.26 482 19.8
No.4 FOT (S) 96 148.0 - 5.15 - 762 3.26 482 19.8
Sum 4076.5 3.29 13412 5.99 24418 121.9
Diesel Oil
Ship IMO Recommended
DOT (P) 96 138.3 - 26.45 - 3658 10.38 1436 8.7
Displacement 42536.1 Metric Tonnes Sum 138.3 - 26.45 - 3658 10.38 1436 8.7
KM 13.990 Metres Fresh Water
KGo 13.280 Metres
FWT (P) 100 181.9 - 87.23 - 15867 15.91 2894 0
GoM 0.710 Metres 0.150 Metres
0 FWT (S) 100 215.2 - 88.27 - 18996 15.91 3424 0
Area up to 30 0.145 Metres - Radians 0.055 Metres - Radians
Area between 300 and X 0.118 Metres - Radians 0.030 Metres - Radians Sum 397.1 - 87.79 - 34861 15.91 6318 0
Area up to X 0.263 Metres - Radians 0.090 Metres - Radians Ballast
GZ maximum 0.691 Metres 0.200 Metres No.3 DWBT (P) 100 532.9 22.68 12086 0.95 506 0
0
Angle at GZ maximum 36.5 25.00 No.3 DWBT (S) 100 536.1 22.67 12153 0.96 515 0
Flooding angle 41.90 No.4 DWBT (P) 100 697.8 - 4.81 - 3356 0.92 642 0
No.4 DWBT (S) 100 701.2 - 4.82 - 3380 0.93 652 0
IMO Weather Criterion Fore Peak Tank (C)
0 0 25 142.9 87.95 12568 3.16 452 89.8
(Initial heel angle) 4.7 16.0
No.2 FWBT (S) 69 465.7 58.83 27397 4.62 2152 141.0
(Area B/ Area A) 5.209 1.000
No.2 FWBT (P) 69 465.7 58.83 27397 4.62 2152 141.0
No.1 WBT (C) 100 547.9 70.15 38435 4.44 2433 0
0
Note! X - 40 or the Flooding Angle if this Sum 4090.3 30.14 123282 2.32 9489 371.9
0
is less than 40 Total Container 21072.0 - 0.66 - 13908 17.45 367706 0
Dead Weight 30194.2 1.98 59784 13.72 414264 502.5
Displacement 42536.1 - 3.60 - 153130 13.27 564454 502.5

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 Nele Mærsk Deck Operating Manual
Illustration 8.2.3a Distance of Invisibility

Note: P1 to P19 Shown as Obscured Points

Eye Position CPF Position: 0.8m abaft Frame 57, 39.3m above B.L

CPA Position: Frame 50, 39.3m above B.L

Bay No.

40 38 34 30 26 22 18 14 10 06 02 40' Cont.
39 37 35 33 31 29 27 25 23 21 19 17 15 13 11 09 07 05 03 01 20' Cont.
CPA CPF
P17 P16
P19 P18
P15 P14 P13 P12 P10 P8 P6
2750 P11 P9 P7 P4 P3 P2 P1
2750 P5
2750
2750
2800
3000
3000

L.W.L L.W.L

Obscured Distance Obscured Distance

Ae Fe
A.E A.P Containers on deck must be stacked in such a manner that the IMO Resolution A.708(17) is not contravened. The Loadstar computer software F.P F.E
calculates the position of each container in relation to draught and trim and will indicate on the Ship Overview window if this limitation has
been exceeded by changing the visibility line to red.

Extract from IMO guidelines are as follows:

A. The view of the sea surface from the conning position should not be obscured by more than two ship lengths, or 500m, whichever is
less, forward of the bow to 10˚ on either side irrespective of the ship's draught, trim and deck cargo.

B. Blind sectors caused by cargo, cargo gear and other obstructions outside the wheelhouse forward of the beam obstructing the view
of the sea surface as seen from the conning position, should not exceed 10˚ each. The total arc of blind sectors should not exceed 20˚.
The clear sectors between blind sectors should be no less than 5˚. However, in the view described in A., each individual blind sector
should not exceed 5˚.

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 Nele Mærsk Deck Operating Manual
8.2.3 DISTANCE OF INVISIBILITY Conning and Obscured Position

The height to which containers are loaded on particular hatches influences the POSITION HD(m) VH (m)
forward and aft visibility as does the draught and trim of the ship. There are
areas of obscured visibility at the bow and the stern which must be considered CPF 43.10 39.30
as they influence the navigation and control of the vessel. Various regulating CPA 38.30 39.30
and state bodies set limits on the distance of invisibility and these must be P1 176.50 28.10
complied with at all times. P2 174.10 30.72
P3 167.95 30.72
Distance of Invisibility P4 159.90 30.54
P5 153.75 30.54
P6 153.75 33.16
Regulation Limits
P7 145.70 30.54
P8 145.70 33.16
LOA = 198.60 m P9 139.55 30.54
LBP = 187.10 m P10 139.55 33.16
Lf = 187.59 m P11 131.50 30.54
P12 131.50 33.16
P13 125.20 33.16
Regulation Criteria Actual P14 117.30 33.16
P15 111.00 33.16
SOLAS df< Minimum (2.0 Lf 500 m) df< 375.18 m P16 103.10 35.78
P17 96.80 35.78
USCG df< 3.5*LBP df< 654.85 m P18 10.50 33.53
P19 -4.20 33.56
Australia df < 1/4 mile (<463 m) df < 463 m

Panama Canal Full Load df< 1.0*LOA or 250 m df< 198.6 m HD : Obscure point distance from AP
Condition (Whichever is less) VH : Obscure point height from base line
Ballast df< 1.5*LOA or 375 m df< 297.9 m CPF: Conning position at wheelhouse forward
Condition (Whichever is less) CPA: Conning position at wheelhouse aft
P1 to P19 : Obscured position (from the visibility diagram)
Suez Canal df < 500 m df < 500 m

Hong Kong Dot df < 500 m df < 500 m

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 Nele Mærsk Deck Operating Manual
Illustration 8.2.4a Propeller Immersion Tables

W.L. Where
Draught I/Dp (%)
H : Propeller Tip To B.L = 0.563m 1.00 6
dp Dp : Propeller Diameter = 7.175m 1.50 13
dp : Draught at Propeller Position (m) 2.00 20
X : Propeller Position = 4.708m
2.50 27
I I : dp-H (m)
3.00 34
I/Dp : Propeller Immersion (%)
dp
3.50 41
4.00 48
dp-H
I/Dp = x100 4.50 55
Dp
Keel Bottom
5.00 62
AP X 5.50 69
H
6.00 76
6.50 83
7.00 90
7.50 97
Propeller Immersion (%)
8.00 104

12 8.50 111
9.00 118
11 9.50 125

10 10.00 132
10.50 138
9 11.00 145

8 11.50 152

Draught at AP 6
(m)
5

0
0 20 40 60 80 100 120 140 160
I/Dp (%)

Propeller Immersion Curve

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